Sailing 1465408509

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STEVE SLEIGHT

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Contents6 Introduction

COMFORT AND SAFETY10 Clothing12 Head, hands, and feet16 Life jacket and harness18 Safety on deck22 Boat safety equipment26 Crew roles

SAILING BASICS30 Parts of the boat32 Basic forces36 Using the engine38 Maneuvering under power40 Steering under power42 Points of sailing44 Steering controls46 Sail controls48 Winches and clutches50 Basic maneuvers52 Changing tack54 Hoisting the mainsail56 Dropping the mainsail58 Unfurling the headsail60 Furling and stowing the headsail62 Sail trimming

66 Steering a course68 Sailing on a reach70 Sailing to windward72 Sailing downwind74 Tacking78 Jibing82 Heaving-to84 Types of spinnaker

86 Hoisting the spinnaker88 Dropping the spinnaker90 End-for-end jibe92 Dip-pole spinnaker jibe94 Reducing sail

A SECURE BERTH

98 Fenders100 Mooring warps102 Choosing an approach104 Mooring alongside108 Stern-to or bow-to112 Arriving at a marina114 Leaving a marina berth

LONDON • NEW YORK • MELBOURNE •MUNICH • DELHI

Editors: Gareth Jones, Satu FoxProject Art Editor: Jill AndrewsProduction Editor: Lucy SimsProduction Controller: Mandy InnessCover Designer: Mark CavanaghManaging Editor: Stephanie FarrowManaging Art Editor: Lee Grifths

DK IndiaProject Editor: Vibha Malhotra Editors: PallaviSingh, Gaurav Joshi Managing Editor:

Pakshalika Jayaprakash Project Art Editor: Ranjita Bhattacharji Art Editors: Jaypal SinghChauhan, Swati Katyal, Tarun SharmaDeputy Managing Art Editor: Priyabrata RoyChowdhury Managing Art Editor: AruneshTalapatra DTP Designers: Rajesh SinghAdhikari, Arvind Kumar, Bimlesh TiwaryDTP Manager: Balwant SinghProduction Manager: Pankaj Sharma

DK USSenior Editor: Rebecca WarrenEditor: Justin Kavanagh

Produced for Dorling Kindersley bySchermuly Design Co Project Editor: Cathy MeeusProject Art Editor: Hugh Schermuly

First American Edition, 2013Published in the United States by DK Publishing375 Hudson Street, New York, New York 10014

13 14 15 16 17 10 9 8 7 6 5 4 3 2 1

001–186989–May/2013

Copyright © 2013 Dorling Kindersley Limited

All rights reserved.

Without limiting the rights under copyrightreserved above, no part of this publication maybe reproduced, stored in or introduced into aretrieval system, or transmitted, in any form,or by any means (electronic, mechanical,photocopying, recording, or otherwise), withoutthe prior written permission of both the copyrightowner and the above publisher of this book.

Published in Great Britain by DorlingKindersley Limited.

A catalog record for this book is available fromthe Library of Congress.

ISBN 9781465408501

DK books are available at special discountswhen purchased in bulk for sales promotions,premiums, fund-raising, or educational use.For details, contact: DK Publishing SpecialMarkets, 375 Hudson Street, New York, NewYork 10014 or [email protected] reproduction by [repro house]

Printed and bound in China by Leo PaperProducts.

Discover more atwww.dk.com

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116 Using springs and warps118 Leaving bow rst120 Leaving stern rst

ANCHORING AND MOORING

124 Judging an anchorage126 Anchors and chains128 Anchoring routine132 Using a mooring134 Tenders

136 Getting into a tender138 Getting out of a tender

LIVING ON BOARD

142 Sharing space144 Berths and stowage146 Cooking on board148 Heads and plumbing150 Electrical power sources152 Power usage

MAKING A PASSAGE

156 Preparing a passage158 Communication162 Buoyage and pilotage166 Position and direction170 Understanding charts172 Working on paper charts174 Navigation instruments178 Tides180 Finding your position182 Shaping a course186 Avoiding collisions188 Navigation lights190 Sailing at night

192 Sailing in fog194 Sailing in strong winds

UNDERSTANDING WEATHER

200 Weather information204 Interpreting forecasts206 Weather fronts208 Wind speed210 Daily changes212 Land effects214 Wind, tide, and depth

REPAIRS AND

MAINTENANCE

218 Engine care220 Simple repairs222 Steering maintenance224 Rig checks and repairs226 Sail maintenance228 Hull maintenance230 Dealing with damage

KNOTS AND ROPE SKILLS234 Types of rope236 Coiling a rope238 Stowing ropes240 Figure-of-eight241 Double overhand knot242 Bowline244 Round turn and two half-hitches246 Clove hitch248 Reef knot250 Sheet bend252 Double sheet bend253 Fisherman’s bend254 Sealing rope ends256 Sailmaker’s whipping258 Seizing260 Splicing

EMERGENCY PROCEDURES

264 First-aid basics272 Onboard emergencies274 Man overboard276 Practising the drill278 Fire on board280 Dismasting

282 Collisions at sea284 Calling for help288 Life raft procedures290 Rescue at sea

292 Glossary299 Index304 Acknowledgments

Please note As with many sports, thereare inherent risks with sailing. Don’t takerisks—wear a buoyancy aid or life jacketand ensure that you have adequatesupervision as a beginner.

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7INTRODUCTION

Introduction

In this book, those who are newto sailing will find out how to staysafe and comfortable on board,how to work as part of a crew,and will learn key sailing andseamanship skills. Sailors at alllevels can benefit from the step-by-step guidance on techniquessuch as how to approach a marinaberth and what ropes to use tosecure your boat.

There is also vital reference

information, for example, on whatlights to use at night and how toaccess and understand weatherforecasts, as well as a guide tobuoyage, an introduction to thebasics of navigation, knots andropework, practical maintenanceskills, advice on what to do in an

emergency, and much more.The aim of this book is to helpnovice sailors to become usefuland effective members of thecrew, solve problems, identifymistakes, and learn new skills.

Experienced sailors can also usethis book to hone their sailingskills, by reminding themselvesof the basic procedures andtechniques before a sailing trip,or at the end of a day’s sailing toreview what went well and whatcould be improved with someadditional practice.

I hope Sailing Essentials becomesyour valued companion as youexplore the pleasures of sailing

and expand your horizons bycruising safely under sail.

IntroductionSailing is, in essence, a means of harnessing the windto take you across water, whether sea, lake, or river, towherever you want to go. To do this safely, there are manyskills to learn and remember. This book explains theessential elements of cruiser sailing for those who have

never sailed before, as well as providing a handy “cheatsheet” for more experienced sailors.

KEYThe following symbols appear throughout the book.

Wind direction Tide direction Boat direction

Steve Sleight

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Comfortand safetyWhatever boat you sail, you will have morefun if you understand how to stay comfortableaoat by protecting yourself from wind,rain, sun, and spray. It is also essentialthat you familiarize yourself with thepersonal safety equipment on board.

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10 COMFORT AND SAFETY

ClothingIf you sail in a hot climate, all you may need for cruising is aT-shirt, shorts, sailing shoes, and sunglasses, plus a eecefor cooler evenings. But much sailing takes place in colderclimates where more clothing will be required to keep youwarm and dry in a range of conditions. Modern breathable

fabrics help reduce sweating inside waterproof garments.

WHAT TO WEAR FOR SAILING IN COLD WEATHER

● Keep warm In cold or wind, youmust stay dry inside wind- andwaterproof clothing that retainsyour body heat. Wet skin gets cold30 times quicker than dry skin, soyour clothing must keep moistureaway from skin while retainingdry, warm air close to body.

● Adjustable wrist and ankleseals These provide a comfortable,water-resistant fit when wornwith shoes, boots, or gloves. Ifconditions are extremely wet,neoprene seals provide a goodgrip at the wrists withoutconstricting blood flow.

● Thermal underwear Modern

lightweight thermal clothingwicks perspiration away from theskin and is perfect to wear undera waterproof outer layer.

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11

● High-cut trousers Choose adesign with heavily reinforcedknees and seat to add durability.

● Bib-and-braces design Manysailors favor this style. Like allsailing trousers, they should bea loose fit to allow you to wearwarm layers underneath.

● Desirable features Look fora heavy-duty two-way zip withflaps, hand-warmer eece-linedpockets, and adjustable ankleclosures and braces.

● Add layers In cold conditions,you should wear warm layersunderneath the trousers anda water– and windproof jacketover the top.

● Keeping cool Shorts andT-shirts are the best clothesfor sailing in hot weather.

● Don’t forget Whether or notthe sun is shining, always useprotection against sunburn onexposed skin (see p.13).

WHAT TO WEAR IN WARM WEATHER

CHOOSING TROUSERS

CLOTHING

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Head, hands, and feetIt is important to protect your head, eyes, and skin fromthe elements. Much heat can be lost through the head.Eyes can be damaged by strong sunlight reected off thewater, as can the skin. Wear sunglasses and use protectivesunscreen. Footwear needs to provide a secure grip on

deck as well as protection against cold and wet.

● Hood Most waterproof jacketshave a hood to keep your head

dry and protect it from wind inrough conditions. Make surethe hood fits well and does notimpede your peripheral vision.

● High collar Protect the lowerpart of your face from wind, rain,and spray with a high collarsecured by velcro seals. Try a jacket on with the collar raisedbefore you buy, to make sure itis a comfortable fit and doesnot chafe your skin.

● Baseball cap This is a popularchoice for protecting the head

from the sun when sailing ingood weather. Choose one thatis adjustable and which has aretaining clip to prevent it beinglost if it blows off.

● Thermal hat A warm hat isvery useful when sailing in coldweather as it will keep your headwarm and can be used under thehood of a waterproof jacket in wetor rough weather.

HATS AND HOODS HOW DO THESE HELP?

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13HEAD, HANDS, AND FEET

● Eye protection It is vital whensailing to protect your eyes fromUV reflection off the water.

● Good-quality sunglassesConsider choosing polaroidlenses as they allow you to see

under the surface of the watermore easily.

● Wrap-around design Look forglasses that have a wrap-around,close-fitting frame, and are largeenough to cover your eyes tominimize light leakage aroundthe sides, top, or bottom.

● Retaining cord Use a securecord to prevent your sunglassesfrom being knocked off and lost.

● Sun protection factor (SPF)Protect your skin with a productwith a high SPF. Sensitive areassuch as lips and nose should beprotected by total sunblock.

● Water resistance Choose asunscreen that is water resistant

and use on all exposed skin.● Regular application Applysunscreen liberally and keepreapplying regularly.

● Grey days Cloudy conditionsare no protection from UV light,and reflection off the seaincreases UV exposure.● After sailing Use moisturizingcream after sailing to combat thedrying effects of wind and salt.

CHOOSING EYEWARE

USING SUNSCREEN

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CHOOSING FOOTWEAR

● Made for purposeAlways wearfootwear designedfor sailing. Good-quality sailingshoes and bootshave non-slip soles,

made from materialsthat do not markthe deck.

● Deck shoes Forcruiser sailing inmoderate conditions,good-quality deckshoes will providea good grip on deckand protect your feet.

● Budget choice Rubber bootsare the most inexpensive choice.Make sure they have a good non-slip sole, and pick a size that

offers sufficient room for a thickpair of socks and that allows foreasy removal.

● Best choice for cold weatherUppers made from leatheror synthetic materials and awaterproof, breathable lining

allow the boot to breathe. Theseprovide maximum foot comfortin wet and cold weather.

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15

● Lightweight shoes Theseare suitable footwear whenyou are yacht sailing in warmconditions. Synthetic materialsdry more quickly than leather.

● Soft soles Sailing shoes andboots have soles made of softermaterial than regular shoes.They will wear out more quicklyif you use them ashore.

● Good grip Sailing gloves havereinforced palms to help you tohandle thin, loaded lines. You canchoose gloves with full-fingersor half-fingers.

● Warm hands When sailing atnight or in cold weather, a pairof fleece-lined gloves will helpkeep you comfortable.

WEARING SAILING GLOVES

HEAD, HANDS, AND FEET

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Life jacket and harnessThe best way to keep safe is to stay on the boat. This makes asafety harness and lifeline (a line attaching you to the boat)the most vital items of safety gear. If you fall overboard, alife jacket keeps you aoat. The skipper should instruct thecrew when to wear a harness and life jacket; but you must

always wear them in poor conditions and at night (see p.190).

WEARING A LIFE JACKET AND HARNESS

● Separate or integrated Youcan buy a separate life jacketand harness, although anintegrated harness and life jacketmay be a more convenient option.

● Comfort and securityAlways pick a harness withwide, comfortable straps andcrotch straps.

● Adjustment Tighten the strapsso that the life jacket is a snugbut comfortable fit. Make surethat the waist buckle is properlyengaged and secure. Make theseadjustments before you set off sothat the life jacket is ready foruse when you need it.● Crotch straps These providemaximum safety as they willprevent the life jacket ridingup when it is inflated.

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17

● Automatically inflated life jacket This is the most practicallife jacket for cruising. The CO 2 cylinder that inflates the life jacket may be activatedautomatically on entering wateror by pulling a toggle. The life

jacket also has an oral inflator.● Additional features For addedsafety, there should be a whistle,an automatic water-activatedlight (to help you to be seen ifyou go overboard at night), andretro-reflective strips.

● Lifeline design The best lifelineto use is one with a one-handeddouble-action safety hook ateach end.

● Elasticated lifelines These

reduce the length of the lifelinewhen not under tension.

● Double lifelines Incorporatingboth a long and a short lifeline(see p.19), is very useful whenmoving about the boat.

● Overload indicator Lifelineswith an overload indicator letyou know when they need tobe replaced.

KNOW THE FEATURES OF YOUR LIFE JACKET

LIFELINE DESIGN WHAT TO LOOK FOR

LIFE JACKET AND HARNESS

Life jacket light

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Safety on deckThe most important safety rule is to avoid falling over theside. Remember the old sailors’ maxim—“One hand foryourself and one for the boat.” Always hold on with at leastone hand and tell the helmsman when you are movingforward. Keep well clear of the boom at all times. When

under way, clip on whenever you need to leave the cockpit.

SITTING IN SAFETY

● The cockpit This is the safestand most comfortable place forthe crew while sailing.

● Brace yourself If the boatis heeling, try to sit on thewindward side of the cockpitwith your feet braced.

● Going forward When theboat is under way, go onthe side decks or foredeckonly when the skipper asks youto perform a necessary task.

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19SAFETY ON DECK

● On deck Be sureto clip on (see p.21)when working onthe coachroof orforedeck. Withpractice, the lifelinewill not get in the

way at all. Think ofit as wearing a seatbelt in a car.

● Short lifeline Keepthe lifeline as shortas is practical.

WORKING SAFELY

● On the foredeck When workingon the foredeck,where the motionis greatest, sittingdown with a footbraced against thegunwale adds tosecurity. It is prudentto wear and use aharness in all butthe most benignof conditions .

● Safety in thecockpit Halyardsand control lines areusually led back tothe cockpit in orderto reduce the needfor the crew to go ondeck. However, evenwhen working in thecockpit, you shouldbe well secured.

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● Clip on Whenmoving forward alongthe side decks, clipyour lifeline onto the jackstays (safety linesthat run along thedeck) and hold on to

the grab rail. Keeplow as you moveabout the deck.

● Handholds Usehandrails, shrouds,and the mast ashandholds, but avoidholding on to theguardrails if possible.

● Take care If youneed to move about

on deck when undersail and well heeled,stay on the windwardside, wheneverpossible. Take specialcare if, as here, it isnecessary to work onthe leeward side.

