What Is It About Boating...?

The Earth Hath No Fury Like a Raging Ocean!

2012-02-25T15:00:00.002-08:00

Introduction by William L. Gills aka Bos'n Bill

“The sea is emotion incarnate. It loves, hates, and weeps. It defies all attempts to capture it with words and rejects all shackles. No matter what you say about it, there is always that which you can't.”
― Christopher Paolini, Eragon

The raw power and fury of a raging ocean never ceases to give me pause. I am captivated by it's dominion over anything that stands in its way. Since the beginning of time man has tried to understand the forces that move the sea. It has killed millions and reaked havoc on ships, beaches and land structures. It's fickle by nature and even the best computer models can't always predict its behaviors. It has the power to end life and destroy property mercilessly without warning.

Here's a video reminiscent of Exodus and the parting of the Red Sea, The Deadliest Catch and The Perfect Storm, displaying the ocean in some of its most capricious, angry moods. The effects of the sun, moon and wind make for some trying times riding the briny bronc and this video is a masterpiece of the spectacle and the formidable foe the ocean can be.

William L. Gills aka Bos'n Bill is the author of the book Lubber's log, published by Llumina Press; a boating primer and adventure story about a couple's experiences in moving up to a bigger boat. You can visit his website here.

What Good is a Boat Without Water?

2012-02-17T12:06:00.000-08:00

Article by William L. Gills aka Bos'n Bill

Water is everywhere and everyone. The earth's surface is 70% water, the average adult 55%-65% water. It's so much a part of our lives, that we often take it for granted until we're without it. As commonplace and unremarkable this odorless, tasteless liquid is, it's just as equally extraordinary and wonderful as it is mundane; dynamic, essential to life itself, refreshing and most important to boaters, wet and buoyant.

If you're reading this post, it's a sure bet you love the water every bit as much as I do. For most of us, this love affair with the water starts at an early age and once smitten, there's no returning to a life without it.

It usually starts in baby steps. Not being quite sure what this new medium is about, you test it. You discover you can't breathe in it so you mistrust it. When you discover it cools you down in the baking sun, you like it and want more, a fair tradeoff you reason. Wading in the shallows you realize you can jump, kick, splash and run into the water without harm, your confidence nudging you to venture ever deeper. It's exciting, lots of fun, and you want more.

As your proclivity for water grows, you notice others in the water, swimming "over their heads", not tip toeing on the bottom like you. Strapping on a life vest and learning to hold your breath underwater touches a milestone and when you're able at last, to cast off the Mae West, swim unassisted, cannonball with gusto and dive to touch bottom headfirst, you've arrived. Finally, unbridled of fear, you're free to enjoy the water with confidence whenever and wherever you want to get wet.

Most of us who call ourselves boaters reached a point when we asked ourselves if we're enjoying the best the water had to offer? Looking beyond the swimmers we saw the boats. Like a child wading in the shallows we wanted to experience more of our favorite medium and pastime, go faster and farther than we could swim. Having been under the water, in the water, but not on the water, we bought a boat and narrowed our preference of size, purpose and style to our needs.

Once on the water in our boats, we broke out the rafts, tubes, water skis, rods and reels, inflatables, floating chairs and dinghies. The possibilities for fun on the water were limitless. No wonder some people lived on it year round.

I ask you now, where would you be without a body of water to float a boat? What would you be doing in the summer heat to cool your jets, go under a lawn sprinkler? Are you satisfied with the local swimming hole, beach, pool, shower or bath? Heck no, I think you want more. You know too much. There's no going back, except to visit.

Water is the core that sustains and invigorates the body, mind and soul of each and every, mariner and boat lover. Without it, the body withers, the mind wilts and the soul fades. Water is lifeblood; it refreshes, it renews, it replenishes and energizes. If it's deep, cool and wet, get on it, so you can get in it and under it; your boat is no good without it!

Here's a video to remind you where you came from and who you are my fellow water lovin' boater!

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press;

a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here: Lubbers Log

Classic Wooden Runabouts! Wow, Lets See!

2012-02-07T16:20:00.000-08:00

Introduction by William L. Gills aka Bos'n Bill

Time to celebrate the classic, vintage wooden runabouts of yesteryear. You know the ones with the varnished mirror like finishes, bronze hardware, vintage gauges, many with bare bones, visible hull frames and hard wooden seats. The builders I remember most were Chris Craft, Century, Gar Wood, Lyman and Thompson boats of less than 22 feet (7 meters) in length.

I love the styling of these vintage boats, but just as exciting as their appearance and sex appeal there was something indescribable about the sound of the inboards and outboards of the day at full throttle that thrilled me as a boy. The sight of the old boats rocketing across the water, glistening in the light of day, sometimes obscured completely by plumes of white spray added to their sense of power and liberation, an exhilaration I experience to this day.

Anyway, this post is a tribute to the pretty old girls of so many years ago, the forerunners of the magnificent boats of today. Feel free to ogle or take one for a spin in your minds eye. That's what they're there for.

Classic Wooden Runabouts

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Boat Drinks - A State of Mind

2012-01-29T09:56:00.000-08:00

Introduction by William L. Gills aka Bos'n Bill

It's January, the days are short and the weather up north less than cool; the time of year when looking for relief from the winter doldrums, cabin fever and the blues from lack of sunshine descend upon a once vibrant summer soul. It's time to go where the weather is easy, the water refreshing and the sunshine a rejuvenation.

Boat Drinks are often part of the "flight from sight" equation this time of year, but more than Margaritas, Pina Coladas and Rum highballs, Boat Drinks is a "state of mind". As Jimmy Buffet will tell you, it's that time of year when you "gotta' go where it's warm, where everything is right, the pace is slow and there ain't no snow." I have to agree as I ponder the chill and darkness which becomes the tyranny of winter to a summer loyalist.

Now is the time for all the pale, pasty, sorry excuses for water lovin', land bound scallywags to get away. If you can't flee to paradise, you've still got Boat Drinks. It's only a "state of mind" after all. Be of hearty spirit mateys! Spring is not that far away.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Flag Placement Basics for Recreational Boaters

2012-01-23T16:37:00.000-08:00

Article by William L. Gills aka Bos'n Bill

Flag placement has its foundation in the historical maritime traditions and codes of the merchant ships and navies of the world. It can be quite intricate and involved, but it's more than most recreational boaters need to know. A full immersion in the steeped conventions of the use of flags on the high seas is rarely necessary in close range of a coastal marina or anchorage.

I don't think I'm alone when I see the confusion that still exists where this tradition in recreational boating is concerned. Whatever the reason, boaters might need a little clarification in view of the vagaries on the subject. To be sure, there are a myriad of types of maritime flags with distinguishing marks and shapes, but in this discussion I'll narrow the field to recreational boats, power and sail, and focus on the basic rules of flag placement.

THE ENSIGN

The most senior position for a flag on a vessel is at its stern. It was customary during the Roman Empire for Roman ships to carry small religious statues or puppis on the aft deck section of a ship; a sacred spot reserved for worship. You've probably heard the term "poop deck" which is the deck that forms the roof of a cabin built in the rear part of the superstructure of a ship at its stern. The stern became regarded as a place of authority and respect in the generations that followed; it was where the captain's quarters could be found. It continues to be a place of honor on a vessel to this day and it's where the national flag or derivative of it can be proudly displayed.

The ensign, the national colors, is rectangular in design, often a 1:2 or 3:5 ratio of width to length. It should be flown from a staff off the stern unless it interferes with the operation of the vessel like a boom that extends over the stern. Should this be the case it can be flown from a backstay from the aftermost mast, at the peak of the gaff* or the leech** of an aftermost sail. (see terminology below)

The ensign should be flown, according to tradition, between 8:00 a.m. and sunset. If you plan to leave your boat and don't expect to return before sunset you should take it down; the ensign should never be flown at night.

A few examples of ensigns flown in the western hemisphere are the following:

The United States

The 50-star national flag, "Old Glory", the Stars and Stripes

The U.S. Yacht Ensign, a fouled anchor in a circle of 13 stars

The United Kingdom

The "Union Jack", the national flag, with its 3 superimposed red and white crosses on a blue background is reserved for warships.

The "Red Ensign", the flag of less engaging maritime traditions, is the ensign for recreational boaters. It's a red flag with the "Union Jack" displayed in the upper left quadrant.

Canada

The Maple Leaf, the national flag, is the preferred ensign for all Canadian vessels. It consists of two vertical bands of red with a red maple leaf centered and emblazoned on a white background

THE BURGEE

The burgee is usually triangular in shape, your typical pennant, adorned with the distinguishing characteristics of the yacht club or boating organization it represents. The burgee takes the next most senior position on a vessel, usually the main masthead or starboard spreader or backstays. In a powerboat, the burgee flies off a short staff on the bow. It can be flown both while underway and at anchor.

THE COURTESY FLAG

Courtesy flags are generally flown in foreign waters or in waters in which you are a guest; they are a token of respect. On a sailboat its flown on the boat's starboard spreader. If your burgee is on the starboard spreader you can move it to the masthead. In a powerboat it's displayed on a bow staff displacing the burgee which could be placed on the portside spreader or antenna.

Courtesy Flag for the Bahamas

FLAG DIMENSIONS

How much flag do I need? How much flag is too much? The rule to follow for a proper size ensign is one inch for every foot of overall boat length (LOA). So, if your boat is 30 feet in length your ensign should be a minimum of 30 inches long. If it's not, the rule is to round up to the next available size. All other flags: burgees, courtesies and others should be approximately 1/2 to 5/8 inch for every foot of overall boat length (LOA). So if your boat is 30 feet in length, your flag should be 15-19 inches long. For recreational boaters we'll keep it simple: all flags should be approximately 1/2 the size of the ensign.

That's it. Pretty simple, huh? Flag placement isn't as complicated as many make it out to be. Knowing what flag is what and what flag goes where is all you need to know. Remember, national colors to the stern, the most important place on a boat with burgees and courtesy flags to starboard for sailors, to the bow for power. Any questions?

Terminology (see asterisks above):

*Gaff: the outer end of the spar(a sailing ship's mast, boom or yard) extending aft from the main mast.

**Leech: The vertical back edge of a sail.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Are Marine Grade Products Worth the Price?