HOW TO MOVE ABOUT THE BOAT

AVOID THE LEEWARD SIDE

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21SAFETY ON DECK

CLIPPING ON

● Before you go ondeck , clip one endof the lifeline to theattachment pointon your harness.

● Hook the otherend of the lifeline toa strong attachmentpoint—if possible,on the windward sideof the boat. A jackstayis an ideal attachmentpoint to use.● Allow the hook torun along the jackstayas you move.

● To change youranchorage point atany time, releasethe safety clip on thehook with your indexnger; this will allowthe hook to open.

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Boat safety equipmentAll cruisers should carry sufcient safety equipment tocope with an emergency involving either the boat or thecrew. It is important that the skipper and crew regularlypractice emergency procedures and learn to use theequipment. There is more information on how to deal

with specic emergencies on pp.262–91.

● Ready for useAll cruisers musthave a couple of lifebuoys stowed

for immediate use in case a personfalls overboard. Lifebuoys are onlyeffective when thrown at once asthey soon drift out of reach. Alifebuoy should have a flashinglight for visibility at night and anylon drogue to reduce its drift.

● Stowage Stow the lifebuoysin quick-release brackets on thepushpit. Keep them below whenthe boat is not in use to protectthem from UV light.

HOW TO USE LIFEBUOYS

● DanbuoyThis is a brightlycolored marker pole with code

flag O—the man-overboardsignal—and should be attachedto the lifebuoy. It is more visiblethan a person or a lifebuoy inthe water.

● Monitoring Check the lifebuoysfrequently to ensure they are ingood condition and practice usingthem regularly.

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23BOAT SAFETY EQUIPMENT

● In the cockpit Stow a sharpknife or multi-tool somewherenear the steering position. Youmay need to cut a rope quicklyin an emergency.

● In your pocket Some typesof waterproof jacket or trousershave a small pocket designedfor a personal multi-tool.

● Carry the essentials Make sure

that you have a well-stocked first-aid kit on board in case a crewmember is injured. Learn moreabout first aid on pp.264–71.

● Short trips For day sailingand short cruises, you mayonly need adhesive dressingsand bandages.

● For longer passages It isadvisable to take a comprehensivekit (left) on long cruises so thatyou can deal with any injuries onboard until you reach assistance.

● Self-activating alarm A systemof this type can be a life-saver.

● Crew units A transponder isissued by the skipper to eachcrew member and should becarried at all times.

● Base unit The control paneldetects the drop in signal levelif a person falls overboard (seepp.274–75), which sounds analarm and identifies the person.

WHAT IS A MAN OVERBOARD ALARM SYSTEM?

KEEP A KNIFE HANDY

FIRST AID KIT WHAT GOES IN

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STORING AND USING FIRE EXTINGUISHERS

USING LIFE RAFTS

● Large dry powder extinguishersPlace these in each cabin andnear the engine compartment.

● Smaller foam extinguisher Keepone in the galley for easy access.

● Storing fire extinguishers Makesure that the crew knows wherethe fire extinguishers are. Checkthat they are in-date.

● Using extinguishers Follow theinstructions on the extinguishersclearly. Familiarize yourself withthem in advance. See also p.278.

● Life raft storage A life raftis packed inside a solid canisteror a soft valise. A canister is oftenstowed on deck, with quick-release fastenings. A valise maybe stowed in a cockpit locker.

● Know what to do Read theinstructions on using the life raftin advance and practice releasingand launching it quickly andefficiently (see pp.288–89).

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25BOAT SAFETY EQUIPMENT

WHAT FLARES DO I NEED?

WHAT IS A GRAB BAG?

WHAT IS AN EPIRB?

● Canister or bag A grab bagmust be waterproof and able tofloat. You can use a solid canisteror a flexible dry bag. Leave spacefor air inside so it has positivebuoyancy or tie it to a fenderto keep it afloat.

● Filling the grab bag A life raftusually has basic survivalequipment on board, but this isthe minimum required. Checkwhat yours contains and prepareyour grab bag accordingly. In anemergency, supplement it ifpossible with equipment, food,and water taken from the yachtbefore you abandon the ship.

● Be seen Flares are importantfor signaling for help when insight of land or other vessels (seealso pp.286–87). Select the righttype for the sailing you do. Foroffshore sailing, store a full setof flares in a watertight container.

● Preparing yourself Read theinstructions for all of the different

flares you carry, so you can usethem in a hurry, and in the dark.

● Emergency position indicatingradio beacon (EPIRB) This devicetransmits a distress signal tosatellites that are part of theGMDSS (see p.284). The distresssignals locate the EPIRB’sposition and relay it to a rescuecoordination center.

● Operation An EPIRB can bemanual or automatic—with afloat-free bracket that releasesthe beacon if the boat sinks.Check the instructions on yourdevice before sailing so you knowhow it will work in an emergency.

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Crew rolesThe skipper is responsible for the safety of the yacht and thewelfare of the crew, but sailing a yacht successfully requiresteam work from the skipper and the crew. This will ensurethat all maneuvers—such as leaving a mooring, hoistingsails, changing tacks, reeng, or entering a marina—can be

completed with maximum enjoyment and minimum stress.

● Responsibility The skipperis responsible for all aspectsof the running of the yacht, itssafety, and the crew’s wellbeing.

● Skills He or she shouldbe comfortable with sailingand navigation skills, inspireconfidence in his or her crew,and be a good communicator.

● Delegation A good skippershould keep on top of all hisor her duties and give the crewtasks that are appropriate totheir experience.

● Patience He or she shouldbe patient with inexperienced

crew members and be able to runthe yacht with a light touch whileretaining respect and authority.

WHAT MAKES A GOOD SKIPPER?

● Briefing It is the skipper’s roleto plan the passage in detailbefore setting sail.

● Involvement A good skipperwill also encourage the crew toget involved in passage planningand navigation, and will alwayslisten to their opinions.

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27CREW ROLES

● Key qualities All crew membersrequire a positiveattitude, sense ofhumor, and the abilityto get along withothers in the confined

space aboarda cruiser.

WHAT MAKES A GOOD CREW MEMBER?

● Team spiritAllmembers of the

crew must rememberthat they are partof a team. A happygathering in thecockpit at the endof the passage is anindicator that eachmember of the crewhas done their job.

WORKING AS A TEAM

● Willingness to learn Goodcrew are willing to learn and totake an active role in all aspectsof running the yacht.

● Attentive Diligent crew listento the instructions carefully andask questions if they do notunderstand anything.

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Sailing basicsIn this section, you will learn the basics of boatequipment and the principles of sailing, whichwill enable you to become a useful member ofthe crew. Once you have mastered the basics,there is a fascinating wealth of skills andknowledge available to you.

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30 SAILING BASICS

Parts of the boatModern cruisers have a lot of ttings above deck, includingthe components of the spars and sails together with theropes and hardware that controls them. Other equipmentis needed for anchoring, mooring, and helping ensurethe safety of the crew. Make sure you understand the

purpose of the equipment on your boat.

Compass

The binnacle compass is oftenmounted where it can be easilyseen by the helmsman.

Mooring cleatWarps (mooring

ropes) are ledthrough fairleads

before beingsecured on the

deck cleats.

WinchWinches provideadditional powerfor the control of

heavy loads on theropes (sheets andhalyards) that are

used to control

the sails.

MainsheetThis controls the angle

of the mainsail.

Lifelines

Two lifelines runeither sideof the boat fromthe pulpit to the

pushpit; theypass through

stanchionssecured to

the deck.

ToerailAn aluminum rail is often fitted to the

edge of the deck to strengthen the hull-to-deck joint and to provide a restrainingbar to prevent feet slipping off the deck.

BoomAttached

to the mast bythe gooseneck

fitting, the boomsupports the

mainsail’s foot.

Topping liftThe topping lift runs

from the boom end up tothe masthead, then down

to deck level where it isadjusted. It supports theboom when the mainsail

is lowered but is left slackwhen the sail is hoisted.

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31PARTS OF THE BOAT

Jib turning blockThe adjustablefairleads for theheadsail sheetrun along a trackon both sidedecksor the cabin roof.

Masthead instrumentsThe masthead houses

a range of instruments,usually comprisingwind-speed and directionsensors, a VHF radioaerial, and a tricolornavigation light.

PulpitThe pulpit isa strong metalframe at thebow designedto make theforedeck moresecure; forwardnavigation lightsare attached to it.

Anchor wellA self-draining well just aft ofthe pulpit holds the anchor cableand often the anchor.

HalyardsUsed to raise and lowersails, halyards are usuallyled inside the mast andemerge at deck level, wherethey are led aft to winchesfor adjustment.

SpreadersThese widen the angle ofthe shroud to the mast andhelp to support the mast.

ForestayThe forestay runs from thebow to the masthead, andtogether with the backstay(which runs from the mastheadto the stern), supports themast fore and aft.

Boom vangUsed to preventthe boom fromrising due to windpressure in themainsail, it can

be a rope tackleor strut that alsosupports the boom.

ShroudsThe main sideways supportsfor the mast.

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32 SAILING BASICS

Basic forcesA number of forces created by wind, tide, and waves havean effect on a sailing yacht and it is important that youunderstand how these forces act on your boat and howto use them or counteract them as necessary. Differentdesigns of yacht may react quite differently to the forces

so you need to know how your yacht will behave.

● Drive Wind flows around bothsides of a sail. The difference inpressure between the windwardside (high pressure) and theleeward side (low pressure)sucks the sail to leeward andexerts a force on the sail,roughly at right angles to theboom, which drives the boat.

● Sideways force Some of theforce created by the sails pushesthe boat sideways, and this isresisted by the keel (see p.34).● Drag Some of the force of thewind on the sails and on the boatpushes the boat backward,slowing its forward movement.

HOW WIND DRIVES A BOAT

Direction ofmovement

Low-pressure

area

Total forceAirflow

High-pressure

area

Windward sideLeeward side

Individualforces

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33

Boat is pushed (orslides if insufficientroom) away from wind

BASIC FORCES

● True wind The wind directionand speed you feel when the boatis stopped is the effect of truewind. If the boat is moving,the wind speed and directionwill appear to change.

● Apparent wind The wind yousail with is the result of the windcaused by the boat’s motionaltering the apparent directionand speed of the true wind.

● Excess sideways force The keelresists the sideways force fromthe sail, but there is always asmall excess force that causesthe boat to slide to leeward onupwind courses.

● Understanding leeway Takinginto account the effects of leewayis a key aspect of navigation(see pp.182–183).

UNDERSTANDING TRUE AND APPARENT WIND

WHAT IS LEEWAY?

True windApparentwind

Wind caused bythe movement

of the boat

True wind

Static boat

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34 SAILING BASICS

● Heeling force The sidewaysforce on the sails and the keel’sresistance combine to producea heeling (tilting) force.

● Keel resistance The keelacts to prevent the boat being

blown sideways and helps totransform some of the sidewaysforce into forward drive.

● Effects of keel and hulldesign A weighted keelprovides most of a yacht’sstability—the remainder isprovided by the beam andshape of the hull. The lowerthe center of gravity of thekeel, the greater the stabilityit provides.

● Balanced helm This is when theforces generated by the sails andthe forces on the keel and rudderare in balance and the boat sailsa straight course without theneed for the rudder to holdit on course.

● Weather helm When the forcestrying to turn the boat towards

the wind are greater than thosetrying to turn it away from thewind, a boat is said to haveweather helm. A small amountof weather helm is an advantage.

● Lee helm When the boat tendsto turn away from the wind it issaid to have lee helm. This makesthe boat difficult to steer and ispotentially dangerous. Reducethe size of the headsail tocounter the effects of lee helm.

WHAT IS BALANCED HELM?

UNDERSTANDING SIDE AND HEELING FORCES

Heeling forcetilts boat

Sails receivesideways force

Keel resistssideways forceagainst sails

Sidewaysmovementof boatreducedby keel

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35BASIC FORCES

● Currents A tidalstream or a currentwill affect a boat’scourse and/or speedrelative to land andthe sea bed.

● Effects When a tidalstream or current isin opposition to theboat’s course it willslow the boat down;from behind it willspeed it up; and fromthe side it will pushit off course.

● Course planningYou need to take tidalcurrents into accountwhen navigating (seealso p.182).

WHAT ARE THE EFFECTS OF CURRENTS AND TIDES?

Intendeddestination

Coursesteered

Actual coursedue to effect

of tide

HOW CAN I SPOT TIDAL FLOW?

● Useful indicators Navigationmarks and other structures fixedto the seabed or river bed areuseful indicators of the strength

and direction of a tidal stream.A wake streams out downtideof the object.

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36 SAILING BASICS

Using the engineMost sailing boats have an inboard marine diesel engine,often situated under the companionway steps or thecockpit. This drives the boat when under power andcharges the batteries (see p.150) through an alternatorwhen the engine is running.

● Harbors In crowded harborsin popular sailing areas, it issensible to enter and leave underpower. In fact, many harborby-laws require a boat with anengine to use it in the harbor.

● Tight maneuvering Mooring inthe tight confines of a marina isvirtually impossible under sail,so use your engine.

● Anchoring When anchoring, itmay be easier to anchor underpower than sail.

WHEN TO USE THE ENGINE

● Little wind In calm conditionswhen it is impossible to sail, theengine will allow you to keep toyour passage plan. If the wind

dies down and the tide isagainst you, engine powerwill keep you moving.

● Man overboard If a crewmember falls overboard, youmay decide that it is safer topick up the person under powerrather than under sail.

● Using your sails A sailing boatis designed to sail, so do not relytoo much on the engine—it maynot work when you need it.

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37USING THE ENGINE

● In the cockpit The enginethrottle and gear shift aresituated in the cockpit, withinreach of the helmsman.

● Wheel binnacle If the boat issteered by a wheel, the throttle

and gear shift are usually situatedon the wheel binnacle.

● Start and stop controls Theseare often located in the side ofthe cockpit within reach of thehelmsman. They may be locateddown below for more protection.

WHERE ARE THE ENGINE CONTROLS?

● Keeping water out Dry the deck around the filler before removing

the cap to prevent water and dirtfrom getting in the tank.

● Maintaining fuel reserves Monitor your reserves and fillup before you get too low (seep.218). Try to maintain a reserveof 20 per cent and keep a sparecan and funnel in a cockpit locker.

● Avoiding spillage Be carefulwhen filling the tank. Have lots ofpaper towel to hand. Fill the tankslowly so that it does not overflow.

HOW DO I REFUEL?

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38 SAILING BASICS

Maneuveringunder powerA yacht does not steer in the same way as a car. Whenyou push the tiller or turn the wheel, the yacht pivotsaround a point near its center, the precise position ofwhich is determined by the position and size of the keel.Windage and prop walk also inuence a boat’s handling.

● Rudder The angle of the ruddercontrols the rate of turn—thegreater the angle, the fasterthe turn.

● Keel A boat pivots aroundits keel as it turns. The greaterthe separation between keeland rudder, the greater therudder’s effectiveness.● Stern The rudder acts at thestern and causes it to swing inthe opposite direction to the bow.

HOW A BOAT TURNS

WHAT FACTORS INFLUENCE MANEUVERING?

● Steerage way A boat cannotbe steered unless it is movingthrough the water, either aheador astern.

● Keel design A cruiser witha long keel will have a largerturning circle than a fin-keeledyacht. Long-keeled yachts, withthe rudder attached to the keel,are much harder to steer inreverse than fin-keeled yachts.

● Windage The drag or “windage”caused by parts of the boat andcrew exposed to the wind willinfluence the way a boat canbe turned.

● Propeller The size and typeof propeller affects its efficiencyand the amount of prop walk(see opposite) it creates.

● Size Larger, heavier boatsare less maneuverable thansmaller boats.

Boat turnsaround itspivot point

Sternswings out

Bowswingsinto turn

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39MANEUVERING UNDER POWER

WHAT IS PROP WALK?

● Prop walk ahead A standardpropeller rotates clockwise whenrunning ahead, causing the sternto move slightly to starboard.

● Prop walk astern When runningastern, a conventional propellerrotates counterclockwise, causingthe stern to move slightly to port.

● Using prop walk to turn Whileturning the wheel, use shortbursts of power in forward gear.Return to neutral when the boat

starts to move. Then, in reversegear, use short bursts of powerto stop the forward movementand kick the stern to port.

3. In forward gear Engage forwardgear, keeping therudder hard over

5. Motor away The turn iscomplete;center therudder andmotor away

1. In forwardgear Put therudder hard

over and startthe turn

Prop wash Waterdisturbanceshows thedirection ofprop wash

2. In reverse gear Give a burst asternto stop the boatand use prop walk

to turn

4. In reversegearGive anotherburst asternto stopforward

movementand continuethe turn

Sternpushed to

starboard

Bowswingsto port

Propellerrotatesclockwise

Bow swingsto starboard

Sternpushedto port

Propellerrotatescounter-clockwise

HOW TO TURN USING PROP WALK

1

2 3

4

5

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40 SAILING BASICS

Steering under powerMany modern n-keeled cruisers, especially those with aspade rudder, steer astern well, even at slow speeds. If youare steering this sort of boat using a tiller, however, bewarewhen motoring quickly astern. The forces on the rudder canbe strong and will be transmitted to the tiller. Unless you

hold it rmly and avoid large movements, the tiller may bewrenched from your grasp and swing violently to one side.

STEERING AHEAD

● Lower the sails In most casesit is best to lower sails whenunder power to ensure that thehelmsman has an unobstructedview ahead and to save the sailsfrom damage when flogging.

● Keep clear The crew shouldavoid standing in front of thehelmsman and should be awarethat a sudden course alterationcould make them lose theirbalance. Sit down when possible.

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41STEERING UNDER POWER

STEERING ASTERN

MOTOR SAILING WHAT DO I NEED TO KNOW?

● Stability and speed Motoringwith the mainsail hoisted andsheeted close to the centerlinehelps stop the boat rolling andmay add a bit of speed, dependingon the conditions. Remember tohoist the motor-sailing day shapeof an inverted cone ahead of themast to let other vessels knowthat you are under power.

CONTROLLING YOUR SPEED AND STOPPING

● Go slowly Proceed at a lowspeed in crowded waters ornarrow channels.

● Slow maneuvers In a marinaor when hoisting or loweringsails, proceed at minimum enginerevs to go slowly while keeping

steerage way.

● Allow for momentum Rememberthat when you put the engine inneutral, the boat will continuemoving for some distance.

● No brakes The only way to stopis to turn into the tide or wind orto put the engine in reverse for a

quicker stop.

● Good visibilityMotoring asterninto a berth givesthe helmsmangood visibility.

● Maneuverability

astern It is ofteneasier to maneuver amodern cruiser intoa berth stern first.

● Beware shallowwater Be careful notto reverse stern firstinto shallow waterwhere the rudderand the propellerrisk damage.

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42 SAILING BASICS

Points of sailingThe direction in which a boat is being sailed is oftendescribed in relation to its angle to the wind. Collectively,these angles are known as the “points of sailing.” Whenyou change from one point of sailing to another, the sailsneed to be adjusted to suit the new angle of the boat in

relation to the wind.

● Close-hauled This course isthe closest a boat can sail to thewind, without entering the no-sail zone. For most boats, thisis about 40º–45º away from thewind. When sailing close-hauled,both sails are pulled in tight tothe centerline.

● Close reach This windwardcourse is achieved when a boaton a close-hauled course isturned away from the wind bya further 10º and the sails areeased out a little.

WHAT ARE THE VARIOUS SAILING COURSES?

● Beam reach When a boatsails with the wind comingdirectly across its side andthe sails eased halfway, itis said to be on a beam reach.

● Broad reach This downwindcourse is when the boat sailsabout 120º away from the windwith the sails eased almost fully.

● A run A boat is said to beon a run when the wind isdirectly behind the boat andthe sails are eased out fully.

WHAT IS THE NO SAIL ZONE?

● Too close to the wind If a boatsails closer to the wind than anangle of about 40º–45º, it enterswhat is termed the no-sail zone.

● In-irons In the no-sail zone, thesails cannot fill and the boat willstop. This situation is known asbeing “in-irons.”

No-sail zone

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44 SAILING BASICS

Steering controlsWhen under sail, the rudder is the main means of steeringthe boat, but is not the only turning control at your disposal.Indeed, if sail trim and angle of heel are not considered, itcan be impossible to turn the boat using the rudder in somecircumstances. The type of keel—long or n—also affects

how quickly a boat will turn.

HOW KEEL AND RUDDER DESIGNS AFFECT STEERING

● Long keel A long-keeled yacht will holdits course better butwill be slower to turnthan a fin-keeled boat.

● Fin keel A fin-keeledyacht with a rudderthat is not attachedto the keel is moremaneuverable.

● Straight ahead Ifa boat has a neutralhelm (see p.34), keepthe wheel centered.If the boat heels, it willtend to turn into thewind and you will needto steer slightly away.

● Toward portTurning the wheel tothe left turns the boatto port, which here isaway from the wind.

● Toward starboardTurning the wheel tothe right turns theboat to starboard,which here is towardthe wind.

HOW THE RUDDER AFFECTS BOAT DIRECTION

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45STEERING CONTROLS

● Straight courseWhen the sailsare balanced, it ispossible to get theyacht to sail a straightcourse in flat water just by adjusting thesails to keep the boaton course, withoutusing the rudder.

● Toward the windPulling in the mainsailand letting out theheadsail will causethe boat to turntoward the wind.

● Away from thewind Letting outthe mainsail andpulling in theheadsail will causethe boat to turnaway from the wind.

● Wheel Most yachts over33ft (10m) in length use awheel mounted on a binnacleto steer the boat.

● Response of the rudder Thisdepends on the speed of thewater flow over the rudder.

● Steerage way If a yacht is notmoving through the water, therudder will have no steeringeffect at all. The amount of speedthrough the water that is neededfor the boat to be steerable isknown as “steerage way.”

HOW TO STEER USING SAILS

UNDERSTANDING STEERING AND STEERAGE WAY

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46 SAILING BASICS

Sail controlsMost modern sailing yachts use a Bermudan sloop rig,with just one mast, a headsail (usually called a jib),and a mainsail, but older yachts may have quite differentcongurations with one or two masts and different types ofsail arrangements. Apart from the halyards, which are used

to hoist the sails, the main sail controls are the sheets.

● Sheets These are ropes thatcontrol the angle of a sail to theboat’s centerline. They pull the

sails in and let them out.● Attachment A jib has two sheets,one on each side. They are tied tothe sail at the clew by a bowline.

● Working and lazy sheets Onlyone jib sheet is used at a time,which is the working sheet. Theother is the lazy sheet.● Turning block Each sheet runsfrom the clew down to a deck- ortrack-mounted turning block,and back to the cockpit.

CONTROLLING THE ANGLE OF THE JIB

● Winch Each sheet is led toa winch on the cabin roof or theside of the cockpit so the crewcan work them effectively.

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47SAIL CONTROLS

SETTING THE ANGLE OF THE MAINSAIL

● Mainsheet This controlsthe angle of the mainsail to theboat’s centerline. There is onlyone mainsheet, which is attachedto the boom and is rigged asa multi-part tackle to providepower to adjust it. On larger

boats a winch is used to adjustthe mainsheet.

● Trim Adjust the sail trim everytime the boat alters course bypulling in the sheet until the sailstops shaking at its luff (frontedge). At this point it is correctlytrimmed for the wind angle on thecourse you are sailing. Ease outthe sheet when you bear away.

● Twist The twist of a sail isthe difference in its angle to thewind between its top and bottom.A small amount of twist is usuallyrequired for the best trim.

● Ease Use the mainsheetand the boom vang to adjustthe twist of the mainsail.Ease both slightly to introducemore twist and pull them into reduce twist.

USING THE SHEETS

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48 SAILING BASICS

Winches and clutchesWinches are used to control sails which produce loadslarger than the crew can manage by hand. Most modernyachts have self-tailing winches that allow one-personoperation. Winches without self-tailing jaws require twopeople to winch the rope—one person to wind the winch and

the other to pull on the end, which is known as “tailing.”

● Large loads A winch allows youto control large loads. There aretwo types of winch—manual andpower-assisted.

● Self-tailing In a manual self-tailing winch, turning the drumwith a handle placed into a sloton top of the drum increasesthe power applied to the rope.

WHAT ARE WINCHES?

WHAT ARE CLUTCHES?

WHAT ARE TURNING BLOCKS?

● Securing lines Clutches areused to secure halyards andcontrol lines and to allow onewinch to control several lines.Clutches are placed between the

winch and the turning blocks sothat when they are closed, theline can be taken off the winch.

● Deck organization Turningblocks are fittings that are boltedto the deck. They are used tochange the direction of halyardand control lines and lead themaft to clutches and winches thatallow the lines to be operatedfrom the cockpit.

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49WINCHES AND CLUTCHES

LOADING A SELF TAILING WINCH

● Wind the rope clockwisearound the drum. Keep yourfingers clear by pointing thethumb away, as shown here.

● Make enough turns to providesufficient friction to hold the

rope. Three or four turns areusually enough.

● Make sure that the turns are placed neatly one abovethe other and do not allowone turn to cross another.

● Pull in the slack by hand withtwo turns on the drum beforeadding extra turns.

● Secure the rope by taking aturn over the feeder and pullingit into the self-tailing jaws.

● Put the handle into the topof the winch with both hands,ensuring it is fully locked beforeyou start to wind. Longer handlesgive greater power, but theremay not be space to turn themthrough 360º.

● Position your shoulders overthe winch for maximum power,and wind with both hands.

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50 SAILING BASICS

Basic maneuversThe most basic maneuvers in sailing are lufng up andbearing away and both describe a turn in relation to the winddirection. Lufng up is turning the boat toward the wind, andbearing away is turning the boat away from the wind, oneither a port or starboard tack. Start sailing on a beam reach

(see pp.42–43) and practice these maneuvers.

● Turning under sail To do this, use a combination of turning therudder and adjusting the sails.Do not rely solely on the rudder.

● Luffing up To luff up, turn thewheel toward the wind, and sheetin the mainsail and the jib.

HOW TO LUFF UP

● Make a smooth

turn and do not turnfaster than you cantrim the sails.

● Sheet in themainsail fasterthan the jib sothat it helps the

boat to luff up.

● Practice luffingup from a reach toa close reach, thento close-hauled.

● Be prepared forthe loads on themainsheet and jibsheets to increase asthe boat sails closerto the wind.

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51BASIC MANEUVERS

● Bearing away To do this, turn thewheel away from the wind and letout the mainsheet and jib sheets.

● Best practice Make it yourpractice to let out the mainsheetbefore turning the wheel. This will

make it much easier to bear away,especially in strong winds.

HOW TO BEAR AWAY

● Use the jib Alwaysease the mainsheetbefore the jib sheet.The jib will help theboat bear away.

● Loads on thesheets These willdecrease as theboat bears awayand sails furtherdownwind, reducingthe wind pressureon the sails.

● Turning head-to-wind This is the bestway to stop when

under sail. The sailsflap in the middle ofthe boat.

● Managing themainsail Turn head-to-wind to hoist orlower the mainsail.

● Safety Avoid beingstruck by the boomswinging in the middleof the boat, or by the jib or its sheets asthe jib flaps.

UNDERSTANDING HEAD TO WIND

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52 SAILING BASICS

Changing tackThere are two ways to turn the boat from one tack tothe other—tacking and jibing. Tacking is used when theyacht is sailing upwind, while jibing is used when sailingdownwind. Tacking involves turning the bow of the boatthrough the wind until the sails ll on the new tack, while

jibing involves turning the stern through the wind.

● The maneuver Thetack starts as the boatluffs up (see p.50).It continues as the

boat turns throughthe wind and bearsaway onto the newtack. Here the boat istacking from starboardtack to port tack(see opposite). It isimportant that thehelmsman does notallow the boat to stophead-to-wind (seep.51), a situationknown as being“in-irons.”

UNDERSTANDING TACKING

● Sails As the boatturns head-to-wind,the sails will flapin the middle of theboat, as shown above.They will fill againon the new side asthe boat bears awayfrom the wind ontothe new tack.

● Jib control Releasethe old jib sheet andpull in the new one asthe jib blows acrossto the new side.

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53

● The maneuver The jibe starts whenthe boat bears away(see p.51). It continuesas the stern turnsthrough the wind.

● Sails The sails,especially themainsail, swingacross the boat fasterand more violentlythan when tacking.

● Mainsail controlPull in the mainsailbefore the jibe to limithow far it can swing,then let it out againafter the jibe.

UNDERSTANDING JIBING

PORT OR STARBOARD WHICH TACK AM I ON?

● Port tack The boat is said tobe on port tack when the windis coming from the port side ofthe boat and the sails are seton the starboard side.

● Starboard tack The boat issaid to be on starboard tackwhen the wind is coming fromthe starboard side and thesails are on the port side.

● Wind over the stern If the windis not clearly on either side, ason a run, a boat is said to be onport tack if the boom is on thestarboard side and vice versa.

CHANGING TACK

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55

● Cockpit crewSlacken the toppinglift. On some boatsyou remove it fromthe boom end andsecure it to the baseof the mast whilesailing. Do not forgetto re-attach it beforelowering the sail.

● Cockpit crew Whenthe mainsail is fullyhoisted, tighten theboom vang and tidyup the halyard.

● Foredeck crewPull the halyardat the mast to raisethe mainsail.

● Cockpit crew Pullin the slack on thewinch in time withthe foredeck crew

hoisting the sail.

● Cockpit crew Whenthe foredeck crew canno longer manuallypull on the halyard,feed it over the self-tailer and tighten itusing the winch untilthe luff (front edge) ofthe mainsail is taut.

HOISTING THE MAINSAIL

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56 SAILING BASICS

Dropping the mainsailLowering the mainsail is the reverse procedure ofhoisting it. Allow enough room so that the drop canbe done without haste. If you are returning to harbor,for example, start the engine and ensure you haveroom to turn head-to-wind during the drop. Aim

to motor as slowly as possible into the wind,maintaining enough speed to give steerage way.

● Cockpit crew Ease the turnsround the winch drum with onehand while holding the end ofthe mainsail halyard in the other.

● Foredeck crew Pull the saildown by the luff.

● Cockpit crew If the toppinglift (see p.55) was removedafter hoisting, replace it.

● Carefully ease the mainsheetand tighten the topping lift to takethe weight of the boom off the sail.

● Put the mainsail halyard onto the winch and release theclutch lever.

● Foredeck crew Prepare to pulldown on the luff (forward edge).

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57DROPPING THE MAINSAIL

● Crew Tighten themainsheet to preventthe boom moving.

● Flake the mainsailby arranging it in foldson top of the boom.(See also Stowingalternatives, below.)

● Crew With thesail stowed neatlyon the boom, holdit in place with anumber of sail tiestied around the sailand boom.

STOWING ALTERNATIVES

● Stuffed Clothsails can be stuffedinto a fold of sailpulled out fromthe foot of the sail.

● Flaked Withlaminate or fullybattened sail, flakeit over the boom.