2012-01-15T13:12:00.000-08:00

Introduction by William L. Gills aka Bos'n Bill

How true it the old adage, "you get what you pay for? Not absolutely true, but a big consideration in your pursuit of a quality product that will serve your needs at the best price. In the case of marine products, an argument could be made in favor of using only "marine grade" in a saltwater environment, but what about fresh water? Does the same assumption apply there? Can you get a better product at a reasonable price? After all, cost comparisons with similar non-marine items like refrigerators, deck hardware, folding chairs and plumbing supplies cost a good deal less, so why not go with the lower cost item and save some money?

I my opinion and experience, marine products should be preferred to non-marine anytime the product you are buying will be exposed to the elements or serving various uses in a moving vessel on a body of water, any body of water. Marine products aren't simply made of non-corrosive materials, they're built with safety, utility and functionality in mind.

Doug and his wife Brenda of Boating With Dawsons, write seasonal articles informing boaters of new products, providing useful tips on such things as upholstery, teak, boat utilities, enhancements, marine maintenance and repair. In the following article from their website Doug shares his experience and his opinions as to why "marine products" are the better choice for boaters.

Article by Doug Dawson

Having been in the marine industry all my life, I know the difference between marine parts and non-marine parts whether they are for your engine, cabin or on decks. For over a half a century, our marine store sold and our service department installed a whole range of genuine marine products for boats.

THE DIFFERENCE
The first difference most people cite between marine and non-marine products is the price. Marine products are more expensive, but there's good reason for that. I can assure you that it's not the marine store trying to squeeze out a bigger margin. Marine products are designed specifically for boats. Functionality, durability, fit and utility are what make marine products a better choice for boaters.

Non-marine products, on the other hand are not built or designed with the boater in mind. They will work, but not nearly as well or as long as products made specifically for marine use. This is because they may not have the required safety features necessary for safe boating; the securing brackets, electrical breakers or non-corrosive characteristics necessary for a marine environment. They are likely to cause more problems than they are worth.

When my wife Brenda was a young girl and was involved in her father's television business she learned a valuable lesson in Zenith's motto: "Quality is remembered long after price is forgotten." This is especially true in boating. Paying a little more up front for quality marine parts could end up costing less in the long run and serve you far better. It's like most other things in life, "you get what you pay for." Here are some examples of where marine products can make a difference.

MARINE REFRIGERATOR
A marine fridge is designed with a door locking catch so the door won't open and spill the contents all over the galley in rough seas and it has brackets to hold the unit in place. Another great feature is that it's built in standard sizes for standard sized openings on most boats so you won't have to pay for a custom installation. Parts are made of stainless steel to deter moisture and prevent corrosion. Some have integrated evaporators and most have either stops on the front of the shelves to keep them from falling out or have drawers. They're designed to give you more product in less space.

They run on either 12/24 Volts DC or the combination of 12 volts DC and 110-120 Volts AC giving you more flexibility when cruising. Better insulation, size of compressor, use of non-flammable refrigerant are all taken into consideration when designing a marine fridge as well as the option to use water or air cooling to rid heat generated by the refrigeration unit. They're engineered to operate under rough conditions while underway, built to withstand violent movement, operate noiselessly and most importantly, consume an absolute minimum of battery power.

As an aside: if you're considering using a 110-120 Volt refrigeration unit instead of a 12/24 Volt unit to run it off an inverter, be sure to do your homework. You need to be sure you'll have enough battery power to operate your fridge for the length of your stay on the water where shore power is not an option.

MARINE SINK HARDWARE
Buy marine taps, faucets and drains for the head and or galley. True, it's easy and inexpensive to pick up a set of taps from your local discount store or building supply to replace your aged or out of fashion faucets, but all too often, they're not made of a non-corrosive material making them unsuitable for a boat installation. Also, the mechanism for lifting the drain are different on a boat and the under sink space is much more confined than the typical residential bathroom. Check out the sink hardware carefully before purchasing. You'll probably find it less expensive in the long run if you buy from your local marina, ships store or boating supply.

MARINE HEADS
Charging the holding tank with holding tank chemicals not only reduces the odor, but also "works" in the tank to breakdown the sewage and paper. When repairing a toilet, buy genuine parts for your make and model or you could face some smelly consequences. Some boaters who have repaired toilets with the wrong parts have been punished unmercifully with the condition worsening and the corrective surgery costly. You've heard the expression, "s_ _ t happens". Don't let it happen in your bilge. Buy the right marine parts and be sure to have them installed properly.

MARINE DECK CHAIRS

Deck chairs are a necessary purchase to accommodate guests on most larger cruisers and yachts. Deck chairs should fold and stow easily, have a lower center of gravity for stability with rubber, non-skid feet to prevent sliding. Non-marine home patio chairs for example, generally are too high with the feet too close together to offer any stability. Again, there are no rubber feet on home chairs which could cause an unsafe situation where passengers and crew could slide across the deck in rough water. For the safety of your crew and guests, proper marine deck chairs are the best seat on deck.

MARINE HARDWARE

Boat hardware should be stainless steel or marine grade plastic so it won't corrode or deteriorate. Installing aluminum or cheap fittings will look dreadful after a year or so, and may stop being functional all together, requiring a repair or total replacement. If you find yourself having to replace hardware every year or two, doesn't it make sense to spend a little more to get the right marine grade the first time? Buy it right, buy it once.

MARINE CLEANING PRODUCTS
Washing the boat with the wrong product can shorten the life of the paint and/or gelcoat. Be sure to use marine cleaning products to extend the life of your finish.

If areas have soot/exhaust stains from the engines or stains around through the hull fittings (A/C outlets, cooling water outlets, etc.) find a product at your local marine supplier that is made for that specific purpose or you may irreparably harm the finish.

If you ever get oil and sludge in your bilge, try the marine absorbent pads to soak up and dispose of them according to your local environmental regulations.

Keep in mind, all marine cleaning products should be used according to the manufacturer's instructions. Some work better than others so do your research before buying.

BUY MARINE, BUY ONCE

These are only a few examples, there are many more. Most mariners could rattle off at least a handful of horror stories resulting from the use of marine substitutes. When you consider what these products have over their counterparts, doesn't it makes sense to go marine? Even though it may cost a bit more in the beginning, it usually costs less in the long run. Like I said earlier in this post, "buy right, buy once" for hassle-free boating.

On their website, Boating With Dawsons, the couple share tips and tricks to help make your boating easier and more enjoyable.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Renaming Your Boat - Ceremony Required?

2011-12-27T15:26:00.000-08:00

Article by William L.Gills aka Bos'n Bill

If you just bought the boat of your dreams only to find the name on the transom is a nightmare you can't live with, names like Irritable Bow, Big Woody or Sir Osis of the River you might want to change the name to something more suitable to your taste and values. Before you do this though, you need to consider some ancient traditions before you plow ahead and remove the offending moniker. What I'm about to tell you may only be superstition, but in the proverbial verse, "better safe than sorry" there is a lot more than a hint of wisdom.

Renaming a boat should not be taken too lightly. Unlucky boats are usually the ones that have defied the gods of the sea, (that's gods plural, emphasis added). Of course, everyone has heard of the legendary Neptune, the "Big Kahuna" who controls the oceans and the seas, but don't forget Nereus, Proteus, Glaucus and Phorkys and the rulers of the winds; they must be appeased as well.

According to legend, every ship and boat ever named is recorded in a big tally book, the Ledger of the Deep. Neptune knows personally each and every vessel enumerated in the tally book, even yours, and he gets angry when ordinary human beings dishonor him by pulling a name change without letting him know.

So here's what you need to do to avert the wrath of the gods and ensure good fortune throughout the life of the vessel. Get a christening/boat renaming ceremony going, beginning with a purging of your boat's name from the Ledger of the Deep and Neptune's impeccable memory. You need to do this rather quickly, don't drag your anchor. You only have thirty days to perform the rite or the name will attach itself to you and you won't be able to remove it no matter how many litanies you recite.

To remove an old boat name from the Ledger of the Deep, be absolutely sure there are no traces of it anywhere on or in your boat. Either remove the name completely or expunge it from log books, stickers, memorabilia and charts using white-out or black marker pen. There cannot be the tiniest trace of the old name anywhere on the boat, especially on the transom AND you must never utter the name of the old girl again in the vicinity of the vessel or your purging will be incomplete and rendered moot.

This is very important and not to be taken lightly. One hapless boat owner I knew performed the ceremony only to find an old registration with the old boat name on it in a far corner of his starboard locker. I urged him to consider a redo of the ceremony which he ceremoniously declined. All I know, is that his boat was besieged with issues; the port engine died, a hole was punched in his hull when it hit a submerged rock, his isinglass blew out in a gale and his starboard stuffing box leaked like a sieve, scuttling the boat. Happenstance or a Neptune design? You be the judge.

Back to the ceremony. As tradition would have it, you must invite everyone who is important to the boat to be at the christening. I'm talking about your kids, your pets, your fishing buddies, girlfriend, first mate, grandpa and Uncle Eddy. Get yourself a couple of bottles of the best bubbly you can afford and get some of those cheap plastic champagne glasses for your boating kit and kin. They don't care, they just want the champagne

Once assembled, you may begin the purging ceremony by invoking the name of the Ruler of the Deep. This is where you praise and honor his magnificence and implore his benevolent graces to expunge the current name of your boat from his official Ledger, offering libations of champagne in grateful acknowledgement of his welcome dispensations. Pour half a bottle over the bow into the sea and share the rest with your guests.

With the name graciously eradicated you may begin the renaming proceedings by imploring his majesty, King Neptune to recognize the new name you have chosen. In appreciation for his beneficence, offer more libations of champagne and have a glass yourself with your honored first mate.

Finally, not to be forgotten are the mighty Rulers of the Winds; Great Boreas, Zephyrus, Eurus and Notus who have dominion over the four corners of the earth. Your frail vessel must traverse into the scourge of their mighty breaths and you need their blessings. Libations of your finest champagne should be flung to the north, west, east and south in that order as you address and honor each god asking for safe passage and the benefits and pleasures of their bounty.

At this point, your vessel has become sacrosanct and you can unveil the new name of your renamed boat unto the gaze of your honored guests. It is best that the name you have chosen is somehow unique to you, not a borrowed name like so many boaters fancy to do. The gods are tired of names like Serenity, Island Time, Obsession, Time Out and Serendipity. There are just too many of them around and they're tiresome and dull. Not only do they take up unnecessary space on the Ledger of the Deep, they lack imagination and are an abomination to the gods!