● Stuffing or flaking How you stow themainsail dependson the type of sailmaterial, andwhether it is fullybattened or not.

Stuffed Flaked

Sail bundledinto a large fold

Sail flakedon top of boom

Boom Boom

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58 SAILING BASICS

Unfurling the headsailMost modern cruisers use only one headsail—known asa jib—at a time. The most common arrangement is to havethe jib tted to a roller-reeng system, operated by a furlingline, which allows it to be rolled away. An older, more exiblearrangement is to have a number of jibs to suit different wind

strengths. These are attached to the forestay by metal hanks.

● Cockpit crew Put a couple ofturns of the leeward sheet ontothe winch.

● Cockpit crew Open

the clutch that iscontrolling the furlingline and pull on theleeward jib sheet tounroll the headsail.

UNFURLING A ROLLER REEFING HEADSAIL

● Check that the furling line isfree to run.

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59UNFURLING THE HEADSAIL

HOW TO UNFURL A HANKED HEADSAIL

● Cockpit crew As you unroll theheadsail, the windwill catch it and helpit unroll. Pull in the jib sheet to preventthe sail from flogging.

● Adjust the jib sheet

to trim it for thecourse being sailed.

● Take the slack outof the furling line andclose its clutch.

● If you requireonly part of the jibto be unfurled, easethe furling line ona winch until asufficient amountof the jib is unfurled,then close the clutch.

● Hanked at the luff The luff ofthe sail is attached to the forestaywith metal hanks. The halyardand sheets are attached to thehead and clew. Remove the sailfrom its bag before hoisting.

● Hoisting Pull the halyardto hoist the sail up the forestay.

● Lowering Release the halyardso that the hanks slide down theforestay. Gather and stow the sail.

Sail bag

HalyardForestay

Hanks

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60 SAILING BASICS

Furling and stowingthe headsailA furling headsail is easy to roll away when it is not neededor to partially roll when you need to reef. The system hasdisadvantages, but it is convenient and popular for coastalcruising, and most modern yachts are tted with a headsailof this type. Older yachts may have headsails attached tothe forestay by hanks.

FURLING A HEADSAIL

● First cockpit crewUse the winch to windin the furling line fromthe furling drum.

● Second cockpitcrew Ease off the jibsheet, while keepingsome tension on itso that the sail furlstightly and evenly.

● If working alone Leave one or twoturns of the jib sheetaround the winch tokeep the roll tightwhile you pull on thefurling line.

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61FURLING AND STOWING THE HEADSAIL

● First cockpit crewContinue to wind inthe furling line.

● Second cockpitcrew As the headsailbegins to roll up, keepsome tension on oneor both sheets.

● Second cockpitcrew When thesheets start to rollaround the sail, pullin the sheets untiltight, and cleat.

● First cockpit crewClose the clutch tosecure the furling lineunder tension. Thiswill help to preventthe line falling off theroller-furling drum

and jamming.

LOWERING AND STOWING A HANKED HEADSAIL

● Hanked headsail Lower thistype of headsail by releasing thehalyard. A crew member shouldbe on the foredeck to prevent itfalling into the water.

● Stowing You can temporarilystow the headsail while it isattached to the forestay by tyingthe sail to the guardrail with sailties, or by bundling all but theluff into a sailbag.

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62 SAILING BASICS

Sail trimmingSail handling and trimming is not only about hoistingthe sails and pulling them in. Sails should be adjustedusing a number of controls to alter the shape of the sailto suit different wind strengths and the point of sailing.Understanding sail trim allows you to sail fast in all

conditions and more comfortably in rough weather.

● Slot One of the keyfactors that determinesailing performance isthe slot between themainsail luff (frontedge) and the headsailleech (back edge).Aim to keep the sloteven all the way up.

● Too tight Theslot will be tootight if the headsailis over-sheeted orthe mainsail is under-sheeted. The airflowwill be choked, andthe boat will sailslowly and heel more.

The mainsail mayshake at the luff.

● Too open Theslot will be tooopen if the headsailis under-sheetedor the mainsail isover-sheeted. If the jib sheet leads are toofar aft, the top of theheadsail will twist,as shown here, andpower will be lost(see also p.34).

HOW SHOULD I SET THE SAILS?

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63SAIL TRIMMING

HOW CAN I JUDGE WIND DIRECTION?

● Masthead wind indicators The modern solution is thepermanent Windex, whichsometimes incorporates a VHFaerial. Traditionally, a burgee(triangular flag on a short flagstaff)at the masthead is used to

indicate the wind direction.● Anemometer An electronicspeed and direction sensor isoften mounted at the mastheadwith a readout in the cockpit.

ADJUSTING THE LUFF

● Mainsail halyard Tighten thehalyard sufficiently to removeany horizontal creases runningfrom the luff. Apply more halyardtension as the wind increases.This prevents the fullness inthe sail moving back towards theleech, which causes the boatto slow down and heel more.

● Jib halyard Adjust the halyardtension to remove any horizontalcreases running from the luff.The halyard should be tighter instrong winds and eased slightlyin light winds to maintain thecorrect shape in the sail.

FLATTENING THE MAINSAIL

● Cunningham This control isfitted on some boats. It pulls acringle (eyelet) in the luff of thesail down towards the boom andhelps flatten the sail in strongerwinds and twist the leech off atthe top, which reduces heeling.

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64 SAILING BASICS

● Use the clewouthaul This controlsthe tension of themainsail’s foot. Itusually runs insidethe boom from theclew and exits at

the mast end (the redline pictured left atthe end of the boom) .

● Adjustment Theclew outhaul may beadjusted at the mast,or more commonly,is led back to a clutchnear a cockpit winch.Ease it in light windsand when sailingoffwind, and tightenit in strong winds.

● Twist The boom vang inconjunction with the mainsheetcontrols the amount that themainsail leech can twist offbetween head and clew.

● Adjust Ease the boom vangin light winds and tighten it instronger winds.● Leech telltale Adjust the boomvang to keep the top leech telltalestreaming aft most of the time.

TENSIONING THE FOOT OF THE MAINSAIL

CONTROLLING MAINSAIL TWIST

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65SAIL TRIMMING

● Lifting The windward telltalewill lift when the sail is slightlyunder-sheeted, or when sailingtoo close to the wind.

READING TELLTALES

● Streaming When bothtelltales are streaming aft,the sail is perfectly trimmed.

● Position The jib sheet turningblock is often mounted on a trackthat allows it to move fore and aft.

● Fore-and-aft position Move theblock fore and aft to adjust the slotbetween headsail and mainsailwhen sailing upwind. When sailingoffwind, move the lead forward toreduce twist in the jib leech.

ADJUSTING THE SLOT USING THE JIB TURNING BLOCK

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66 SAILING BASICS

Steering a courseKeep a yacht and its sails in balance to steer a course well.You must have the correct amount of sail area for theprevailing conditions, and the crew must trim the sails inaccordance with the course being followed by the helmsman.When this is achieved, the yacht will be easy to steer and

“light on the helm.”

● Course correction The effectsof wind and waves mean it is hardto sail a straight course unlessthe yacht is motoring over a flatsea. Constant correction isusually needed.

● Heeling In all but the lightestwinds, a yacht will heel, whichaffects steering and increasesweather helm, the tendency toturn towards the wind.

FEELING THE LOADS ON THE WHEEL

STEERING A STRAIGHT COURSE

● Balance As thehelmsman, you

should learn to feelthe loads on thewheel and luff up orbear away to helpthe crew achieve thecorrect sail trim(see p.62).

● Gusts Anticipate theyacht heeling when agust hits, and weatherhelm increases, bycountering with thewheel any tendencyto luff up.

Destination

Intendedcourse

Actualcourse

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67STEERING A COURSE

● Course As thehelmsman, youwill usually steerby a compasscourse, unless youare familiar withthe sailing area.

● Visibility Whensteering, makesure you can seethe compasscomfortably.

USING A COMPASS

USING TRANSITS● Safe course Twoobjects are in transitwhen they are in line.Transit marks areused in harbors andchannels to indicatethe safe course tofollow (see alsopp.162–165).

● Pilotage Landmarks

and sea marks suchas lighthouses, buoys,and transits, as shownabove, provide a visualguide for steering insight of the shore.

● Lookout Keep agood lookout ahead,and to leeward,where the headsailobscures the view.Check the chart forunderwater hazards.

USING LANDMARKS

Turnboat to

starboard

Turnboatto port

Steer boatstraight ahead

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68 SAILING BASICS

Sailing on a reachReaching courses are usually the fastest and mostcomfortable angle to the wind at which to sail. They rangefrom a close reach to a broad reach, with the beam reachbeing the fastest point of sail for most yachts in moderatewind strengths.

● Close reach Sailing at 60º offthe wind is called a close reach.● Beam reach You are sailingon a beam reach when the windcomes over the side of theboat at 90º.

REACHING COURSES

Broad reach

Beam reach

Close reach

● Broad reach This course isbetween a beam reach and arun, at 120º off the wind.

Sails slightly easedfrom centerline

Sails easedhalfway out

Sails eased outalmost fully

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69SAILING ON A REACH

● Steering Sail acompass course oruse sea marksor landmarks toset the course.

● Jib Ease out the

sheet until the luffstarts to shake. Thenpull it in until theshaking stops.

● Mainsail Ease themainsheet as muchas possible until thesail starts to flutterat its luff, then pull itin until the fluttering just stops (see p.47).

● Boom vang Adjustthe boom vang (seep.64) until the toptelltale on themainsail leechstreams aft most ofthe time. If it won’tstream aft, easethe vang.

● Outhaul Easethe mainsail’s clew

outhaul (see p.64) inlight winds to createa more powerful sail.

● Slot Adjust the jib sheet and the jibsheet lead to maintaina slot between jibleech and mainsailluff that is even allthe way up. The jibsheet lead (see p.65)usually needs to bemoved forward onits track.

HOW TO GET THE BEST FROM YOUR BOAT

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70 SAILING BASICS

Sailing to windwardSailing towards a point upwind of the yacht is known assailing to windward. If your destination is further upwindthan the yacht can sail when close-hauled on either port orstarboard tack, you will have to tack to reach it (see pp.74–77).This is known as beating to windward, sailing upwind in a

series of tacks, like walking up a cliff on a zig-zag path.

● Close to the wind The close-hauled course is governed entirelyby how close your boat can sail tothe wind direction. This is knownas pointing ability.

● Pointing ability Race boats pointhigher than cruising yachts anddifferent rigs and sail shapeshave varying pointing capabilities.Get to know how well your boatcan point and how to trim thesails for best results.

● Sail trim This is most importantwhen sailing close-hauled as ithas a large effect on speed andpointing angle.

● CourseThe helmsman steersas close to the wind as possible

by watching the jib luff (frontedge) telltales, and keeps an eyeon the compass in order to tellthe navigator the course achieved.

SAILING CLOSE HAULED

Mainsailsheeted into bring boomclose tocenterline

Tightlysheeted jib

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71SAILING TO WINDWARD

● Mainsail Sheet inthe mainsail to bringthe boom onto orclose to thecenterline for thebest speed andpointing ability.

● Jib Sheet in the jiband adjust the sheetleads so that theleech (back edge)matches the curveon the leeward sideof the mainsail.

● Telltales Aim tokeep both windwardand leeward telltalesstreaming aft orhaving the windwardtelltale lifting some ofthe time.


● Sheet tension

Adjust the sheettension according towind strength—lessin light winds andmore in strong winds.

● Boom vang Adjustthe boom vang andmainsheet tension tocontrol the amount oftwist in the mainsailleech, and to keepthe top telltalestreaming aft formost of the time.

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72 SAILING BASICS

Broadreach

Run

Sailing downwindWhen the yacht bears away from a beam reach so thatthe wind comes from aft of the beam, it is on a downwindcourse. A broad reach covers the angle from a beam reachto a run and is often the fastest point of sailing for cruisingyachts in a moderate or strong wind.

● Broad reach Thehelmsman steers acompass course oruses sea or landmarks to choose hiscourse while the crewtrim the sails. Thesails are almostfully eased.

● Run In strong windsand waves, on a runthe boat will tendto roll and be hard tosteer. Both sails arefully eased.

DOWNWIND COURSES

PREVENTING ACCIDENTAL JIBES

● Jibe preventer Rig a ropefrom the end of the boom to thebow to prevent an accidental jibe(see p.78).

● Adjustable preventer Make apreventer adjustable by leadingit through a block on the foredeckand back to the cockpit.

Sails almostfully eased

Sailsfullyeased

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73SAILING DOWNWIND

● Sails Ease the sailsas much as possiblefor maximum speed.

● Waves In roughseas concentrate onsteering to prevent

the boat being pushedoff course.

● Boom vang Keepthe boom vang (seep.64) tight on a broadreach or a run tostop the top of themainsail twistingforward, whichcauses rolling.

● Goosewinging Ona run the jib can beset on the oppositeside to the mainsailto give more drive.

● Using a spinnakerpole You can usea spinnaker pole(see p.84) to keep

the jib stable on thewindward side.


MAXIMIZING SAIL POWER

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74 SAILING BASICS

TackingWhen tacking, your aim is to turn thebow through the wind and steerthe boat onto the new course witha minimum loss of speed. In mostcases, you will tack from a close-

hauled course on one tack to aclose-hauled course on the othertack. However, on occasions youmay tack from a reach to a reach.

● Helmsman Getready to tack bysailing on a close-hauled course. If youhave to tack from areach, make sure thatthe boat is movingquickly. Look towindward and asternto check that thenew course is clear.

● Crew Prepare thenew winch beforethe tack. If thereare enough crew

members, eachshould man one jib sheet winch.

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75TACKING

● Helmsman Call “Readyabout” to warn the crew andgive them time to prepare forthe maneuver.

● Crew Check that both sheetsare ready and clear for the tack.Inform the helmsman that thishas been done by saying “Ready.”

● Helmsman Checkthe area to windwardis clear, call “Lee-oh,”and turn the wheel tostart the boat turninginto the wind.

● Crew Take up theslack in what willbecome the newworking sheet.

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76 SAILING BASICS

● Helmsman Monitor the rateof turn to ensure that the bowpasses through the wind.

● Crew Release the old workingsheet as the jib blows acrossthe bow, making sure it isrunning freely.

● CrewRapidlypull in the new

working sheetaround the winch.

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77TACKING

● Crew Winch thesheet in until the sailis correctly trimmedfor the course.

● Helmsman Assistthe crew by slowingdown the turn, sothat the crew has

time to sheet in the jib before it becomesfully loaded.

● Helmsman Settle the boat onthe new course, either close-hauled or bearing away to thechosen course.

● Crew If the new course is notclose-hauled, ease the sails tosuit the new wind angle and tidyup the sheets.

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78 SAILING BASICS

JibingWhen jibing, your aim is to turnthe stern through the wind whilecontrolling the swing of the mainsailand boom across the boat. The boomwill swing across much faster than

when tacking. When the jibe iscomplete the boat is steered ontothe new course.

● Helmsman Before the jibe,steer onto a broad reach. Checkthat the area to leeward andastern is clear, then warn thecrew by calling “Stand byto jibe.”

● Crew Prepare to pull in themainsheet before the jibe andto sheet the jib across to the newside during the jibe. Ensure thatthe jibe preventer is removed, ifyou have been using one.

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79JIBING

● Helmsman Steer onto arun but be careful not to jibetoo soon.

● Crew Prepare to release the old jib sheet and pull in the new one.

● Crew Pull themainsheet in to bringthe boom in to themiddle of the boatand cleat it. Thislimits the distance itcan swing in the jibe.