As to ceremony or no ceremony, you know what you're supposed to do when you rename a boat and you have a simple choice; perform the ritual as legions have since the earliest of historical maritime accounts or take your chances with displeased, angry sea and wind gods. As for me, I lean in the opposite direction of the seen and unforeseen consequences of an indifferent mariner. It's up to you of course, it's your boat, Cap.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Christmas Boat Parades - 'Tis the Season!

2011-12-15T12:47:00.000-08:00

If you liked that Christmas boat parade video, there's one more.
Look at these exquisitely adorned boats bedecked in lights, garlands and garish festive float ideas!

Here are the real Floats... BOATS. No, they're not the kind you see in the Disney Parks Christmas Day Parade! They are the real thing! What you get here is a magnificent display of floating appeal, boating style.

To all boaters, non-boaters, their families, friends worldwide -
May this Christmas end the present year

on a cheerful note and make way
for a fresh and bright new year.
Here's wishing you a
Merry Christmas and a Happy New Year!
Bos'n Bill

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

"Earthrace" - Latest 'Round the World Record!

2011-12-08T17:15:00.000-08:00

Introduction by William L. Gills aka Bos'n Bill

Have you heard of the racing power boat Earthrace built in Auckland, New Zealand? The one that smashed the 1998 world speed record of circumnavigating the globe. The 24,000 nm voyage was completed in a mere 60 days, besting the 1998 record by a whopping 14 days! It took Magellan's ship, Victoria, 3 years in 1522. We've come along way since then.

Part boat/part submarine, Earthrace is a hi-tech space age boat made principally of carbon and Kevlar to make the hull resilient and lightweight. The design is long and sleek with a sharp wave piercing bow that doesn't go over waves, it goes through them, keeping the boat relatively level in rough seas. The two stabilizers/outriggers port and starboard keep the boat steady as she goes.

Built by Peter Bethune, Earthrace runs on 100% bio-diesel fuel made of animal and plant oils, a test of alternative energy and a cause for clean burning fuels. The vessel uses two QSC-540 diesel engines producing a combined power output of 1080 horsepower.

I have two videos on this remarkable vessel Earthrace, it's builder, captain and crew. The first is a tour of the boat by Peter Bethune himself and the second, a trailer of the actual trip up to the point of their first major setback. From there, I have the rest of the story in the summarized words of the builder himself.

First, the Introduction and Tour of Earthrace

Next, The Race:

The Rest of the Story.
I give you an abridged summary of Peter Bethune's account of the remainder of the trip, beginning with the setback that occurred in the trailer.

"After we left Palau we hit something in the water causing a huge amount of damage, a bent drive shaft, damaged rudder, bent prop, damaged bow. There was no way to get anything fixed in Palau so we thought the trip was over, running on one engine all the way to Singapore. In Singapore, the boat yard assessed the damage predicting it would take at least three weeks to repair. We were done, for sure. It would place us at least a week behind the 1998 worlds record. Then, something miraculous happened. Everything started to go our way after the job was done in just three days. Good omen. We still had a chance!

It was easy going in the second half of the race until we got caught in a monsoon between Singapore and India that continued eight long, agonizing days until we arrived in Yemen. We took a beating, but then had a good run to the Suez Canal where we were held up overnight half way through the canal. From there it was a clear run back to Barbados."

There's more. Turns out Earthrace did set the new world speed record for a powerboat. The captain and crew started the race around the world in

Barbados

and finished in

Barbados

, June 27, 2008, 60 days, 23 hours and 49 minutes after they set out. A truly incredible feat for an ocean going vessel!

Relieved the race was finally over and that Earthrace's goal of attaining a new world record had been achieved in a boat powered exclusively by bio-fuels, Peter Bethune confessed in New Zealandese, "I feel like I've goh a monkey off me back!" I think Poseidon should allow him to possess his trident for a spell, don't you ?

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Sea Sense - Do You Have It?

2011-12-07T17:00:00.000-08:00

By Mike Saylor - Contributing Writer, Soundings

Seamanship is as much a mindset as it is skills and tactics, from knowing your own limitations and watching the weather to having the right tools on board.

When conditions really deteriorate, you need the proper boat and skills to keep out of harm's way.

Chaucer wrote (and I paraphrase): When April with its showers, breaks the drought of March ... boating season is almost upon us! Whether you live in an area where winter is cold or boating is a 365-day-a-year pastime, it's wise to pause and reacquaint yourself with some safe practices that will help you enjoy the warmer days ahead.

Nothing creates the conditions for a bad day on the water - or worse, a tragedy - as much as complacency. I'll give you a few things to keep in mind. But first some general thoughts: A) Remember to keep up with regular maintenance and be diligent about replacing what needs replacing before it fails on the water. When it comes to service, you typically get what you pay for. A good mechanic can be the difference between a trouble-free season and a big headache. B) Put your brain in gear before you cast off, long before you cast off. Unless you're someone really, really special, you can't walk on water.

1. Boating in rough conditions

Sooner or later, you'll find yourself in conditions that make gardening seem like a good recreational choice. What constitutes rough conditions for you depends in part on the size of your boat and your experience. A fair breeze and accompanying seas to a 40-foot power- or sailboat could equate to near survival conditions to a 14-footer with a less-experienced skipper.

Try to keep things in order inside the boat. Secure groceries, books, kitchenware and tools. Most doors on lockers won't hold in rough conditions. Shelving is even more problematic, and flying books, canned goods and pots and pans can really ruin your day.

Rough conditions often demand frequent throttle changes.

There are other areas on any boat where trouble can develop. On a sailboat they include sails secured to halyards (the shackles can work loose); rudders on smaller boats and steering gear on larger ones (this applies to powerboats as well as sailboats); and, of course, standing and running rigging. The yard hands don't always apply proper tension to the turnbuckles. Look aloft at your running rigging every time you step aboard. Is it leading fair or foul?

Powerboaters and sailors should check the engine and the connections and fittings that make them work, including transmissions and fuel delivery systems. I once delivered a boat only to find that the gear linkage had come loose and we couldn't go into reverse - not one of my finest hours in the inspection of a boat before it leaves the dock. The shock effect of rough seas can work things loose.

When you get caught in threatening weather, the tendency is to hurry home. Check the seas before putting the pedal to the metal. Too fast, and something can shake loose. Then you're in deep natural fertilizer. There's a fine line between going too fast and too slow, and you'll have to find that sweet spot. Experienced boaters find it by trial and error.

Don't hesitate to change the throttle if you sense the setting isn't right. Don't wait for proof. For example, a planing hull in displacement mode is a sorry thing. It's designed to be stable on plane, which usually is around 10 to 12 knots. If you can, modify your track to maintain planing speed.

Remember that when you run against the seas, shock can be a significant threat. When running with the seas under power, however, you can overshoot and fall off the wave, which in addition to the shock effect can cause you to broach. Electrical connections can get soaked and short out, leading to engine failure. Don't forget that all of that bouncing and shaking can loosen material that might have collected in the bottom of your fuel tank, causing engine problems.

When you're caught out, proceed prudently, adjusting your speed to match changing conditions.

Above all, when the instinct for survival is welling up (I would never even consider that there was an element of panic there) and you see yourself being caught in heavy weather, don't make for a leeward, or downwind, refuge. Always make for the nearest shelter that is to windward of your position.

For those of you who boat in the Northeast, there is a harbor of refuge at Point Judith, R.I. What makes Point Judith a harbor of refuge is that it has two entrances - one from the southeast and one from the west. If the wind and seas are from the south and/or east you use the western entrance; conversely, use the eastern entrance when faced with strong westerly winds and seas.

The reason is that a vessel, power or sail, has less control when it's driven by the wind than when heading into it. Always avoid a lee shore, regardless of your boat.

2. Boating in fog

Advection fog occurs in early spring because the temperature of the water is lower than the dew point. That means a clear morning can suddenly turn to fog. Remember that in reduced visibility, the COLREGS - the International Regulations for Preventing Collisions at Sea - are suspended. They apply only to vessels that are in sight of one another. There is no right of way until you can see the other boat, so keep your speed down.

Fog requires a high level of situational awareness by skipper and crew.

At 1 knot you're traveling about 100 feet a minute, so you need time to react. A state trooper once told me to leave adequate time when I drive in dry, clear conditions, regardless of speed - enough time to sense the situation and respond. That's probably three or four seconds.

The COLREGS say boats should slow to a "safe speed" but don't define it. I suppose you'll get a better feel for a safe speed if you're in a collision while visibility is reduced.

Learn the fog signals and use them. Too many boaters ignore or are ignorant of those signals. They rely on the speed and agility of their boats to keep them from harm's way. Usually they can get away with it, but not always.

The signals should be sounded while you're under way, not at a dock or in a designated anchorage. Sound one prolonged blast at two-minute intervals when under power. When motorsailing, a sailboat is a power-driven vessel and should signal the prolonged blast. Sailboats under sail alone, as well as all other vessels that might be at some disadvantage when maneuvering, sound one prolonged and two short blasts every two minutes.

If you are anchored anywhere but in a special anchorage area you must ring a bell or something like it rapidly for four or five seconds every minute. If you hear this or a short-prolonged-short series of blasts in addition to the bell, watch out. If there is a gong after the bell, it's a large ship at anchor.

Refer to the COLREGS for the rest of the rules (www.navcen.uscg.gov).

3. The pessimist's creed

Mother Nature can be a beautiful creature, but when she carouses with her occasional paramour Murphy, things can get dicey. You have to be aware that, sooner or later, you could be involved

Job No. 1 is to keep the water on the outside of the boat.

in a dance with them. Whether you call it Murphy's Law or something else, you will feel its effect: Whatever can go wrong will, at some time, go wrong.

When something goes wrong, rest assured it will be at the worst possible time. The one thing you neglected to bring is the thing that will become critical. If the problem is easily fixable, the tools or materials required will not be available. The more serious the problem, the harder it will be to gain access to it.

Whenever possible, watch the work being done on your boat. You need not be capable of doing it yourself, but you should have a fair idea about the correct way it should be done. If you give a potential problem a chance in any situation, things will go wrong. If it's not corrected right away, the situation will cascade from bad to worse. Remember my point A: regular, preventive maintenance goes a long way toward keeping Murphy at bay.

4. The devil is in the details

(apropos to Murphy and Mother Nature)

Years ago, there was a program on the University of Wisconsin radio station that ended with the phrase, "When you're down on the planet, don't sweat the small stuff. Down on the planet, it's all small stuff." Not true when it comes to boating.

We can't do much about Mother Nature, other than avoid challenging her when possible. Murphy, however, is another matter. On almost every occasion when problems crop up on a boat, they are attributable to neglect, carelessness or fuzzy thinking by the skipper or whoever prepped the boat. Here are some real-life examples.

A boater, wanting to save his battery by reducing the draw on it, mounted a float switch for his small bilge pump higher in the bilge. He didn't install a second, larger bilge pump. He didn't replace the original pump with a larger-capacity pump. He also had no manual pump as backup.

One fine, sunny day his stuffing box (to which no attention had been paid) started leaking excessively. After all, a stuffing box is merely the means to allow a controlled leak into the boat. By the time his float switch kicked in, the water in the bilge exceeded the capacity of his pump. Seeing his predicament, the boater headed for shore and managed to reach water that was shallow enough that the boat didn't sink.

I once went sailing with a friend whose boat was moored by an undersized line to its buoy. We were anxious to get going and didn't "waste the time" to replace the worn line. When a powerful blast struck as we were tying up, no strong line was available to secure the boat to its mooring. We almost lost her. By the way, superb seaman that I was, I hadn't checked to see whether the ground tackle was in working order. It was not. As I said, we almost lost the boat.

The point is, little problems have a way of cascading into big ones. My parents and grandparents used to tell me, "The water has to take X number of lives each year, so don't be the first one in or the last one out." Water - the sea - is not inherently cruel, but it is utterly unconcerned about human error.

For those of you who think, I'm OK, I have Sea Tow, think about getting from one boat into another in even a small chop. Think about you, your wife and kids in the water. Create a precastoff checklist.

5. The right stuff

There is nothing quite as ridiculous as a boater without simple, essential hand tools. You can'talways call the repairman. So here is my take on the minimal items, the right stuff to have on hand when you go boating.

You never know when you'll need a good knife - and need it in a hurry. A good knife is a sharp knife that can hold an edge and can be sharpened when necessary.

You don't have to be a master mechanic, but you should have an idea of how the job should be done when someone is working on your boat.

Nothing will cut through wet line, which is tougher to cut than dry line, as well as a knife with a good serrated edge. The problems with serrated blades are that they are difficult to sharpen, and they're not much good for anything else. They will, of course, cut through a sausage, but it's hard not to butcher bread. Some pretty good knives are available with a combination serrated and smooth edge. Just be sure there is enough of a serrated section so it's useful when you need it.

I have never understood the logic of carrying a folding blade that requires two hands to open. If you don't want to carry a fixed-blade knife in a sheath, there are quality knives that can be opened one-handed - and, no, they are not switchblades. They also can come with sheaths. Speaking of sheaths - holsters, if you will - leather ones look snazzy, but leather will deteriorate rapidly when it's exposed to salt water. A good nylon sheath that can be worn on a belt is the best bet.

Next to a knife, a screwdriver is essential. Most boats have Phillips-head machine screws and sheet-metal screws. Woodwork and some electrical devices use slotted-head screws, so you'll need both types of screwdriver. Although a properly shaped Phillips-head driver can often work with screws of various sizes, the same is not true of slotted-head drivers.

SOG, Leatherman and others make good multitools, but I don't care for them as a primary knife substitute. I carry a SOG tool, along with a sheath knife, on my belt. Between the two, I always seem to have the right tool on hand.

Multitools are not a substitute for serious tools, but they work well enough for a minor emergency or repair. With knives and multitools, stay away from cheapies. When you need a tool or knife, you want a quality device. Spend a few more dollars and get something you'll be able to use when using it can keep you out of trouble.

A good adjustable wrench is handy and auto-adjusting models are available. The trouble is that they are rarely rust-resistant. WD-40 doesn't work well against salt water, so I'd recommend Boeshield T-9 or an equivalent that better resists salt water. And locking pliers, in needle-nose or regular configuration, are available in different sizes. Slip-joint pliers also are handy.

Protect every tool, including knives and multitools, with a good rust preventive. Nothing, even stainless steel, is rust-proof, and the more nickel in the alloy, the softer and weaker the tool will be. Most boats come with a damnable variety of SAE and metric fasteners. You don't need a toolkit with all of the sizes. Determine the ones you will need and equip yourself accordingly.

You'll need something in which to store these tools. There are roll packs that are impregnated with rust preventives. Don't forget to spray your tools, regardless of the assertions on the package.

A new season is approaching. Stay safe, boat smart and enjoy.

This article originally appeared in the April 2011 issue of Soundings magazine.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Seasickness - Jacht! Causes, Symptoms, Prevention and Treatment

2011-11-26T17:04:00.000-08:00

Article by William L. Gills aka Bos'n Bill

My first brush with seasickness was on the charter boat Mijoy out on Long Island Sound fishing with twenty or so other offshore anglers. The seas were steep, rolling fifteen footers, most everyone getting sick but me and a handful of others. I've never been very good at enduring the smell of someone else's spilled cookies and my gagging from the wafts to windward never disengaged my stomach contents that day. I was too busy fishing on deck in fresh open air, rocking with the pitch and roll of the boat, unlike many who took refuge from the strong wind and sea spray in the cabin at their peril. Save the airborne vomit, I was enjoying it.

I've done some research on the subject of mal de mer, the French term for seasickness, a debilitating miserable affliction aboard a boat. What I've learned is that if you know you might become seasick you need to take preventative measures before you shove off and if you become seasick while underway, even though you never thought it could happen to you, you need to treat the symptoms with defensive strategies, medication and yes, maybe even acupressure. I'll go over ways to minimize the effects of seasickness, but first let's be clear about what it is and the cause of the symptoms.

What is Seasickness?

Seasickness is not an illness but rather a disturbance of the middle ear, in the vestibular apparatus, which controls balance and equilibrium. It sends information to your brain about your relative position in space. If the signals do not match what the eye sees or what is expected from previous experience, there is a mismatch and the brain becomes confused. This sets in motion series of unpleasant symptoms.

The Progressive Symptoms of Seasickness

At first, you may wonder why you're beginning to yawn with increasing frequency and you're feeling drowsy with growing fatigue and lethargy. In fact, you may hear yourself muttering, "Hey, I thought I was supposed to be enjoying my time on the water like everyone else aboard. Jeeze, I don't want to move, I just want to get off this bloody boat!"

You feel helpless as the boat yaws and rolls with endless unpredictable surges up down, left and right. You may feel queasy, look a pale green and feel cold and clammy to the touch. A belch or more is usually forthcoming along with excessive salivation leading to the inevitable "ralph" in the head or "ralph" over the rail if you have been thoughtful enough to have foreseen the predictable product of your misery.

Triggers

A lot of elements can effect your condition adversely via the senses, triggers that seem to exacerbate the condition. I'm talking about any or perhaps all of the five senses, e.g., a hint of perfume or engine exhaust, the sight of someone hurling, the repeat of the taste of your morning breakfast, the sound of the wind and thrashing waves, the feelings of cold hands and a sweaty brow. You get the picture. It doesn't help that you might be in a confined space in the bow.

How to Minimize the Effects of Seasickness

What can you do about this horrible, relentless condition, "mal de mer" that strikes and hangs on mercilessly? First let's start with prevention.

If you know you're susceptible to seasickness or you haven't been on the water for quite awhile, seriously consider the following before climbing aboard:

Get Plenty of Rest. If you're well rested you'll be less likely to succumb to seasickness.
Hydrate with Plenty of Water.
Keep Alcohol to a Minimum. Alcohol is dehydrating and can exacerbate dizziness inducing the symptoms described above.
Pills. Over-the-counter medications (antihistamines) like Dramamine, Benadryl and Antivert can help by sedating the balancing organs. Be aware however, they commonly cause drowsiness.
The Patch. The drug Scopolamine in an adhesive patch worn behind the ear minimizes the effects of seasickness over a period of several days, but you need a doctors prescription for it. The only reported side effect is dry mouth. The company Transderm Scop makes this product.
The Wristband. Some wristbands have acupressure points which are touted to ameliorate the symptoms of seasickness, however their effectiveness is questionable.
Ginger. Bring some ginger along with you on your trip in the form of capsules, tablets, powder or tea. Ginger has a soothing effect on the stomach.

While underway and you're beginning to experience the effects of seasickness you should:

Stand Up. Sitting makes you feel worse. Scan the horizon or look to a faraway spot to get your bearings.
Move to Amidships. There is less pitch and roll amidships and toward the stern. Stay away from the bow.
Get Some Fresh Air. If you're down below in the cabin or salon, go up on deck for some fresh air. Staying in a confined space only makes matters worse.
Nibble on Dry Crackers. Dry crackers may help to settle your stomach.
Busy Yourself. Find a task or something to take your mind off of how you feel.
Close your Eyes. This shuts down some of the mixed signals to the brain that cause the symptoms of seasickness.
Stay Away from others who are Seasick. Nothing can make you feel worse than seeing someone else vomit. Stay clear as best you can.

These suggestions should help to ameliorate an extremely unpleasant situation that can occur on any body of water. In fact, weather conditions don't always have to be formidable for you to become seasick. Prevention is the best cure, but taking steps to lessen the effects once aboard can make for a better day on the water.

Also, take heart in knowing that many an experienced sailor has become "green in the gills" from the time man took to the boat as a form of transport. Truth be told, the word "yacht", one of the preferred sea going vessels, derives its name from the Dutch word, "jacht" which translates to mean, "throw up violently". "Jacting" is just a natural occurring phenomenon on a boat and it's not just you, it's the yacht too.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Latest Boat Steering Technology - The Joystick

2011-11-14T13:52:00.000-08:00

Introduction by William L. Gills aka Bos'n Bill

A recent technology is beginning to take hold in the boating community supplementing traditional wheel, shift and throttle controls of stern driven boats. Volvo Penta and Mercruiser of Mercury Marine both offer sterndrive joystick systems that assist you in maneuvering in tight places with greater ease. You can move the boat in any direction, sideways, diagonally, on a pivot at any rpm with pin point control. There are also new designs for straight drive diesel engines for larger boats, but I'll save that discussion for another post.

Here is a video for you by Captain Steve Larivee of BoatTest.com, demonstrating how the joystick system works and how it could make you boating experience a little easier and less stressful.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Rogue Waves - Myth or Reality?

2011-11-07T13:44:00.000-08:00

Introduction by William L. Gills aka Bos'n Bill

Rogue waves? What are they anyway and do they really happen? Monster waves of monumental proportion have been reported by skippers for hundreds of years. Most who listened to these tales of wave heights as high as a five story building thought they were exaggerated. Those that succumbed to the awesome power of a freak killer wave never lived to tell the tale. Truth is, they are not myth, they are real.