● Crew Tell thehelmsman “Ready.”

● Helmsman Checkthat the area you will jibe into is still clearand call “Jibe-oh.”

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80 SAILING BASICS

● Helmsman Turnthe wheel to bearaway into the jibe.

● Crew Ease theold jib sheet and,as the jib blowsacross to the newside, pull in thenew jib sheet totrim it for a runor broad reach.

● Helmsman As the mainsail fillson the new side, straighten therudder to prevent the boat turningfurther to windward.

● Crew When the mainsailfills on the new side, ease themainsheet to let the boom outto the correct position.

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82 SAILING BASICS

Heaving-toHeaving-to can be a very useful technique in a cruiser. Youcan heave-to in order to stop the boat to prepare and eat ameal in comfort, or to take in a reef if the wind strengthincreases. Heaving-to is also often a good tactic for ridingout rough weather. If you have a choice, heave-to on

starboard tack (see pp.186–87).

● To cook Heave-to whenever youneed to ease the motion of theboat, such as when cooking andeating a meal.

● To reef Slow the boat and keepit under control while reefing themainsail by heaving-to.

● To navigate If you are uncertainof your position, you can slow theboat down by heaving-to whileyou confirm it.

● Outside harbor If you arrive ata harbor or bar before the tide ishigh enough, you can wait for thetide by heaving-to nearby.

● In rough weather When the windor the sea get too bad to continuesailing, you can heave-to to waitfor conditions to moderate.

● To use the heads In roughconditions, it will be morecomfortable to visit the headsif the boat is hove-to for ashort while.

● To make repairs If repairs areneeded, it can be helpful to slowthe boat and make it more stableby heaving-to.

WHAT HAPPENS

Wheel islashed towindward

Mainsailis allowedto flap

Jib is backed(sheeted on thewindward side)

WHEN TO HEAVE TO

● Balance of forcesWhen you are hove-to, there is a balancebetween the jib,mainsail, and rudderthat results in theboat lying nearlystopped between 60ºand 80º off the wind.

Rudderturns theboat into thewind to stopthe boat

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83HEAVING TO

● Skipper Explainto the crew that theboat is about to tackwithout adjusting the jib sheets.

● Helmsman From a

close-hauled course,tack the boat byturning the wheel.

● Helmsman Whenthe boat has tacked,use the wheel toturn the boat backtoward the wind.

● Crew Ease themainsheet to depowerthe mainsail.

HOW TO HEAVE TO

● Helmsman andcrew

Adjust thewheel angle andmainsheet untilthe boat liessteadily, movingforward slowly.

● Helmsman Lash thewheel to windward (orthe tiller to leeward)so that if the boatpicks up speed, itwill turn toward thewind and stop again.

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84 SAILING BASICS

Types of spinnakerIn light and moderate breezes, the typical cruiser witha Bermudan sloop rig is underpowered when sailingdownwind. In these conditions, you can increase the sailarea to improve performance by hoisting a downwindsail such as a conventional or asymmetric spinnaker,

or a gennaker (sometimes called a cruising chute).

● Spinnaker Thisis a lightweight sailmade of nylon that isused to increase sailarea when sailingdownwind. It requiresa pole with uphauland downhaul, anda sheet and a guy.The sheet controls thesail, the guy controlsthe pole. These maybe duplicated oneach side.

WHAT IS A SPINNAKER?

Sheet

Guy

PoleLazy guy

LazySheet

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86 SAILING BASICS

Hoisting the spinnakerHoisting a spinnaker is best done on a very broad reachso that the mainsail will shield the spinnaker from thewind to stop it lling while it is being hoisted. For yourrst attempts at using a spinnaker, pick a light wind dayand sail in an open area where you have plenty of room.

● Foredeck crewAttach the spinnakerpole to the mast andraise it to about headheight on its track.

● Cockpit crew Use the uphaul anddownhaul lines in thecockpit to controlthe angle of the pole.

● Foredeck crew

Secure the spinnakerbag at both its endsto the guardrail toprevent it from goingover the side.

● Foredeck crew Lead the sheets andguys on both sidesof the boat from theirwinches throughtheir sheet blocks,and attach them to thesail’s clew and tack.

● Attach the halyard tothe head of the sail.

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87HOISTING THE SPINNAKER

● Helmsman Steeron a broad reach sothe spinnaker canbe hoisted in the leeof the mainsail toensure that it doesnot fill until you areready to sheet it in.

● Foredeck crewPull the halyardto hoist the sail inconjunction withthe cockpit crew.

● Cockpit crew Tailthe halyard on itswinch to take up theslack. Pull on the guyto bring the clew tothe end of the pole.

● Halyard Make surethat the spinnaker isfully hoisted.

● Pole angle Use

the guy to set thepole at a right angleto the wind.

● Pole height Setthe pole heightwith the uphaul anddownhaul so the clewand tack are level.

● Sheet Easethe sheet until thespinnaker begins tocurl at the luff, thensheet in slightly.

TIPS FOR SETTING THE SPINNAKER

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90 SAILING BASICS

End-for-end jibeWhen you need to jibe, you must change the set of thespinnaker from one side to the other. The technique used todo this varies, depending on the type of downwind sail beingused. When ying a symmetrical spinnaker, one commontechnique is the end-for-end jibe. It requires communication

and cooperation between the cockpit and foredeck crews.

● Foredeck crewTake the leeward

sheet, clip on thefree end of the pole,

and push the pole outto the new side. Thenunclip the other endof the pole from thewindward guy.

● Foredeck crew Withthe yacht sailing ona run, unclip the innerend of the spinnakerpole from the mast.This end of the polewill be the outer endonce the spinnakeris jibed.

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91END FOR END JIBE

● HelmsmanBear away to jibethe mainsail.

● Foredeck crewPull the unclippedend of the poletowards the mast.

● Cockpit crewProvide enough slackin the new guy.

● Foredeck crewClip the pole onto the mast whilethe spinnaker isblanketed by themainsail and notfully powered.● Cockpit crew Adjustthe sheet and guy toset the spinnaker onthe new tack.

● Cockpit crew Whenbeam-reaching under

spinnaker, keep thepole well forward butensure that it doesnot hit the forestayand break.

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92 SAILING BASICS

Dip-pole spinnaker jibeWhen the boat needs to jibe, the crew must set downwindsails on the other side. The technique used to do this varies,depending on the type of downwind sail being used. Use adip-pole jibe technique when you are ying a spinnaker withdouble sheets and guys.

● Helmsman Steeronto a run and givethe order to jibe.

● Foredeck crew Pullthe piston-release lineto release the old guyfrom the outer end ofthe pole.

● Cockpit crew Raisethe pole’s inner endand ease the uphaulto drop the outer endof the pole insidethe forestay.

● Cockpit crew Ensure the new guy

has plenty of slack init. Keep the sail fullby trimming it withthe guy and sheet.

● Foredeck crew Grasp the lazy guy,move forward to thebow and drop the guyinto the jaws of thespinnaker pole.

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93

● Cockpit crew Sheetin on the new guy tobring the clew to thepole end and movethe pole aft.

● Keep the mainsailsheeted in nearthe centerline.

● Foredeck crew Adjust the innerend of the pole ifthe control is not ledback to the cockpitfor adjustment.

● Cockpit crew Jibethe mainsail onto thenew tack.

● Helmsman Steeronto the new course.

● Helmsman Keepthe boat on itsnew course.

● Crew Trimthe mainsail andspinnaker to suitthe course andtidy up the sheets.

DIP POLE SPINNAKER JIBE

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94 SAILING BASICS

Reducing sailFor all sailing boats, there is a certain windstrength in which the boat is fully powered.Beyond this optimum wind speed, the boatwill be overpowered, will heel excessively, slowdown, and be harder to steer. This moment will

arrive sooner if the air is cold or the sea is rough.

● Consider reducing sail Whenthe boat starts to feel overpressed,heels excessively, and is hard tosteer, consider reefing. In general,reef early as it will be easier.(See also pp.194–97.)

● In rough seas You may needto reef to slow the boat downbecause of the sea state. Sailinga boat fast in steep seas isuncomfortable and may resultin a breakage.

WHEN TO REDUCE SAIL

● Furling headsail Furl in someof the sail to balance the amountof reefed mainsail (see p.60).

● Hanked headsail When usinga hanked headsail, lower thelarge headsail and replace itwith a smaller one, stowing thefirst sail below or in a locker.

REDUCING THE HEADSAIL

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95REDUCING SAIL

REEFING THE MAINSAIL

● Ease the mainsheetand boom vang,tighten the toppinglift, open the clutch,and ease the halyardaround the winchfor the crew to pull

the reefing pointin the luff down themast to the boom.

● Wind the reefing point in the leech down and outalong the boom until thefoot of the sail is taut.

● Roll up the excessand secure with sailties through thereefing eyes andunder the sail’s foot.Some yachts havelazy jacks (networksof lines betweenthe boom and mast)to catch the sail.

● Tension the main halyard , thenpull in the mainsheet and tensionthe boom vang.

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A secure berthAt the start and end of every trip you will needto negotiate the exit and approach to yourberth—in a marina or at a harbor quay. In thissection, you will learn how to maneuver theboat safely and keep it secure.

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98 A SECURE BERTH

FendersPlastic fenders are made in a variety of shapes and sizes.You should use at least four when lying alongside, and havesome spare in case someone berths alongside withoutenough fenders to protect both craft. The movement offenders can damage the gelcoat or paint on the hull. Prevent

this by hanging a fender skirt between the hull and fenders.

● Protect the hull Spread thefenders out along the widestpart of the hull, where thereis a possibility of contact with

the quay or another boat.● Strong attachment points Tiethe fenders to strong points suchas handrails or toerails.

● Avoid the guardrails Try notto attach the fenders to theguardrails or stanchions. If youhave to use the rails, try to tiethem next to a stanchion.

● Roving fender Have a fenderready to use where needed whenmaneuvering into or out of a berth.

WHERE TO PLACE FENDERS

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99FENDERS

● Height Adjust the height ofthe fender to protect the hullfrom the pontoon and to keepthe bottom of the fender clearof the water.

● Horizontal Many fenders have

an attachment point at top andbottom, and this can be usedto hang the fender horizontallywhen needed—for example, atthe bow or stern (see p.110).

JUDGING THE RIGHT HEIGHT

● Clove hitch Use this knot(see p.246) to tie a fender to anattachment point. It is quicker toundo if tied using a slip hitch.

● Temporary Use a quick-releaseclove hitch for short periods.However, it will work loose if leftfor a long time.

WHICH KNOT TO USE

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100 A SECURE BERTH

Mooring warpsWarps are mooring ropes used to tie a boat to a pontoon,quayside, mooring buoy, piles, or other boats. All warpsshould be strong enough to hold your boat and long enoughto allow for rise and fall in tidal waters. Mooring lines areusually secured to cleats on the pontoon or quay, and

knowing how to secure a warp to a cleat is a key skill.

● Bow and stern lines The bowline and the stern line positionthe boat in a berth. The furtheraway they are taken from theboat, the less adjustment isneeded as the tide rises or falls.

● Bow and stern springs Springsprevent the boat from movingahead or astern. They are notusually as long as the bow andstern lines, and will need tobe adjusted as the tidal heightchanges. The bow spring issometimes called the aft springand the stern spring is alsocalled the fore spring. Seealso pp.116–17.

● Fore-and-aft breast ropes Breast ropes are sometimes

used in addition to the four mainwarps to hold the boat closealongside. Breast ropes andsprings may be used alonewhen lying alongside a pontoon.

USING MOORING WARPS

Bow line

Fore breast rope

Bow spring

Stern spring

Aft breast rope

Stern line

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101MOORING WARPS

CLEATING A WARP

● Lead the warp around theback of the cleat.

● Make a full round turn around the base of the cleat.

● Take the rope across the topof the cleat and pass it behindthe upper horn, and then bringit back across the front to forma figure of eight.

● Add two or three further figure-of-eight turns to ensure sufficient

friction to keep the rope secure.

● Finish off by taking another fullturn around the base of the cleat.

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102 A SECURE BERTH

Choosing an approachOn arrival at a port or marina, you need to identify asuitable berth, then decide on your approach. Your choiceof berth may be made for you by a marina dockmaster orharbormaster, or you may be able to select your own. Onceyou have identied the berth you will need to decide on

the best approach to it—stern rst or bow rst.

● Approaching sternfirst Many moderncruisers handle verywell under asternpower, unlike someolder designs.

● Reversing in Approach stern firstinto wind or tide tohelp stop the boatand swing the bowinto the berth.

HOW TO APPROACH STERN FIRST

● Approaching bowfirst Many olderdesigns do not handlewell in reverse so youwill usually have toapproach bow first.

● Visibility If you arethe crew, sit down ifpossible to make sureyou are not blockingthe helmsman’s visionas the helmsman hasless visibility thanwhen reversing.

HOW TO APPROACH BOW FIRST

Securebow line

Motor towardspontoon

Stern swingstowards berth

Reversetowards pontoon

Securestern line

Bow swingsinto berth

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103CHOOSING AN APPROACH

● Speed Where thereis a tidal stream orcurrent and the windis either in the samedirection or opposed,approach the berthinto the tide as

slowly as possible,while retainingnecessary steerageway (see p.45).

APPROACHING INTO THE TIDE

● Positioning Approach slowly andaim to stop the boatparallel to the berthabout half a boatwidth to windward.Allow the boat toblow sideways intothe berth.

APPROACHING WITH AN ONSHORE WIND

● Angle In a strongoffshore wind thebow tends to blowdownwind as the boatslows down. Counterthis by leading thestern line furtherforward than usualand approach at asharper angle. Getthe lines ashore andsecured quickly.

APPROACHING WITH AN OFFSHORE WIND

Use the tide tostop the boatin the berth

Approachinto the tide

Wind pushesboat sidewaysinto the berth

Approach ata sharp angle

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104 A SECURE BERTH

Mooring alongsideWhen mooring alongside, you must decide on your approachwith reference to the wind and tide, and choose whether it isbetter to approach bow rst or stern rst. Modern cruisersoften handle well under power astern, giving you the optionof entering the berth stern rst. This gives the helmsman

a good view of the approach to the pontoon.

● Helmsman

Approach slowlyand allow for propwalk. Stop the boatalongside so that thecrew can step off.

● Shore crew Stepashore with thecoiled stern line.

● Helmsman If theyacht has a wheelrather than a tiller,stand forward ofthe wheel, lookingaft for a clear view.

● Shore crew Rigthe stern line and beready to step ashorewith it. Take care notto interfere with thehelmsman’s view.

APPROACHING STERN FIRST

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105

● Shore crew Makethe stern line faston a pontoon cleat.You can re-fasten itproperly later, withthe excess ropeon board, whenthe boat is secured.

● Deck crew Passthe bow line to theshore crew.

● Shore crew Makethe end fast on apontoon cleat.

● Deck crew Pull theslack back on boardand make the warpfast on a deck cleat.

● Shore crew Secure and adjustthe other warps to position theyacht in the berth.

● Shore crew Adjust the fendersto the correct height so they donot trail in the water.

MOORING ALONGSIDE

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106 A SECURE BERTH

● Shore crew Whenclose to the pontoonor shore, step ashorewith the bow line.Beware of the gapbetween the boatand pontoon and

try to step ratherthan jump.

● Helmsman Afterbriefing the crew,approach the berthinto the tide or windto be able to slowthe boat easily.

● All crew Rig bowand stern lines andprepare spring lines.Make sure you standout of the helmsman’sline of sight so hehas a good view ofthe berth.

● As the distancecloses, help thehelmsman byestimating theremaining distanceto the pontoon.