Article by Dee White
In 1978 the MS Munchen sent a garbled Mayday message from the mid-Atlantic. The ship was never found but an exhaustive search found just a few bits of wreckage, including an unlaunched lifeboat which had been stowed 20 metres (65 feet) above the water line. One of its attachment pins had twisted as if hit by an extreme force. The culprit was believed to be a rogue wave.

In 1995 the Draupner Platform in the North Sea was hit and damaged by a freak wave. Fortunately its onboard measuring equipment was still working and recorded a wave of 25.6 metres (84 feet) in height. This was the first rogue wave to be confirmed by actual scientific evidence.

What are Rogue Waves?

Once dismissed as a nautical myth, rogue waves (also known as freak waves, extreme waves, killer waves, monster waves and abnormal waves), are large, spontaneous ocean waves that occur far out to sea. They can be described as waves with a height of more than twice the significant wave height (SWH). This is defined as the mean of the largest third of waves in a wave record. In more simple language, they are not necessarily the biggest waves, but they are surprisingly large waves for a given sea state. They are not Tsunamis, which are set in motion by mass displacement, such as a sudden movement of the ocean floor during an earthquake. These develop at high speed over a wide area and are not usually noticeable in deep water. They become dangerous as they approach the land and the ocean floor becomes shallower. Because of this, Tsunamis do not usually present a threat to shipping out at sea. In the 2004 Asian Tsunami the only ships lost were in port. A rogue wave, on the other hand, is highly localised and frequently occurs far out at sea, or where a number of physical factors such as strong winds and fast currents converge, causing a number of waves to join together.

History

Stories about freak waves of around 30 metres (98 feet) in height have been told for centuries. These apparently could appear without warning, in mid-ocean, surprisingly travelling against the prevailing wind and current direction and often in clear weather. They have been described as looking like an almost vertical wall of water preceded by a deep trough. A ship encountering such a wave would be very unlikely to survive the tremendous pressures exerted by the weight of breaking water and would almost definitely be severely damaged or even sunk in a matter of moments.

Lighthouses, such as the Eagle Island lighthouse in 1861, and the Fastnet lighthouse in 1985, were both struck by waves of over 40 metres (130 feet) in height. In 1966 the SS Michelangelo had a hole torn in her superstructure and heavy glass smashed 24 metres (79 feet) above the water line. There were 3 deaths recorded during this incident. In 1980 the first mate on board the Esso Languedoc photographed a 25-30 metre (80-100 foot) wave as it washed across the stern of the French supertanker. In 1995 the Master of the cruise liner Queen Elizabeth 2 described a wave looking like the White Cliffs of Dover, which came out of the darkness. The vessel attempted to “surf” the near vertical wave to avoid being sunk.

During the twenty-first century several vessels have been damaged by waves between 21 and 30 metres (70 to 100 feet) in height. In February 2000, a British oceanographic research vessel sailing in the Rockall Trough in the west of Scotland, encountered one of the largest waves ever recorded by scientific instruments in the open ocean with a SWH of 18.5 metres (60 feet) and individual waves up to 29.1 metres (95 feet). The US Naval Research Laboratory detected a freak wave caused by Hurricane Ivan in the Gulf of Mexico in 2004. It was about 27.7 metres (90 feet) high from peak to trough and around 200 metres (656 feet) long. Vessels are not alone in their risk from rogue waves. It has been suggested that the loss of several low-flying aircraft, such as helicopters on Search and Rescue missions, may be attributed to these types of waves.

Evidence – Myth or Reality?

On average about one ship is lost every week in the world’s oceans. This is thought to be mainly due to bad seamanship, poor maintenance or severe weather, but it now seems likely that a small percentage is due to encounters with freak waves. However, although rogue waves have been blamed as a likely cause for the sudden, unexplained disappearance of many ocean-going vessels, there is little clear evidence to support the claims. Radar data from the North Sea’s Goma oilfield recorded 466 rogue wave encounters in 12 years. Evidence such as this has helped to convert previously sceptical scientists.

Oceanographers and meteorologists have, for a long time, used a mathematical system called the Linear Model to predict wave height. This assumes that waves vary in a regular way around an average wave height. It suggests that there will rarely be a wave higher than 15 metres (50 feet). Although one of 30 metres (98 feet) could happen, it would be unlikely to occur more than once in 10,000 years. That is the theory! The reality is that they do happen with surprising frequency.

More recently, satellites have been used to establish the existence of rogue waves. The European Space Agency (ESA) is using its European Remote Sensing Satellite (ERS) to study their origins and to try to predict their occurrence. In December 2000 the European Union initiated a scientific project called MaxWave to confirm widespread occurrences of rogue waves, study their behaviour and consider their implications for ship and offshore structure design. Data from ESA’s ERS satellites were used to carry out a global rogue wave census and in 2004, after analysing radar images of world wide oceans taken over a period of three weeks, MaxWave found 10 waves of 25 metres (82 feet) or higher, an astonishing number for such a relatively short time span. ESA have undertaken another project, named Wave Atlas, to survey the oceans over a longer period of time and develop the most accurate estimate possible for the frequency of rogue waves.

Some theories

Rogue waves are often associated with sites where ordinary waves encounter ocean currents and eddies. The strength of the current concentrates the wave energy, forming large waves. Examples have occurred in the notoriously dangerous Agulhas current off the east coast of South Africa and also in the North Atlantic where the Gulf Streaminteracts with waves coming down from the Labrador Sea.

Data shows that rogue waves also occur in areas well away from currents, possibly being associated with weather fronts and lows. Sustained winds from long-lived storms, exceeding 12 hours, may enlarge waves moving at an optimum speed in sync with the wind.

In the field of Quantum Physics, a concept called the “Schrodinger Equation” is based on the belief that in certain unstable conditions waves can steal energy from their neighbours. Adjacent waves shrink, while the one at the centre can grow to an enormous size.

The implications

Current ships and offshore platforms are built to withstand a maximum wave height of only 15 metres (50 feet) and about 15 tonnes of pressure per square metre. If they are hit by a rogue wave they will have to endure a wall of water up to twice that height and a pressure in the region of 100 tonnes.

Facts like these make us realise how little we know about our oceans and remind us to treat them with respect. How many more secrets do they hold?

Author- Dee White, The Yacht Market

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat. You can visit his website here.

Do I Need a CO Detector on my Boat?

2011-10-25T16:45:00.000-07:00

Article by William L. Gills aka Bos'n Bill

Jim Hart and his wife Judy took their three sisters out for a boating overnighter. They watched a movie with the generator running to power their air conditioning one hot evening in late July, then went to bed. At 2:00 a.m. Jim awoke and slid off the berth to get a glass of water. When his feet his the deck his legs buckled at the knees and he nearly collapsed. He felt like he was wearing heavy leg armor as he stumbled and lurched against the bulkhead that led to the galley. He felt dizzy and disoriented, suddenly sick to his stomach. Something was terribly wrong, but what? At least he had the presence of mind to wake up his groggy passengers and crew. Grappling with his cell phone he dialed 911. The local fire department responded immediately to his call. When they arrived within the half hour in a fire and rescue boat they found Jim, Judy and the sisters dizzy, confused and ill. They were rushed to the nearest hospital to be treated for CO (carbon monoxide) poisoning.

How does this happen? What causes what seems to be so innocuous to the senses to be so life threatening? You're being poisoned by CO, but you don't know it. You can't smell it, you can't see it, you can't taste it. It takes on the specter of the macabre as it slowly, progressively overcomes your being.

If you're awake, you could pass out without warning, but usually the process is a slow one. The first sign is usually a headache often with nausea, feeling much like the flu without the fever. As time goes on you'll feel drowsy for no apparent reason with accompanying lethargy, later breathless on exertion, with chest pain as the heart is starved for oxygen. Low cardiac output will leave you less capable of clear thinking interfering with your usual response to danger; escape. With continued exposure the outcomes are often convulsions, coma, brain damage and finally, death.

So what causes this lack of oxygen medically known as hypoxia? CO is generated by the normal operation of any fuel-burning appliance or engine aboard a boat, including and commonly generators. If poorly maintained and/or malfunctioning or if not vented properly you run the risk of being a victim.

You've probably heard of hemoglobin. Hemoglobin is a substance in the blood that carries oxygen from the lungs to every cell in the body. It's needed so we have energy for growth, repair, movement and nerve conduction, all fundamental functions of life itself. When CO is present, it replaces precious oxygen in our blood causing a slow, but sure suffocation and destruction of tissue; a strangulation of life processes in the most insidious way.

You don't need to be sleeping to be overcome by CO. In fact, there are more deaths in open air exposure when people are awake than in a confined space like a cabin, places like open cockpits or even swim platforms. You learn in safe boating courses about the so called "station wagon effect" where gasses can be trapped and funneled back into the boat caused by a reverse air flow around the transom. This heavy concentration of gas is further exacerbated by fiberglass swim platforms where exhaust fumes containing CO can be trapped in concentrated amounts only to flow into enclosed cockpits where it can accumulate to extreme toxic levels. Even a boat underway can pose problems at slow speeds, especially with a tail wind.

What can you do to be sure you're not being exposed to the deadly gas? Well, the obvious answer is to get a CO detector, right? That's what I did. But, I assumed they were all made the same and would work equally well if they met minimum safety standards as noted on the package, so I bought two of the least expensive ones I could find at a local hardware store and installed them on my boat; one in the cabin and one in the cockpit. The problem was, they kept sounding off at the slightest provocation; loud, ear-piercing tones designed to wake you out of a deep REM sleep. I couldn't tolerate the excessive interruption and the attention they required, so I disarmed them to maintain sanity and keep my ears from ringing.

Further exploratory research taught me there are CO detectors designed specifically for boats. They're referred to as marine CO detectors and they work differently than the residential detectors I had purchased. What I learned is that CO levels in the home are typically very low. When they rise perhaps due to a faulty stove, heater or furnace, occupants need to be alerted right away. In a boat, you certainly don't want to be warned every time an engine starts or runs at idle for a short period of time. Marine CO detectors are designed to sound only when CO levels have remained high for a longer period of time, not every time spikes in CO are detected. They're also designed to withstand harsher marine conditions.

I now have two new marine CO detectors in strategic locations on my boat. Sure they cost a bit more, but what's the price of lost life and the peace of mind they bring. As boaters, we're around fuel burning engines and appliances quite often. To me, they're a line of defense against a wily foe; an early warning system that shouts - beware of the deadly gas lurking in the shadows.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

What Force 10 Winds and Rough Seas Look Like

2011-10-11T16:04:00.000-07:00

Introduction by William L. Gills aka Bos'n Bill

This captivating video is of a 55 foot pilot boat in force 10 winds. Pilot boats are used as transports to ferry pilots between land and the larger ships they are piloting. They're built to withstand heavy seas and a thrashing against the hulls of tanker ships. High powered and brightly colored, they make for an exciting and artistic display of sway and beauty on one of the most powerful forces on earth; an angry ocean.

Most of us have experienced challenging weather at one time or another. Among the most challenging is piloting a boat in rough seas with low visibility. This video was filmed in force 10 winds, as defined by the Beaufort Wind Scale, which typically present 20 plus foot, 8 meter waves that roll with overhanging crests and densely blown foam.

I hope you enjoy watching this video as much as I do. At the very least it's a reminder to avoid heavy seas at all costs and at most, a masterpiece of adept, confident boat handling skills. Compliments to the captain and pilots that do this for a living and the boats that can take it!

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

10 Great Weather Resources for Boaters

2011-09-27T13:36:00.000-07:00

By William L. Gills aka Bos'n Bill

All the safety experts will tell you it's always a good practice to check the weather before you go out on your boat. I'm no expert, but I'd have to agree with the premise; you just never know. Checking the weather in advance will at least give you a clue as to whether a late day squall or a heavy fog might be bearing down on you.

I've compiled a list, in no particular order, of some of the best weather tools online or in a smartphone app. Under each tool I've enumerated what can you can expect to find on each weather site. I hope this helps you in selecting one, two or more weather resources that are right for you and if you have some favorites now, perhaps a few more you might want consider.

Accuweather

http://www.accuweather.com/

Here you can get your current, hourly, weekend, extended and monthly forecast for your area. It also provides you with the chances for precipitation over a 24 hour period in blocks of 3 hours each. There are also Maps for:

U.S. radar feeds with zoom capabilities
U.S. satellite feeds with zoom capabilities showing cloud cover
U.S. severe weather reads with zoom capabilities and a legend. It also shows lightening strikes and their frequency.
news and videos of U.S. national interest
a hurricane center with a map and the latest tracking information.
current sea surface temperatures worldwide

Aside: AccuWeather is also a free app download for iPhone, iPad, Blackberry and Android featuring today's local forecast, 15 day local forecast, satellite map, videos and more. This is an excellent weather resource for boaters who have a smartphone.

The Weather Channel

http://www.weather.com/

This site features daily and hourly

U.S. national, regional and local weather forecasts
Marine forecasts with temperature, wind speed and direction, wave height and direction, sea surface temperature, sea state (calm, choppy, etc), relative humidity, visibility, etc.
Maps showing U.S. current temperature, current weather, Doppler radar, infrared satellite and severe weather alerts. All maps are interactive and will bring you down to your local weather situation.

Aside: The Weather Channel app is free and available for iPhone, Blackberry and Android smartphones. It has current, hourly, 36 hour and 10 day forecasts, beach forecasts, a satellite weather map of you area, severe weather reports, national, local and "must see video" center. Another great weather app for boaters who have a smartphone.

Wunderground

http://www.wunderground.com/

Just type in a location and you can get current/basic local weather information.

A click on Maps and Radar will give you informational displays and data on:

U.S. weather fronts
severe weather alerts and warnings in your area
NEXRAD animated radar readings for the US, Canada and Australia with information on storm tracks, total precipitation and severe weather
satellite images of national and local cloud cover
marine forecasts worldwide, showing water temperatures, wave heights and wind speeds.

Aside: Wunderground has an free app for iPhone called Weather Quickie, but it's not as comprehensive as the website and I wouldn't rely on it for boating forecasts.

NOAA (National Oceanic and Atmospheric Administration)

http://www.noaa.gov/

This is perhaps to most comprehensive weather site of them all. Here you can get your basic weekly weather forecast by the location you select. Scroll further down the page and you'll find weather maps with Radar and Satellite Images. There's a

regional radar map showing severe weather and flash flood warnings.
satellite images map of the continental U.S. (color enhanced)

Further down the page you'll find the National Digital Forecast Database which has

weather data displayed in graphic fashion showing:

an Hourly Weather Graph indicating 24 hours of temperature, wind, wind gusts, sky cover, heat index, potential thunderstorms and precipitation
a Hazardous Weather Report for the reported area

To the left of the National Digital Forecast Database you'll find two maps, one a Temperature Forecast, the other a Forecast Database Map where you can look up local and regional graphical displays of today's, tonight's and tomorrow's

possibility of precipitation
temperature
dew point
wind speed and direction
wind gusts
sky cover
relative humidity
apparent temperature

Aside: There is an app for iPhone from NOAA called Weather Alert USA that has received favorable ratings. As of this writing it costs $3.99.

Marine Weather - NOAA

http://www.noaa.gov/marine.html

This site features zone forecasts of the:

North Atlantic
North and Southeast Pacific
Gulf of Mexico, Caribbean and Tropical Atlantic
Alaska and North Pacific
Central Pacific

Within each zone you can view daily

wind, wave and surface charts,
typhoon, high wind and wave charts using satellite technology
upper air charts

National Hurricane Center - NOAA

http://www.nhc.noaa.gov/

If you're tracking hurricanes, you'll find a lot of information on this site:

a map showing active tropical storms, tracking information and analysis

hurricane awareness and information about hurricanes in general with a briefing on such topics as preparedness, storm surges, FAQs about hurricanes and tropical weather and forecast models

Passage Weather

http://www.passageweather.com/

This site provides 7 day wind and weather forecasts useful to offshore mariners. The forecast charts are for every zone of the world and feature maps illustrating:

surface winds 10 miles above sea level
surface pressure
visibility
cloud cover
precipitation
wave height and direction

Other Smartphone Weather Apps to Consider:

Weather Bug for iPhone, Blackberry and Android. It's free and shows

current conditions of temperature, wind speed and direction, wind gusts, high and low temperatures for the day, wind chill, humidity, dew point and alerts
the weekly forecast
an infrared satellite map of the conditions in your area
videos on the national weather outlook

Aside: This is the most popular of the weather apps and the most versatile for the smartphone. And, you can't beat the cost.

WeatherRadar for iPhone. Provides immediate base reflectivity radar, global weather radar and cloud cover over a choice of a streets only map, streets and satellites map or satellite only map. It shows radar only, no other weather information is available with this app, but it show real-time radar which is a big plus. Cost for the app is $2.99 as of this writing.

Boat Load for iPhone. Get real-time weather forecast in any of 42,000 U.S. cities with hourly, 36 hour, 7 day forecasts for any area you chose. It also has information a boater might be interested in such the location of marinas, ports and supplies. Tidal information is also available as well as is the ability to file a float plan or send an emergency alert. Cost of the download is $4.99 as of this writing.

So there you have 10 reliable resources for coastal and marine weather. I think they're some of the best you'll find, save weather on GPS which can cost upwards of $500 for a unit with radar and over $20/mo for the service. These 10 sites are free as are the weather apps for Accuweather, The Weather Channel, Weather Quickie and Weather Bug. If it works on your smartphone it can work for you; it's certainly worth the time of a simple download. A check of any one of these weather resources might keep you and your passengers safe and save you from encountering some predictable, forecasted nasty weather which most assuredly would ruin an otherwise perfect day on the water.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Ways To Protect Your Boat from Birds

2011-09-15T10:54:00.001-07:00

Introduction by William L. Gills aka Bos'n Bill

Like most of us who keep our boats in the water you can be afflicted with occasional or frequent prickly affronts from sea birds, particularly scavengers like seagulls that love to perch on your vessel, unabashedly leaving behind a calling card of pasty or dried up white bird dung.

You can't take it personally, they don't know any better (or do they?). At any rate, they just don't care and you are the one's that's left to clean up their mess, now your mess. I've tried snakes and owls as deterrents and they work for about a week until the culprits realize they're not moving, so no cause for concern, only to return again to their menacing habits.

What can you do about it, how do you prevent them from assaulting the boat you try so hard to keep shipshape and clean? Well, I found some alternatives to snakes and owls. You may find these products can help you in your campaign against the ravages of birds.

Article by Alex A. Kecskes and Meredith Walako

If you're a boat owner or skipper, you know about pest birds. They're the seagulls and cormorants that perch and poop all over masts, spreaders and those beautiful navy blue canvas covers.

As many boat owners have painfully learned, pest birds create far more than a visual nuisance. The high concentration of uric acid—higher in sea birds—can discolor paint, permanently stain canvases and eventually erode steel. In addition to being pests, these birds can create an inherent health risk. The bacteria and parasites that live and grow in bird droppings can carry and transmit any of 60 known diseases.

The bottom line: controlling pest birds and keeping them at bay is a wise investment in time and money. But where to start?

Fortunately, there are a number of effective products to keep pest birds away from boats or marinas. This includes an entire family of bird spikes. Ideal for pigeons, gulls and other large birds, the strong, rigid spikes are often made of unbreakable polycarbonate. Other products in this category have marine grade stainless steel spikes . Both types will discourage pest birds from landing on radar antennas, masts, ledges, or other flat surfaces. Just as effective are bird spiders. Their spider arms move with the breeze, keeping birds from landing. Most are sturdy and stable, come in a variety of diameters, are easy to install and usually maintenance free. Spiders are particularly useful for canvas boat covers, biminis, radar antennas and other similar areas.

Bird Spikes

Bird Spider

If you're on a budget (who isn't in this economy), you can opt for inexpensive low-tech visual deterrents. Things like iridescent reflective foil or flash tape, which is easily strung around a boat or turned into pennants around a marina. Inflatable balloons are another economical visual scare device. Ideal for masts, radar arches, antennas and overhangs, their lifelike reflective predator eyes and markings drive birds away by creating an “Optical Distraction Zone.”

Flash Tape

Another effective bird deterrent is the bird repeller, a solar powered propeller that uses continuous motion to prevent large pest birds such as seagulls from landing. These scare-eye diverters are easy to hang in problem areas. Opt for repellers that have iridescent foil eyes to scare birds by day and glow-in-the-dark backsides to keep them away at night. One tip: since most birds like to land on the high points of a vessel, mount these bird control devices as high as possible. Birds are always on the lookout for predators, food sources, and stable landing perches, so reflective, flapping objects will discourage them from making your boat or marina their next perch or nesting place.