APPROACHING BOW FIRST

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107MOORING ALONGSIDE

● Shore crew Securethe bow line arounda cleat or bollard toprevent the yachtdrifting back onthe wind or tide.

● Deck crew Pass thestern line to the shorecrew, who secures iton a cleat.

● Shore crewIf theboat does not have

separate springs,take the end of thestern line forwardas a bow spring,but only use thismethod for a shortstop. Otherwise, itis much better touse a dedicatedwarp for each job.

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108 A SECURE BERTH

Stern-to or bow-toMooring stern-to or bow-to a pontoon or quay is standardpractice in areas such as the Mediterranean. Both allowyachts to pack more tightly into harbors than mooringalongside. Berthing stern-to provides easy shore access,but there is less privacy and you need to check that the water

is deep enough alongside for the rudder and propeller.

● Positioning Reversetowards your chosenspot and drop theanchor from the bowa few boat lengthsfrom the berth.

● Anchoring Toslow the boat, setthe anchor as youapproach the berth.

BERTHING STERN TO

● Deck crew Preparethe anchor and haveit ready to drop.

● Foredeck crewAt the skipper’scommand, lower theanchor and pay outthe anchor cable.

● Skipper When theboat approachesthe dock, order theanchor cable to besecured to set theanchor and to slowthe boat’s approach.

Dropanchor

Reverse towardsberth

Securesternlines

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109STERN TO OR BOW TO

● Helmsman Stand in front of thewheel for best control and a goodview of the berth.

● Crew Tie off and coil twostern lines and stand out ofthe helmsman’s line of vision.

● Helmsman Stopthe boat just shortof the pontoon witha short burst ahead.● Crew Step ashorewith the stern lines.

● Crew Secure thestern lines to cleats,which should ideallybe far enough apartto prevent the sternmoving sideways.

● You can also crossthe stern lines, sothat the port warpruns to starboardand vice versa.

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110 A SECURE BERTH

● Drop anchor As youapproach the berthbow-to, drop the sternor kedge anchor. Ifnecessary, use theanchor cable to helpslow the boat.

BERTHING BOW TO

● Keep bow away Rigand secure two bowlines, and tightenthe anchor cable tohold the bow awayfrom the pontoon.

● Permanent moorings Somebow-to berths have a permanentlylaid mooring for the stern linewith a pick-up line that runsto the pontoon. This makesit easy to pick up the line asyou approach the berth.

● Protect the hull Hang a fenderunder the bow to protect the hull.

Motorforwardtoward

pontoon

Dropstern

anchor

Securebowlines

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111STERN TO OR BOW TO

USING PILE AND PONTOON BERTHS

● Approach bow-to in most caseswhere there is a mix of piles andpontoons used to create bow- orstern-to berths.

● Approach the upwind pile firstunder power. If there is a cross

wind, lasso the pile with a loopof the stern line and leave slack.

● Lasso the second pile withthe other stern line.

● Motor in , taking care tokeep the stern lines clearof the propeller.

● Stop the boat just clear of thepontoon and make fast ashore

using two bow lines.

● Position the boat just clear ofthe pontoon and hang a fenderunder the bow to protect it.

Pile

Stern line

Crossedsternlines

Bow line

Motor inslowly

Point bowupwind toallow fordrift

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112 A SECURE BERTH

● Approach the berth with enough speed tobe certain that the boat will not slow downor stop before reaching the pontoon.

● Maintain sufficient speed to avoid driftingdownwind into the neighboring boat. Thestronger the wind, the more important itis to have enough speed.● Be ready to use reverse gear, or a stoppingspring, to bring the boat to a stop in its berth.

BOW IN, LEEWARD BERTH

● Reverse in , if you have good control and littleprop walk. Maintain sufficient speed to avoidbeing blown away from the pontoon.

● Use a strong burst of power in forwardgear to stop the boat, and get the warpsashore quickly.

● Come in at an angle from the leeward ofthe berth and swing into it if the boat will notreverse straight in a beam wind. Avoid otherboats and have a roving fender ready.

STERN IN, LEEWARD BERTH

Arriving at a marinaMarinas can provide safe berths and useful facilities, such asfuel, fresh water, showers, shops, restaurants, bars, repairyards, and chandlers. However, marinas can be crowded andnoisy and charges can be quite high. Communicate with themarina using VHF before you arrive and ask for assistance

berthing if you need it. Ask for another berth if the one youare directed to is too difcult to enter. Make sure thatyou brief your crew and have your warps and fendersrigged before you start the approach.

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113ARRIVING AT A MARINA

● Enter a wind astern berth slowly , bow first,if your boat does not handle well in reverse.

● Take the stern line and bow spring ashore tostop the boat, and put the engine into reverse.

● Beware of prop walk pushing the sternaway from the pontoon. A stopping spring,rigged from the middle of the boat, can beused on its own if you are short-handed.

● Reverse into the berth , if you have goodcontrol when motoring astern. When possible,this position is the best choice because itreduces drafts in the cabin.

● Use a burst of forward power to stopthe boat when you are alongside and quicklyrig the warps starting with the stern springand bow line.

● Motor fairly slowly into the berth bow first,aiming to windward of the pontoon.

● When the boat is to windward of the berth,put the engine into neutral or engage reversebriefly to stop the boat, and let the boat driftsideways into the berth.

● Wait for the wind to push the boatalongside the pontoon before steppingashore with the warps.

BOW IN, WIND ASTERN

STERN IN, WIND AHEAD

BOW IN, WINDWARD BERTH

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114 A SECURE BERTH

Leaving a marina berthAs the skipper, consider how the wind and tide will affect theboat as you leave the berth and as you exit the marina. Whileyou plan the exit, start the engine and allow it to warm up inneutral. Brief the crew on your plan and make sure they knowwhich lines you want released in which order. Once clear of

the berth, remove all warps and fenders, and stow them away.

● Spring the stern out if yourboat has good control underpower in reverse, and if thereis sufficient space.● Rig a spring from the bow toa pontoon cleat near the middleof the boat. Have a fender at thebow. Cast off other warps.

● Motor gently ahead Whenthe stern has swung out, engageneutral, slip the spring, thenmotor out astern.

WINDWARD BERTH, STERN FIRST

● Pull the boat back along thepontoon first if you do not havethe room to spring the sternout, or if your boat handlespoorly astern.

● Cast off the other warps andpull the boat back using thebow spring and stern line.● Motor out astern when theboat has reached the end ofthe pontoon and the crew areback on board with the warps.

Warp boatback along

pontoon

Springstern off

WINDWARD BERTH, STERN FIRST, RESTRICTED SPACE

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115LEAVING A MARINA BERTH

● Try using prop walk to pullthe stern clear of the pontoonas you motor astern if you arelying bow-in.

● If prop walk fails and pushes thestern onto the pontoon, springthe stern out then reverse out.● With a weak engine , the crewcan help by walking the boat backalong the pontoon using a sternline and bow spring.

● Start the engine , release thewarps, and push the bow off,before motoring straight out.This is the easiest exit route.

● Use the wind on the beamto push you off the berth.

● Recover the warps and theboat will blow away fromthe pontoon, allowing youto motor straight out.

● Be careful of other boatsmoored on your leeward side onthe opposite pontoon and have aroving fender ready in case youget too close.

LEEWARD BERTH, BOW FIRST

STERN TO WIND BERTH, STERN FIRST

HEAD TO WIND BERTH, BOW FIRST

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116 A SECURE BERTH

Using springs and warpsWhen mooring alongside a pontoon or quay, or whenrafting alongside another boat, it is important to stop theboat moving fore and aft under the inuence of wind, tide,or wash. So it is important to rig bow and stern springsto stop this movement. Springs are also very useful when

you need to turn the boat using its warps.

WHAT DO I NEED TO KNOW ABOUT RAFTING?

● Rafting When boats are stackedone outside the other beside apontoon or around a buoy, it isknown as rafting.

● Use your own linesAlwayssecure your own lines to the

shore or to the buoy.

● Springs Use springs to securethe boat to the neighboring boat.

● Mast alignment Position yourboat so that the mast is not in linewith that of the next boat in caseof clashing if the boats roll.

● When not to raft Try not to rafton the outside of a smaller boat.

Bow shore line

Bow breast line

Stern shore line

Stern breastline

Moordirectly to

the buoyRig breasts

and springsto other boats

Stern spring Bow spring

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117USING SPRINGS AND WARPS

TURNING USING WARPS AND TIDES

USING SLIP LINES

● Rig a stern line outside all riggingon the outboard side.Move the bow springto a cleat on theoutboard side andthe shore end to acleat aft of the boat.

● Release the bowline, stern spring, andstern line and pushthe stern out. Let thetide swing the sternout. Take up the slackon the new stern line.

● The turn will slowdown as the boat linesup with the tide. Makefast the new lines.

● Slip line This is awarp passing througha ring or around acleat or bollard ashorewith both ends

fastened on board.It allows the crewto release the warpfrom on board.

● How to leada slip line Lead aslip line up througha horizontal ringand down througha vertical ring. Thiswill stop the line jamming when yourelease and pullit aboard.

Warp led upthrough ring

Warp led downthrough ring

● Short-termholding Never riga line permanentlyas a slip, as this willchafe the middle of

the warp.

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118 A SECURE BERTH

Leaving bow rstTo leave bow rst, the bow must be pushed away fromthe pontoon to allow for the tendency of the stern to pivotagainst the dock as you steer away. The tide or a strongwind on the bow will help push the bow out. Alternatively,you can reverse against a stern spring for the same effect.

● Move the bowThe key to leaving aberth bow first is tomove the bow awayfrom the berth beforeyou motor away.

● Use a stern springYou can move thebow of a small boatby pushing it away.Otherwise, reverseagainst a stern spring(see p.100).

● Shore crew Position a fendernear the stern to protect the hullas the stern swings in when youreverse against the stern line.

● Shore crew Cast off (release)the bow line and all other warpsexcept the stern line, which youwill reverse against.

Release all linesapart from stern line

Reverse tomove out bow

Motor ahead awayfrom berth

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119LEAVING BOW FIRST

● Shore crew Tie a bowline in thestern line so it can be looped overa cleat for quick release. As theboat reverses, the stern line willact as a spring.

● Helmsman Reverse slowlyagainst the stern line until thebow swings out sufficiently.

● Shore crew Board the boat.

● Helmsman Engage forwardgear and motor away fromthe berth.

● Engage neutral so that the shorecrew can release the spring.

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120 A SECURE BERTH

Leaving stern rstIf the tide or a strong wind are on the stern, you will needto leave stern rst. The stern must be pushed away from thepontoon in order to motor out without rubbing the bow onthe pontoon. Rig a bow spring to motor against to force thestern to swing out. If there is a strong tide on the stern, it

will push the stern out against the spring.

● Move the stern outTo leave a berth sternfirst, move the sternclear of the berthbefore motoring away.

● Use a spring Movethe stern of a smallboat by pushing itaway. Otherwise, usea spring line to motorahead against.

● Crew Tie a fender nearthe bow at the correct heightto protect the hull when itswings in towards the pontoon.

● Shore crew Cast off the sternline and stern spring and passthem back on board for a crewmember on the boat to coil.

Motor aheadwith springattached

Stern swings out

Reverse out toopen water

Bowspring

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121LEAVING STERN FIRST

● Shore crew Cast off the bowline and signal the helmsmanto motor forward against thebow spring.

● Helmsman As you motorslowly ahead, the bow swingsin, protected by the fender,and the stern swings out.

● Helmsman When the sternhas swung out sufficiently,engage neutral.

● Shore crew Release the springand step aboard.

● Helmsman Reverse out ofthe berth.

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Anchoringand mooringAlthough marina berths are now the mostcommon mooring option in many sailing areas,all sailors need the skills and equipment toanchor or pick up a mooring buoy whennecessary, especially if you are sailingin an area without marinas.

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124 ANCHORING AND MOORING

Shallow waterSolidobject

Area ofpotential boat swing

Overlappingarea of boatswing

Area ofpotentialboat swing

Judging an anchorageWhen choosing an anchorage, consider the amountof shelter from wind, swell, and waves, depth of waterthroughout your stay, type of seabed, swinging room, easeof approach and departure under sail or power, and accessto the shore. Check the weather forecast before you anchor

and look for any predicted changes that may affect you.

WHAT MAKES A GOOD ANCHORAGE?

HOW MUCH SPACE DO I NEED?

● Swinging room Allow sufficientspace for your yacht to swing asthe wind or tide changes direction,without getting too close to otherboats, solid, fixed objects, or toshallow water.

● Seabed If possible, chooseto anchor in sand or firm mud,which provide the best holding.

● Avoid rock and soft mud Becareful when anchoring on rock,weed, or coral covered by thinsand, as these provide poorholding for most anchors. Verysoft mud also offers poor holding.

● Depth Make sure that there willbe sufficient depth of water evenat low tide.

● Shelter Choose a shelteredspot in which the wind and seaconditions are unlikely to changefor the duration of your stay. A baysurrounded by high hills usuallygives excellent protection.

● Similar types Yachts that areof similar types tend to swing inunison, which makes it possibleto anchor them relatively

close together.● Different types Motorboats,which do not have rigs or deepkeels, tend to have differentswing characteristics.

● Leave additional space If youare mooring in the same areaas other types of boat, be sureto leave extra space.

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125

Shallow water

Solidobject

Area ofpotentialboatswing

Boat swingson anchor toface wind

JUDGING AN ANCHORAGE

WHAT TO LOOK OUT FOR

● Rope ashore It may be possibleto prevent the yacht swinging atanchor by securing a stern lineashore, as shown on the left. Thisworks well in a nontidal area withdeep water close to shore.

● Use a tender You may need tocarry the line to the shore in atender and secure it to a largerock or other fixed object if nopurpose-made mooring pointis available.

● Space Avoid anchoring closeto other boats that are of adifferent type or have a differentcable or scope to yours.

HOW TO PREVENT SWINGING

● Fouling If your boat foulsanother that was anchoredbefore you arrived, it will beyour responsibility to move.

● Dragging Beware of your boator others dragging in strong

winds or gusts. Boats anchoredon short scopes or with rope areat particular risk.

● Weather Check the weatherforecast for likely changes inwind direction.

● Tide Know the time of highwater and whether the tide iscoming in or going out.

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Anchors and chainsAll cruisers should carry at least two anchors and more willbe required for long-distance cruising. Anchors vary fromthe classic Fisherman’s anchor that has several parts andwhich can be dismantled, to single, one-piece anchors suchas the Spade. All anchors have one or more ukes designed

to bury themselves into the seabed or hook onto rocks.

● The Plow This type of anchoris very popular. Most plowanchors have a hinged shank butsome have a solid construction.

WHAT TYPE OF ANCHOR SHOULD I CHOOSE?

● The Bruce This is a solid anchorwith large flukes and no movingparts. It is a good choice as amain anchor and stows well ona bow roller.

● The Danforth This anchor usesa hinged plate to form the flukesand a stock to prevent it rollingover. It is easy to stow on deckbecause it lies flat.

● The Spade A high-performanceanchor, the Spade is often carriedby cruisers. It is available inaluminum, galvanized steel,or stainless steel.

● The Fortress This lightweightanchor is made from aluminum.It has wide flat flukes, but theirhinge angle can be adjusted tosuit sand or mud bottoms. TheFortress can be dismantled.

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127

WHAT KIND OF ANCHOR CABLE DO I NEED?

HOW TO CALCULATE THE LENGTH OF CABLE

● Chain Stronger than rope, chainis much more resistant to chafeon the seabed while its weighthelps prevent the boat snubbingagainst its anchor.