Bird Repeller

All these bird control products are humane and will not harm animals, birds or humans. We share the waterfront with our feathered friends, but it doesn't mean we have to be responsible for their mess. Taking small steps to bird proof your boat allows you to focus on your passion, boating!

About the Authors: Meredith Walako works for Bird-B-Gone in southern California. She has worked with the company since 2001. Her interests include birds, gardening, reading and writing.
As a widely published writer/journalist, Alex A. Kecskes has written hundreds of articles and web content on a wide range topics. He also does marketing and advertising copy.

Top 10 Safety Tips for Boaters

2011-08-31T14:45:00.000-07:00

Introduction by William L. Gills aka Bos'n Bill
Sometimes we take boating for granted, especially on a clear day when the sea, wind and sky seem to be cooperating. Weather can change very quickly and passengers should be the number one concern. Being prepared by taking heed of some safety concerns is the first priority after seeing to it that the boat floats and has propulsion. Here are 10 safety tips from Mario Vittone my favorite expert author in all things relating to personal safety on the water. I hope you find these constructive reminders as informative as I do.

Article by Mario VITTONE

As a veteran helicopter rescue swimmer and now a marine safety specialist for the United States Coast Guard, I’ve seen a lot of boating trips gone wrong. Accidents are accidents, but after twelve years on the job, I’ve noticed that most of the emergencies we respond to are easy to avoid. With a little additional planning and preparation, you can dramatically decrease your chances of ever having to call for help. Consider the following before your next trip and we’ll probably never meet.

Remember where you’re going: Remember that “offshore” means “isolated in a hostile environment.” Keeping that in mind changes the way you think about everything else.

Your passengers: Do they have any medical conditions? Are they adequate swimmers? What is their boating experience? The answers make a big difference, but you have to ask the questions first. Life-saving drugs like asthma, heart, allergy meds, and insulin come along for the ride, or those who need them don’t. Period.

Dockside training: Ever run a man overboard drill with you as the MOB? Did you teach your 10 year-old how to make a distress call? You should. The Coast Guard often responds to emergencies where the captain is the emergency. Discuss safety procedures and equipment witheveryone on board.

Float plan: Someone on shore needs to know where you’re going (think lat/long), who’s going with you, and when you’ll be back. We’re good, but we wont find you if we look in the wrong place.

The weather: If you’re in an open hulled boat, it doesn’t matter how warm it is, it only matters how cold it might get. If you’re caught out overnight, warm clothes and rain gear can make the difference between uncomfortable …… and unconscious.

Bail-out: If the weather does turn unexpectedly, any land may be good enough. Study the charts and pre-identify possible bail-out points.

Communications: Talk to us before the water is at your ankles. At the first sign of serious trouble, injury, or illness, contact the Coast Guard. Remember, urgency calls (Pan-Pan) exist for a reason. To determine if a problem is serious, refer to tip #1.

Your EPIRB: A 406 EPIRB or PLB is your life. Save money on something else. Update the registration often (http://www.beaconregistration.noaa.gov/). When going on extended voyages, use the “Additional Data Field” to provide valuable information like the number of passengers, special considerations i.e. “diabetic aboard”, and expected return time.

Flash lights: Finding you out there is about seeing you out there. Nothing says “come check me out” like a frantically waving flashlight. Flares are great and you should have them, but they don’t last very long. Tying the small, waterproof versions in the pockets of your lifejackets is smart move as well.

Water temps: The risk of a boating accident being fatal is three times higher in the winter than in the summer. In extremely cold water, you can be incapacitated in minutes (or less). Immersion suits are expensive, but trust me; they somehow seem cheaper when your boat is taking on water.

Remember, don’t just be safe out there; be safe, then go out.

Disclaimer: The views and opinions expressed by the author are not necessarily those of the Department of Homeland Security or the U.S. Coast Guard.

Mario Vittone is one of the services leading experts on immersion hypothermia, drowning, sea survival, and safety at sea. His writing has appeared in Yachting Magazine, SaltWater Sportsman, MotorBoating Magazine, Lifelines, On-Scene, and Reader’s Digest. He has lectured extensively to business leaders, educators, and the military on team motivation, performance, innovation, mission focus, and generational diversity. In 2007, he was named as the Coast Guard Active Duty Enlisted Person of the Year and was named as the 2009 recipient of the Alex Haley Award for Journalism.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

The Boater's Attitude - I Think You Get It

2011-08-26T11:16:00.000-07:00

Introduction by William L. Gills aka Bos'n Bill

Have you noticed that there seems to be a prevailing attitude among most boaters? It isn't evident in every boater all of the time, but you see it and feel it when you're afloat, off the terra firma when the weather is cooperating; when you're experiencing blue sky, blue water, sunsets, the wind in your hair; when you're with your favorite girl, your boat; when time stands still and your cares melt away into a kind of Eden.

Zac Brown and Jimmy Buffett captures the boating attitude in the song Knee Deep. Watch the silly video and listen to the lyrics and the lilt of the song. I bet it could have been written by you.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Early Boating Memories - Awakening of a Passion

2011-08-10T12:40:00.000-07:00

by William L. Gills aka Bos'n Bill

What is it about passion, where does it come from and why do most of us have one or more in our lifetime? I had one that started at an early age as I think it does for most of us. When my sister was a wee girl it was the majesty and beauty of horses; she became an equestrian. For one boyhood friend it was taking things apart and putting them together again; he became a mechanical engineer. Ken used to doodle houses and geometric structures on his school notebook; he became an architect. Me? I had an early boating memory that burgeoned into a zeal. The passion is still with me to this day and it's as fresh and clear in my memory as if it had happened moments ago.

In my vivid recollection, Dad rowed me out about a hundred yards offshore onto the Great Sacandaga Lake in the Adirondacks, NY in a fourteen foot heavy wooden rowboat, painted battleship gray with red gunwales. The anchor was concrete, hardened in a rusty paint can. When we were out of sight of family and other fellow “beachers” on shore, he dropped a would-be anchor over the side and sat down on the rowing seat to show me how to thread a worm on a hook, to catch whatever fish was waiting on the bottom for a drop in meal. I didn’t like seeing the worm squirm and writhe as he ran the hook the length of the defenseless victim. I must have turned away several times with a pained look on my face as my father laughed in the knowledge that this was the same way he must have looked to his father the first time he had to endure the lesson of...sometimes life has to be gross to net a prize fish.

When the worm had turned soft, lifeless and pale we returned to shore, fishless to the throngs on the beach. As we were landing the boat, kids ran to our aid crying out expectantly, “Did you catch anything?” They wanted to see some fish.

Truth be known, I was glad we hadn't caught anything because I wasn’t ready to endure any new lessons in the fishing primer which I would later learn involved the tearing of an embedded snelled fishhook from a pike's swim bladder and the removal of the head of a living fish, gills undulating apart from a severed body, giving me a bad case of the willies. With time and experience I hardened into a snakes and snails boy and eventually into a fisherman, but in that process I realized it wasn’t the fishing I was so interested in, it was the boat!

Later, when I was a little older, Dad got serious and bought a three horsepower, blue Lightwin Evinrude outboard motor to expand our fishing horizons:

I was thrilled. I couldn’t wait for him to clamp it on, gas it up and take us for a spin. After he had tested all its features, he let me come aft from the rowing seat to “drive the boat”. Wow, I was the one propelling the boat through the water, moving us through the ½ ft chop with ease, splashing water port to starboard as the bow hit the backside of each wave, stirring up a bubbling, churning eddy behind us creating a white boat-made wave that I later learned is called a wake. I was in control of a moving vessel with my dad, a veteran yachter in the WWII Picket Patrol. The drone of the Evinrude, the little outboard motor at all levels of throttle sounded like to latest fifty horsepower engines, the most powerful of the day.

I felt I had arrived. I was exhilarated and hooked like so many fish I had caught.

As summer turned into off-season I solicited all the boating fodder I could muster in the manner of catalogues and manuals. I was even going to build a wooden boat; they were cheaper, though still not within my budget until I was much older. I dreamed of boats, I craved them, probably even more because they were out of my reach. They have never lost their allure and I’m sure they won’t until I’ve departed my wits and find glamour in a wheelchair. I hope it floats.

So what's so special about boating you wonder, it doesn't excite me! Who cares? Well, I understand how you feel, I don't get your passion either. All I know is this early memory is indelibly etched into my cerebrum and it's impact has been far reaching. I bet yours has too.

On further reflection, as I ponder the power of passion, I realize how consuming it can become to the neglect of other life's demands; it needs to be tamed, honed and leveled. But, you don't have to understand it to know that life is so much richer for having had it, not only for the pleasure derived in pursuing it and engaging in it, but in the way you can share it in a special way most can't comprehend, but can appreciate. For me my spark was an early boating memory, and it awakened a passion. Got a match?

Visit The Great Sacandaga Lake:

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Boat Bedding - A Simple Solution

2011-08-04T14:45:00.000-07:00

Introduction by William L. Gills aka Bos'n Bill

Storage on a boat is rarely a problem if your boat is larger than your needs, but if you are like most boaters, there's never enough room to satisfy all the creature comforts. Sometimes there are just better ways to do things; ways to make your time on the water a little simpler and easier. Here is one cost effective, painless way to satisfy your bedding needs aboard a boat. It's called a travel sheet or sleep sack. Here's more...

By Jeff Solomon

Trying to adapt standard size sheets to your boat can be difficult, especially if your mattress is not a standard size. Custom sheets can be ordered but they are expensive and usually not easy to maintain. You will pay a premium for any custom sheet set. Along with a fitted or flat bottom sheet, you will also need a top sheet and pillow case. How many sets you carry on board depends on how many beds you have as well as how often you sleep on board and how often you entertain guests overnight.

New guests need clean sheets. Carrying multiple sets on board takes up space and each bed needs a set or two. If you buy a new boat, chances are you'll have to invest in new bedding to fit the new mattresses. Then there is the maintenance involved. Washing and drying multiple sets of bedding becomes tedious and expensive. Lately bed bugs have become a huge problem on land and it's only a matter of time before they become the same problem on smaller boats and yachts as they have on cruise liners. Linens must be laundered at higher temperatures to ensure no bed bugs or bed bug eggs make it onto your boat.

To easily solve all these problems simply use a high quality travel sheet or sleep sack. This ingenious product is a top sheet, bottom sheet and pillow case all rolled into one. Now you don't have to make the bed, just lay the travelsheet down on top of the mattress, put the pillow into the pillow pocket and you're ready to go. When it's time to wash the sheets, all you have is one item per bed.

Sizing for travelsheets can range from 34 inches wide to 80 inches wide. Lengths are usually between 75 inches and 92 inches. With such a variety of sizes available, finding one to fit your needs should be easy. By using a travel sheet which is larger than the mattress and tucking it in, it will look like a perfectly made bed.

There are many different fabrics and qualities to choose from. For optimum comfort, 100% cotton is your best bet. Investing in a high quality cotton with a high thread count will ensure years of comfortable use for you and your guests. Some high quality travel sheets can be washed in hot water and dried on a high heat setting, not only will this sanitize your sleep sack but it will also simplify your washing chores. No more worrying about wash and dry temperatures and no more worries about shrinking your expensive sheets as any high quality travel sheet should be pre shrunk.

An added benefit of having a few travel sheets on board is the ability to use them if you are traveling to other ports and staying on land in a hotel. You might not be familiar with the accommodations or you may find yourself having to sleep on sketchy sheets. Clean emergency bedding is never a bad thing.

No matter the size of your boat or how many it can sleep, a couple of extra travel sheets on board can make your life easier and you can rest assured that you'll never run out of clean sheets for family or guests.

http://www.allersac.com

Article Source: http://EzineArticles.com/6217896

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Eight Knots A Boater Should Know

2011-07-17T15:28:00.000-07:00

What is a knot but a simple twist, a clever bend of a piece of rope or line that when used properly can make fast a boat to a piling, dock, mooring, fender, an anchor, another boat; anything that needs pulling, lifting or fastening. If done right, it can be tied easily, securely and can be just as easily untied. Knots are a boater's blessing, take advantage of the nifty little tricks invented centuries ago. Master the eight knots shown in this video you should be able to handle most, if not all of your marlinspike seamanship needs with the skill of a magician.

Introduction by William L. Gills aka Bos'n Bill

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

Easy Cure for Mold and Mildew - A Boater's Woe

2011-07-06T15:39:00.000-07:00

Article by William L. Gills aka Bos'n Bill

When Spring arrives and boating season begins in earnest for those who aren't fortunate to experience year round boating, it's time to open up the boats. If precautions haven't been taken with moisture absorbers, odor control bags and other types of dehumidification you might be greeted by a boat whose interior has turned into a veritable mold spore. This can happen too if your boat is in the water closed up, but partially exposed to the elements where moisture can get in and mold take hold.

This year, in vast sections of the country, we experienced enough rain to build a fleet of arcs. For me, the unfortunate consequence of all this rain was more mold and mildew than any I've ever seen before on any boat, let alone my own; it made the perfect Petri dish for an unsightly, unpleasant dose of those little living, thriving organisms and all the attendant cleanup that goes along with getting rid of them. When I invited other boat owners to board my boat to view the spectacular display of fungal might, they opted out, preferring not to have to experience the full effect on the nose. It was that bad.

After taking a survey of the secrets of several others who appeared to be free from this common boating affliction, I explained that our usual way of getting rid of the little buggers was to wait with a stiff brush for a stiff breeze, wearing face masks and eye gear. They laughed, preferring their own well thought out cloak-and-dagger remedies.

Wanting to take more extreme measures anyway, my wife helped me unzip and unsnap all the covers to lay them out on the dock so we could wash them down with an all-purpose cleanser, water and a scrub brush on a boat hook. That worked well I thought, but she believed we might do better, deciding to experiment with something else, a product we had been using to clean our hull.

The verdict? It cleans off mold and mildew easily, like butter off a hot knife. Just spray on, rinse off, no residue, not a trace of mold, low odor and it's water based, biodegradable and doesn't bleach like some other touted mold killers do. I have no vested interest in this product, but I want you to know, one boat owner to another, in my experience, this is the best mold eradicator I've found and I want to share it with you. It's made by Supreme Chemicals of Georgia, Inc under the brand name, Krud Kutter. I guarantee you won't be disappointed.

One more thing. It cleans everything under the sun and you won't have to pay the steeper price for other marine grade products. All my wife and I know at this point is that it works extremely well on boat covers and hulls. I wonder if it can make my Mercruisers sparkle?

4th of July Fireworks Set To Music- Mesmerizing! Electrifying! Magnificent!

2011-06-28T15:34:00.000-07:00

The Fourth of July on the water is the best place to be when the fireworks start; the reflections on the water, the expanse of sky and the way sound carries makes for a pyrotechnic palette of exploding reds, yellows, greens, silver and gold shimmering into crackling contrails followed by a delayed sonic boom echoing across the water as if trying to catch the speed of light.

If you've been there, I'm sure you had your favorites, and cheered, whooped or blew your horn in jubilant approval. The cacophony of different pitched boat "whistles" from air horns to car horns adds to the excitement. Here I share a majestic display set to music to get you in the mood for one of our most treasured boating holidays: Independence Day!

Introduction by William L. Gills aka Bos'n Bill

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.

http://www.lubberslog.com

Drowning Doesn't Look Like Drowning.

2011-06-17T19:01:00.000-07:00

I don't like to dwell on tragedy, especially as it relates to time on the water; it's our high time as boaters. But experience will reveal in some small cases, that there are times when drowning is a specter looking for a victim. If we, as observers of someone in trouble in the water misinterpret their signals, choose to ignore them, or think them pantomiming a pretend victim, life can be lost simply because we're only casually interested in the panicky behavior, taken as a pranky call to us for help. I think we need to be more vigilant, know the signs of the drowning distress signals and pay attention to them.. This article by Mario Vittone brings all this to light. Thank you Mario for your insightful advice.. Please read this post! You and I may be there to save a life thanks to his counsel!

Introduction by William L. Gills aka Bos'n Bill

By Mario Vittone

The new captain jumped from the deck, fully dressed, and sprinted through the water. A former lifeguard, he kept his eyes on his victim as he headed straight for the couple swimming between their anchored sportfisher and the beach. “I think he thinks you’re drowning,” the husband said to his wife. They had been splashing each other and she had screamed but now they were just standing, neck-deep on the sand bar. “We’re fine, what is he doing?” she asked, a little annoyed. “We’re fine!” the husband yelled, waving him off, but his captain kept swimming hard. ”Move!” he barked as he sprinted between the stunned owners. Directly behind them, not ten feet away, their nine-year-old daughter was drowning. Safely above the surface in the arms of the captain, she burst into tears, “Daddy!”

How did this captain know – from fifty feet away – what the father couldn’t recognize from just ten? Drowning is not the violent, splashing, call for help that most people expect. The captain was trained to recognize drowning by experts and years of experience. The father, on the other hand, had learned what drowning looks like by watching television. If you spend time on or near the water (hint: that’s all of us) then you should make sure that you and your crew knows what to look for whenever people enter the water. Until she cried a tearful, “Daddy,” she hadn’t made a sound. As a former Coast Guard rescue swimmer, I wasn’t surprised at all by this story. Drowning is almost always a deceptively quiet event. The waving, splashing, and yelling that dramatic conditioning (television) prepares us to look for, is rarely seen in real life.

The Instinctive Drowning Response – so named by Francesco A. Pia, Ph.D., is what people do to avoid actual or perceived suffocation in the water. And it does not look like most people expect. There is very little splashing, no waving, and no yelling or calls for help of any kind. To get an idea of just how quiet and undramatic from the surface drowning can be, consider this: It is the number two cause of accidental death in children, age 15 and under (just behind vehicle accidents) – of the approximately 750 children who will drown next year, about 375 of them will do so within 25 yards of a parent or other adult. In ten percent of those drownings, the adult will actually watch them do it, having no idea it is happening (source: CDC). Drowning does not look like drowning – Dr. Pia, in an article in the Coast Guard’s On Scene Magazine, described the instinctive drowning response like this:

1. Except in rare circumstances, drowning people are physiologically unable to call out for help. The respiratory system was designed for breathing. Speech is the secondary or overlaid function. Breathing must be fulfilled, before speech occurs.

2. Drowning people’s mouths alternately sink below and reappear above the surface of the water. The mouths of drowning people are not above the surface of the water long enough for them to exhale, inhale, and call out for help. When the drowning people’s mouths are above the surface, they exhale and inhale quickly as their mouths start to sink below the surface of the water.

3. Drowning people cannot wave for help. Nature instinctively forces them to extend their arms laterally and press down on the water’s surface. Pressing down on the surface of the water, permits drowning people to leverage their bodies so they can lift their mouths out of the water to breathe.

4. Throughout the Instinctive Drowning Response, drowning people cannot voluntarily control their arm movements. Physiologically, drowning people who are struggling on the surface of the water cannot stop drowning and perform voluntary movements such as waving for help, moving toward a rescuer, or reaching out for a piece of rescue equipment.

5. From beginning to end of the Instinctive Drowning Response people’s bodies remain upright in the water, with no evidence of a supporting kick. Unless rescued by a trained lifeguard, these drowning people can only struggle on the surface of the water from 20 to 60 seconds before submersion occurs.
(Source: On Scene Magazine: Fall 2006 (page 14))
This doesn’t mean that a person that is yelling for help and thrashing isn’t in real trouble – they are experiencing aquatic distress. Not always present before the instinctive drowning response, aquatic distress doesn’t last long – but unlike true drowning, these victims can still assist in their own rescue. They can grab lifelines, throw rings, etc.

Look for these other signs of drowning when persons are in the water:

 Head low in the water, mouth at water level

 Head tilted back with mouth open

 Eyes glassy and empty, unable to focus

 Eyes closed

 Hair over forehead or eyes

 Not using legs – Vertical

 Hyperventilating or gasping

 Trying to swim in a particular direction but not making headway

 Trying to roll over on the back

 Appear to be climbing an invisible ladder.

So if a crew member falls overboard and everything looks OK – don’t be too sure. Sometimes the most common indication that someone is drowning is that they don’t look like they’re drowning. They may just look like they are treading water and looking up at the deck. One way to be sure? Ask them, “Are you alright?” If they can answer at all – they probably are. If they return a blank stare, you may have less than 30 seconds to get to them. And parents – children playing in the water make noise. When they get quiet, you get to them and find out why.

William L. Gills aka Bos'n Bill is the author of the book, Lubber's Log published by Llumina Press; a boating primer and adventure story about a couples experiences in moving up to a bigger boat.

You can visit his website here.