WHERE IS THE ANCHOR STOWED?

● Stern anchor Some cruiserscarry a secondary anchor at thestern. It can be useful to usea stern anchor when mooringbow-to in a marina berth.

● Bow roller Most cruiserscarry their main anchor on abow roller. On some boats theanchor is stowed in an anchorwell in the foredeck.

● Rope The minimum scope whenusing rope cable is 5:1 but youshould aim for 8:1, that is, eighttimes the depth of water.

● Chain The minimum scopewhen using chain is 3:1 but youshould aim for 5:1, that is, fivetimes the depth of water.

Allow for any risein the tide andcalculate scope

for high tide

Allow ascope of5:1 for

chain

Add theheight ofthe bowto depthof water

Allow a scopeof 8:1 forrope cable

● Rope If a rope cable is used,it should be nylon, which hasgood stretch properties. Thereshould be a short length of chainabout 6.5ft (2m) between therope and the anchor to resistchafe on the seabed.

ANCHORS AND CHAINS

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Anchoring routinesDropping and weighing anchor relies on good communicationbetween the skipper and foredeck crew, who control theweight of anchor and chain. For safety, keep children awayfrom the foredeck, and have a crew member in the middleof the boat if it helps communication.

DROPPING ANCHOR

● Crew If the anchor and chainare stowed in an on-deck anchorwell, open and secure the lid andlift out the anchor.

● Crew With one person holdinga retaining line to the anchor,lay out the chain.

● Crew Take a turn of the chainaround a deck cleat to helpcontrol the anchor’s release.

● Crew Carefully put the anchorin position on the bow roller.

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129ANCHORING ROUTINES

● Helmsman Approachthe anchoring spot slowly,head-to-wind or tide.

● Crew If the anchor is not self-launching, carefully lift the backof the anchor and slide it forwardin the bow roller.

● Crew Keep tension on theretaining line to ensure thatthe anchor is not launchedprematurely. Inform the skipperthat the anchor is ready to go.

● Helmsman Stop the boat overthe anchoring spot and wait untilit starts to move astern. Instructthe crew to lower the anchor.

● Crew Lower the anchor undercontrol to the seabed, then payout chain hand over hand untila sufficient length has been letout for the depth of water, asinstructed by the skipper. Someboats have an electric windlassto assist in lowering and raising

the anchor.

● Crew When sufficient chainis out, secure the chain on thedeck cleat.

● Helmsman Motor gentlyastern to set the anchor andto check that it is not dragging.Then stop the engine and takeanchor bearings.

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● Anchor bearings Once theboat is anchored, take at leasttwo and preferably three or morebearings on prominent shorefeatures. Check these bearingsperiodically to ensure that theboat is not dragging its anchor.

WEIGHING ANCHOR

● Crew Point in thedirection of the anchorso that the helmsmancan motor slowlytowards it.

● Pull in the slackchain or rope as theboat moves forwards.

● Dragging If the boat begins todrag, let out more anchor chainor warp and, if the anchor bitesagain, take new anchor bearings.● Reposition If the boat continuesto drag, raise the anchor and tryre-anchoring in a different spot.

CHECKING FOR DRAG

300°C

(316°C)

(Dragging anchor)

Stationary at anchor

(049°C)

050°C010°C(016°C)

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131ANCHORING ROUTINE

● Crew When thechain is vertical,signal to thehelmsman.

● Helmsman Put theengine in neutral.

● Crew Break theanchor free fromthe bottom and pullit to the surface. Oneor two people canusually do it.

● When the anchorhas released fromthe bottom, tell thehelmsman.

● Crew Clean offmud and weed before

bringing the anchoron board and stowingit in its well. If theanchor stows onthe bow roller, pullit into place beforecleaning off the mud.

● Wherever theanchor is stowed,make sure it iswell secured.

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Using a mooringWhen you visit a harbor with visitors’ mooring buoys, choosea mooring suitable for your boat. Ensure that the mooring isstrong enough, that the water is sufciently deep for yourboat at low tide, and that there is enough room to swingaround the buoy with the wind and tide. Avoid picking up a

permanent mooring as its owner may return to claim it.

● Mooring buoy This is attachedby a mooring chain to a heavyground chain.

● Pick-up buoy A lightweight pick-up buoy is sometimes attached tothe main mooring buoy.

● Fore-and-aft moorings Theseare laid at the edges of narrowchannels to stop the boat swinging.

WHAT ARE THE PARTS OF A MOORING?

WHAT ARE FORE AND AFT MOORINGS?

Mainmooring

buoy

Heavyground

chain

Mooring chain

Pick-up line

Eye

Pick-upbuoy

● Shoal-draft cruisers Someboats can dry out comfortably onfore-and-aft moorings at low tide.

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133USING A MOORING

PICKING UP A MOORING

● Head into the tide , or thewind if there is no tide, keepingyour speed as slow as possiblewhile maintaining steerage way.

● Aim to stop the boat withthe bow alongside the buoy,

if possible. Use a boathookto pull the pick-up buoy aboard.

● Pull in the pick-up line untilthe eye in the line can be placedover a cleat on the boat.

● Use one of your own warps ifthe pick-up line looks suspect inany way. Tie it to the eye on thetop of the main mooring buoyusing a bowline.

● Make the mooring line fast toa deck cleat and let the skipper

know that all is secure.

SLIPPING A MOORING

● Helmsman Start the enginewhile briefing the crew. Plan aroute away from the mooring.● Foredeck crew Prepareto cast off the mooring whenthe helmsman is ready.

● Helmsman When you areready, say “Let go.”

● Foredeck crew Cast off themooring. Once it is released,call “All gone.”

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TendersThe most popular type of tender is an inatable dinghy.It is compact enough to be stowed on deck, at the stern,or, deated, in a locker. It can be rowed or powered byan outboard motor and is light and easy to carry ashore.Rigid dinghies are easier to row and more practical

for long-term cruising, but are often harder to stowand heavier to lift.

KNOWING YOUR TENDER

● A small inflatabledinghy This is themost popular typeof tender for useon cruising yachts.

● Floor optionsA rigid floor improvesthe performance ofan inflatable tender.This type of floor isusually removable.An inflatable flooris another option.

● Rowing It can bedifficult to row aninflatable as it tendsto scoot around ontop of the water.Practice until youbecome proficient.

● Outboard motor A small outboardmakes propulsioneasier, but you shouldalways be able to rowthe tender.

POWERING A TENDER

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135

● Tow behind Thetender can be towedbehind for short tripsin calm conditions.

● Gear Remove theoutboard, oars, and

other equipment,and tie the painterso that the tender’sbow is tight againstthe yacht’s stern.

● Alongside Incongested areas itmay be necessaryto tow the tenderalongside whilemaneuvering.

● Secure Use bowand stern lines anda stern spring onthe tender to holdit close to the sideof the yacht.

● On deck Aninflatable dinghycan be stowed ondeck but must bewell lashed down.It is usually best tostow it upside down.

● Locker A smallinflatable can befully deflated forstowing in a locker.

TOWING A TENDER

STOWING A TENDER

TENDERS

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Getting into a tenderAccidents can happen when using a tender so be careful,always wear a life jacket, and never overload the dinghy; ifnecessary, make two trips to transport the crew and theirgear. Ensure you have everything you need for safety, evenif it is a short trip. If you are using an outboard, check that

you have sufcient fuel and always carry oars.

● Rower Once thefirst person is sitting

down, climb aboard,keeping your weightlow, and sit down assoon as possible.

● Crew Use thepainter (mooringrope) to pull thedinghy close alongsidethe most convenientboarding spot on yourboat and hold it tight.

● First person Climbaboard, keeping yourweight low, thenmove to the sternto make room forthe next person.

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137

● Rower Once youare aboard and sittingdown, prepare theoars for rowing. Inmany small inflatabletenders, the oarsare stowed alongthe tubes.

● Third person Whenthe rower is ready,board the dinghyand sit in the bow.

● When the rower isready to go, cast offfrom the yacht andpull in the painter.

● RowerIf you needto balance the boat,

ask the passengers tomove their weight. Theperson at the sternmay have to sit to oneside to provide roomfor the rower’s legs.

GETTING INTO A TENDER

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Getting out of a tenderThe procedure for disembarking from a tender is the reverseof that for getting in (see p.136). It is important to keep theboat balanced; as each person gets out, those remainingshould adjust their positions to compensate. When everyonehas disembarked, secure the tender by its painter or bring it

on board. Stow or remove the oars when you disembark.

● Rower Use the oarsto hold the tender

close to the yachtas the bow persondisembarks.

● Bow person Keepyour weight low asyou climb out.

● All passengersKeep the rowerinformed about hiscourse and proximityto the cruiser as heis rowing facing aft.● Bow person Grabhold of the cruiserand prepare tosecure the dinghywith the painter(mooring rope).

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139

● Bow person Disembark, takingthe painter with you.

● Crew Make thepainter fast to a cleator other strong point.

● Rower Stow theoars or pass themon deck. Disembarkcarefully, keepingyour weight low.

● Stern person Prepare to moveforward to balancethe tender as therower gets out.

● Stern person Pass out any gear

that needs stowingbefore disembarking.

● If an outboard hasbeen used, bring itaboard the cruiserand stow it. Do notleave it on the tenderfor any length of time.

GETTING OUT OF A TENDER

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Living on boardCruising on a small yacht involves living in aconned space with the other crew membersfor the duration of the trip. Make it a greatexperience by learning to live and work aspart of a team, and adapting to the limitationsof the onboard facilities.

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142 LIVING ON BOARD

Sharing spaceWhen four or more crew are living on board, space on yachtscan be limited, so the skipper must explain to the crew theimportance of being tidy, stowing gear when not in use, andkeeping the boat clean and dry. Nothing reduces moralefaster than living in a damp, dirty boat with personal items

scattered about the small space.

KEEPING THE CABIN CLEAR

● Personal gear Stow

all personal items inthe lockers allocatedto you, and do notleave anything lyingaround on tables orseats as it may endup on the cabin floorwhen the boat heels.

● Keeping tidy Donot clutter workingspaces such asthe chart table orgalley with yourpersonal gear.

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143SHARING SPACE

● Cleaning schedule Clean thegalley, heads, and cabins regularly,depending on the size of the crewand boat, and weather conditions.

● Keeping record Note downwhere equipment and suppliesare stored, so you can find thingseasily without searching the boat.

WORKING TOGETHER

● Team work Cooperation isimportant for all jobs on the boat,not just sailing tasks. Organize arota for chores to ensure thateveryone participates in all thesailing and domestic jobs.

● Consideration Help crewmembers get good quality restwhen off watch by respectingtheir personal space. Limit brightlights in cabins at night, and keepunnecessary noise to a minimum.

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144 LIVING ON BOARD

Berths and stowageOn a cruiser for offshore passages, there should be a seaberth for every off-watch crew member and enough stowagespace for personal gear. Most boats are designed to provideas much stowage space as possible in a limited area. Thereis usually stowage space under each berth, inside the saloon

table, under the cabin oor, and in cupboards at the hull sides.

● Label and hang Hanglife jackets and safety harnessesin a dedicated, easy to accesslocker that is ventilated anddrains to the bilge to allowwet gear to dry.

● Dedicated lockers Thereshould be a dedicated lockerspace for as much equipmentas possible. Store crockeryin lockers where it cannot bethrown or tipped out of itsstowage when the boat heels.

● Personal kit Keep allyour personal kit neatly stowedin the locker(s) assigned to you,and do not leave the kit loose in

the main cabin (saloon).

HOW TO STOW GEAR

● Comfort under wayAll sea berths shouldbe fitted with lee-cloths or leeboards,which retain asleeping personin the berth whenthe boat heels.

USING LEE CLOTHS

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145BERTHS AND STOWAGE

● V-berth Manyyachts have aV-berth builtinto the forecabin.

● Best in port Berthsin the forecabin are

really only usablein harbor as themotion is usually toogreat in the bow toallow sleeping at sea.

FORECABIN BERTH

● Extra berths Inmost boats thesaloon settees alsodouble as berths.

● Pros and consBerths in the saloonare usually near themiddle of the boatwhere the motion isleast, but they arein a busy part of theboat and can be noisy.

SALOON BERTH

● Less motion An aft cabin berthcan provide a good sea berth asthe motion is usually muchless than in the bow.

● Double or split Double berthsare often fitted in the aft cabin.They can be difficult to sleepin at sea, unless they are splitwith a lee-cloth.

AFT CABIN BERTH

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146 LIVING ON BOARD

Cooking on boardAppetites generally increase while sailing, so it is veryimportant to provide sustaining food. It is essential thatmeals are prepared to suit the watch system and that thegalley is kept clean and tidy. Cooking is usually on gas, sothe skipper must brief the crew on safety precautions.

● Plan ahead Have a menu planfor your trip and provision theboat accordingly.

● Cook in advance If the boat hasa fridge or freezer, prepare mealsashore for a short cruise.

FEEDING THE CREW

● Ready-meals Have a stockof these in case of bad weatherand keep a container of chocolate,biscuits, fruit, raisins, and othersnacks for the on-watch crew.

HOW IS THE GALLEY ARRANGED?

● Sink Single ortwin sinks are usuallylocated near thestove close to thecompanionway.

● Fiddles High fiddleson counters hold pots,pans, and utensils inplace and preventspillages when theboat heels.

● Fridge A top-opening fridge is

fitted under thegalley worktop.

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147

● Stowage Stow the gas bottlein a self-draining deck locker.

● When not in use Turn offthe supply at the bottle, andat the cabin valve if fitted,when the gas is not being used.

● Gas alarm Fit and maintaina gas alarm and pump the bilgesfrequently to expel leaked gas.

● Ventilation Open hatches ifappropriate to let in fresh airwhen cooking.

● Gimbals Thesefittings permit thecooker to swingwhen the boat heels,allowing pans on topto remain horizontal.

● Pan clamps These

hold pots and panssecurely on thegimbaled stove.

COOKING ON BOARD

USING GAS SAFELY

● Crash bar Fitted inthe front of the stove,a crash bar providesan important handholdfor the cook.

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148 LIVING ON BOARD

Heads and plumbingMost heads contain a marine toilet, a small washbasin, andlockers for personal items. Some also have a shower withhot and cold water. The skipper should make sure that allcrew and visitors understand how to operate these facilities,especially the toilet. Mistakes here can make things very

unpleasant. Put clear instructions for use by the toilet.

● Shower Some heads havea shower facility with hot andcold pressurized water.

● Water use If a pressure

shower is fitted, make sure allthe crew know the limitationon the amount of water carried.

● Pressure system It is best toturn the pressure system off atsea and use a fitted hand-pumpto conserve water. There shouldalways be a manual fresh waterpump in both galley and heads.

● Compact arrangement Thetoilet and shower are usuallyfitted into a small compartmentwith minimum storage space.

● Cleanliness Always keep theheads clean or the compartmentwill quickly start to smell.

USING THE TOILET AND SHOWER

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149

● Sump pumps A shower tray isoften emptied by an electric pump,which may be mounted in its ownsump along with a float switch.

● Maintenance Clean showersump pumps regularly to preventthe build up of hair, which cancause a blockage. Check the floatswitch for free movement. Tightenstainless-steel clips on the hosesto ensure water-tightness.

● Bilge pump A yachtshould have at leastone high-capacitymanual bilge pumpto pump out waterthat collects in thebottom of the hull.

● Usability The pumpmust be fitted in aplace where it is easyand comfortable touse for long periods,with the handlestowed close by.

● Electric bilge pump Clean thepump strainer, and test the floatswitch and the in-use alarmregularly to prevent failure.

● Manual bilge pump Alwayshave a high-capacity manualbilge pump fitted to cope withany serious ingress of water,such as after a collision.

UNDERSTANDING THE PUMPS

Outlet abovethe waterline

HEADS AND PLUMBING

Outlet

Pump

Float switch

Removablelid

Multipleinlets

Sump body

Floatswitch

Outlet hose attachment

Pumpstrainer

Pump and handlelocated where itis easy to operate

Pick-up hose ledto deepest partof bilge and fittedwith a strainer

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150 LIVING ON BOARD

Electric power sourcesMost cruising yachts rely heavily on their electrical system.12-volt power is used to run navigation and communicationsequipment, lighting, entertainment systems, and a fridge.240-volt power is also used on many boats for domesticneeds. Consequently, there is a need to generate and store

sufcient power, and to be frugal in its use.

● Engine-charging An alternator

on the engine provides power tothe starter and domestic batterieswhenever the engine is running.

● “Smart” regulator Thisregulator increases the chargingefficiency and reduces the amountof time you have to run the engineto charge the batteries.

● AC battery charger Manycruisers have a battery chargerthat can be powered from anonshore AC power source.

WHAT DO I NEED TO KNOW ABOUT BATTERY POWER?

● Storage Power is stored onboard

in batteries, usually at 12 voltsDC. This is used when the engineis not running to power all theyacht’s electrical systems.

● Domestic batteries Tractionbatteries, often wired in series,in a battery bank, are the mostsuitable type for domestic powerneeds on board.● Engine start battery Thereshould be a separate batteryused solely to start the engine.

Domestic battery bank Engine start battery

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151ELECTRIC POWER SOURCES

● Shore power Most marinashave shore power stations on thepontoon that deliver AC power.

● Safety If the boat has an ACsystem, it should be kept isolated

from the 12-volt domestic systemand should be professionallyinstalled and maintained.

● Generator Larger yachtsoften have a dedicated generatorfor charging the batteries andgenerating AC current fordomestic equipment.

● Wind power A wind generatorcan deliver useful power tothe batteries. The equipmentshould be mounted high enoughso that the blades are well clearof head height to avoid injury.

● Solar panels Useful in sunnyclimates, rigid, semi-flexible, andflexible designs are available.

● Combined power Wind andsolar power together can provideenough power to run all thenecessary systems and minimizethe need for engine-charging.

● Water-driven generatorsEfficient power generation canalso be provided by a generatorattached to the stern and drivenby water flow.

USING AC POWER

WHAT ARE THE ALTERNATIVE SOURCES OF POWER?

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152 LIVING ON BOARD

Power usageUnless you spend a lot of time living aboard, it is easy toforget to conserve electrical power, with the result thatyou need to run the engine for many hours to replenishthe batteries. Your time spent cruising will be less noisy,cheaper, and simpler if you minimize your use of electrical

equipment and have efcient systems.

● 12-volt system Most boatsuse this system to power theirDC equipment, including

instruments, lights, and fridge.● 240-volt system Some boatsuse a 240-volt system to powerdomestic AC equipment suchas a kettle or a microwave oven.The AC system must have aseparate switch panel.

● Electrical circuit Equipmentsuch as fridges and lightsare controlled at a distributionpanel with switches andfuses or circuit breakers.

● Battery monitoring A battery-monitoring system is very usefulfor checking the amount of charge

or discharge in the system.● Battery charge Never let thebatteries run completely dead asit may damage them. Monitortheir state and recharge thembefore they get down to 20 percent of charge.

● Isolating switch Know where tofind the battery isolating switch incase of a problem in the electricalsystem. There should be a switchon each battery bank.

HOW TO CONTROL POWER DISTRIBUTION

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153

HOW TO CONSERVE POWER

● Use engine power Turn offany equipment not needed whenthe engine is not running. Chargephones and run other equipmentwhen the engine is running.

● Limit usage Restrict your

use of electrical items.

● Keep the fridge door closedAvoid opening the fridge door toooften, as this allows cold air toescape, which wastes energy.

● LED bulb Replace conventionalor halogen bulbs with LED bulbs

to reduce your energy usage.

MAKING USE OF AC POWER

● Shore power Plugging in to shore poweris a convenient way to get AC power on boardwhen in a marina. It will run a battery chargerand power domestic 240-volt equipment.

● Inverter An inverter converts DC powerto AC and allows you to run AC appliancessuch as a computer, phone charger, orkettle from your 12-volt system.

● Generator Larger yachts can use a stand-alone AC generator to provide AC power.

POWER USAGE

Calculate the size of battery bankneeded by working out the totaldaily power usage (multiply current

in amps by the length of time forwhich you expect to use each item),using the table on the right asa guide. Assuming you chargebatteries once a day and do notwant to discharge them beyond50 per cent of total capacity, yourbattery bank should be at leasttwice the size of your estimateddaily power usage. Do not skimpon the size of batteries andcharging systems. Batteriesthat are regularly run nearly deadbecause they are too small for thetask may fail in the rst year or two.

How much power?

ITEM

TYPICALCURRENTDRAW

Anchor light 1 ampTricolor light 2 ampInterior lights (each) 1 ampLog/depth sounder 0.5 ampGPS <0.5 ampVHF <0.5 ampCD player 1–5 ampAutopilot 4–10 ampWarm air heater fan 1–2 ampRefrigerator 4 amp

INVERTER

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Makinga passageOnce you have mastered essential boat-handling techniques, you will be eager to tryout your new skills by taking your boat safelyfrom one port to another. In this section, youwill nd a helpful introduction to the skillsof navigation and passage-making.

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156 MAKING A PASSAGE

Preparing a passageBefore you go sailing, even for a short trip, the skipper andcrew should check that the boat is ready for sea, that all itsequipment is in place and in working order, and that all thecrew understand its use. It is crucial that the safety gear isfully functional and that the crew know when and how to use

it. Remember to inform someone ashore of your itinerary.

● The plan If you are the skipper,allow time to brief the crew on

the plan for the passage.

● New crew Give a tour of all thekey equipment to any crew whoare new to the boat so that theyunderstand its use.

● Safety Explain to the crewthe safety equipment that iscarried on board, its location,and when it is to be used.

● Navigation Prepare a passageplan, noting details of weather,

tides, and other key information.

● Clothing Make sure that allcrew on board are equipped withthe right clothing and personalsafety gear.

● Notify Let a responsible personashore know what your plans areand the time you expect to returnor reach your destination.

BEFORE YOU SET OFF

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157PREPARING A PASSAGE

Equipment checklistMake sure you have all the basic equipment on board that you need for thetrip, and check that it is in working order before you set sail. Take the timeneeded to do a visual check of all systems.

ENGINE• Check fuel, oil, and water systems,

and the tightness of drive belts,seawater intake, impeller, and lter.

• Run the engine to warm it up beforeyou cast off. Check that coolingwater is being discharged.

• Check the propeller shaft’s sterngland and greaser, if tted.

• Check that the batteries arefully charged.

• Be sure that a suitable toolkit ison board, with sufcient enginespares, and other equipment.

BOAT EQUIPMENT• Check the condition of the anchor

chain. Know how much is available.Check that the end of the chain issecured on board to a strong point

that is easily reached.• Know your bilges—is she a dryor wet boat? Make sure that youknow what level of water is normalin your bilge.

• Check gas bottle ttings and piping,and test the gas alarm is working.

• Operate all seacocks. Ensureyou have bungs of the correctsize available.

• Have a waterproof ashlight with

spare batteries and bulbs.• Check that your navigation lightsand VHF radio are in working order.

• Close all hatches and ventilatorsthat may let in water.

SAFETY EQUIPMENT• Check that your rst-aid kit is

complete and up to date. Brief thecrew on its location and composition.• Check that you have safety harnesses

and life jackets in working order forall of the crew.

• Conrm that the life raft has been

serviced recently and that itslashings are secure.• Ensure that there are sufcient

usable ares and a foghorn on board.• Check that re extinguishers are

serviceable and in date.

RIG AND SAILS• Check masts and spars—look for

broken strands in standing rigging,cracks in ttings, loose pins or joints, damage, and metal fatigue.

• Check running rigging for frayingand chang.

• Check sails: seams, stress points,cringles, strengthening patches,battens, and earlier repairs.

NAVIGATION EQUIPMENT• Be sure to have an up-to-date chart

on board for your sailing area.• Have local tide tables, tidal atlas, and

local sailing instructions on board.

• Check that all the navigationinstruments are in working order.

GENERAL CHECKS• Check there are sufcient provisions

and water on board, with enough toallow for an unexpectedly long trip.

• Make sure your deck hardwareis working.

• Check all hatch seals for signsof leaks.

• Complete all necessary repair jobs.

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CommunicationTraditional means of communication, such as ags,lights, and sound signals, are still used at sea, but mostcommunications from a cruiser are carried out using a VHF(Very High Frequency) radio or mobile phone. While a phoneis useful for general communications, VHF is more reliable

for essential safety information and distress signals.

● VHFA VHF radio providesbroadcast communication

between yachts, other boats suchas rescue craft or commercialshipping, and marine shore andsafety services.

● Hand-held VHF radio Thisis commonly used as a backupand for use on deck or forcommunication when awayfrom the yacht. Most yachtscarry it in addition to a fixedVHF set with an external aerial.

● Cell phoneDo not rely

onyour cell phone for distress

and safety calls. It is designedfor use on land and may notprove reliable in an emergency(see p.161).

● Other methods ofcommunication These includesound signals using a foghornand specialized means of sendinga distress signal such as byemergency position indicatingradio beacon (EPIRB) (see p.161).

WHAT ARE THE COMMUNICATIONS OPTIONS?

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159COMMUNICATION

USING VHF

● VHF features A modern VHFset incorporates Digital SelectiveCalling (DSC). This sends a signalthat includes the yacht’s MaritimeMobile Service Identity (MMSI)number that works with the GlobalMaritime Distress and SafetySystem (GMDSS) (see p.284).● Alerts DSC VHF radios allow youto send a distress alert simply bypushing a red emergency button.

● Talking Think what you needto say, then speak slowly andclearly. Use the phonetic alphabetto spell out key words (see p.160).

● Talk button Remember to pushthe button in order to talk, andrelease it to listen to the otherside of the conversation.

Fixed VHF radio

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HOW DO I SEND A DISTRESS MESSAGE?

● Degrees of urgency A “SÉCURITÉ” signalis used for an important safety, navigational,or weather warning. Use a “PAN PAN” signalfor a serious situation for which you requirehelp—for example, if the boat has beendisabled, but is not in imminent danger ofsinking. Send a “MAYDAY” message if a vessel

or a person is in grave and imminent danger.

How to send a MAYDAY message“MAYDAY, MAYDAY, MAYDAY.

This is YachtDream, Dream, Dream .Mayday YachtDream .Marine Mobile Service Identity (MMSI) if known.My position is (latitude and longitude, orbearing and distance from a landmark).Yacht holed by a rock and in danger of sinking.

I have three crew.I require immediate assistance.Over.”

Phoneticalphabet

How to saynumbersUse the followingpronunciation:zero, wun, too, tree,fow-er, fe, six,sev-en, ait, nin-er;10 as wun zero; 22as too too; 537 asfe tree sev-en.

A AlphaB BravoC CharlieD DeltaE EchoF FoxtrotG GolfH HotelI IndiaJ JulietK KiloL LimaM MikeN NovemberO OscarP PapaQ QuebecR Romeo

S SierraT TangoU UniformV VictorW WhiskeyX X-rayY YankeeZ Zulu

How to send a PAN PAN message“PAN PAN, PAN PAN, PAN PAN.This is YachtDream, Dream, Dream .PAN PAN YachtDream .Marine Mobile Service Identity (MMSI) if known.My position is (latitude and longitude, orbearing and distance from a landmark).Yacht dismasted and engine disabled by ropearound propeller.I have three crew.

I require a tow.Over.”

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161COMMUNICATION

USING A FOGHORN

SENDING DISTRESS SIGNALS USING EPIRB

WHEN SHOULD I USE A CELL PHONE?

● Foghorn This device is essentialin fog (see p.192), but it can alsobe used when you need to makeyour intentions clear whenmaneuvering in close situations.● Mouth-blown horn This is theminimum requirement, but anaerosol or electric horn requiresless effort.

● Casual communicationA cell phone is useful for coastalsailing, but its main roleis for non-essential messages,such as booking into a marina,or calling up friends on shore.

● Distress communication Do not use a cell phone if aDSC VHF is available. It may beunreliable at sea and it cannotbe used by the rescue services

to determine your position.

● Emergency positionindicating radiobeacons (EPIRBs)These beaconsautomatically senda distress signal viathe GMDSS network

if the receiver getsimmersed—forexample, if theboat sinks.EPIRB

Land-, ship-,or aircraft-

based satellitereceiver

Signal pickedup by satelliteand transmittedto receiver

Satellite

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Buoyage and pilotageAlthough navigation marks can be found well offshore, theyare mostly encountered near land, around shipping lanes,or in coastal waters where they are used to identify dangersand safe channels. Buoyage is regulated by the InternationalAssociation of Lighthouse Authorities (IALA). There are two

systems: IALA A and B (see pp.164–65).

HOW TO RECOGNIZE DIFFERENT TYPES OF MARK

● Lateral marks These are positionedon channel edges.Their color and shapeindicates on whichside to passdepending on the

IALA system in use(see p.164).

● Cardinal marksThese warn ofhazards, such aswrecks. They arenamed North, South,East, and West. Stayto the north of a north

cardinal, and so on.

● Isolated dangermarks

These marksare used to indicateisolated dangers withsafe water all around.

● Color Cardinalmarks have differentcombinations ofyellow and blackaccording to themark’s sector(see opposite).

● Safe water marks Theseindicate safe water around theirposition and are used for mid-channel or landfall marks.

● Special marks These indicatea special area or feature, but arenot primarily intended to assistin navigation.

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163BUOYAGE AND PILOTAGE

UNDERSTANDING CARDINAL MARKS

● Sector A northcardinal is placed inthe 90º sector northof the hazard. The E,S, and W cardinalsare similarly placedin their sectors.

● Topmarks andlights Each mark istopped by two blackcones according to itssector. At night, themarks have differentlight characteristics.

Continuousshort flashes

North cardinal3 short flashes

Hazard

South cardinal

West cardinal

9 shortflashes

East cardinal

6 short flashesand 1 long

WHAT DO I NEED TO KNOW ABOUT LIGHTHOUSES?

● Light Due to its height andpower, the light on a lighthouseis visible from a long distance.

● Range A light’s range is markedon the chart and in pilot books. Ifa light appears over the horizon asyou approach, you can use a Risingand Dipping table in a nauticalalmanac to find its distance.

● Light sectors Lighthousesand some other beaconsoften use colored sectors(angles) to indicate safeand dangerous areas.

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● IALA A regions Red cans are left toport and green conesto starboard whenentering harbor.

● Color The keydifference betweenthe two systems isin the color usedfor lateral marks.Cardinal marks are

not affected.● Buoyage direction This is usually fromthe seaward directionand is usually obvious.Check your chartif the direction ofbuoyage is notobvious; it will bemarked using anarrow with two dots.

WHICH IALA SYSTEM APPLIES?

● IALA system A This system isused in Europe, Africa, Australia,India, and most of Asia.

● IALA B regions Green cans are left toport and red conesto starboard whenentering harbor.

A

A

B

B

B

● IALA system B This is used inNorth, Central, and South America,Japan, Korea, and the Philippines.

B

A

WHAT ARE THE DIFFERENCES?

A

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165BUOYAGE AND PILOTAGE

● A Preferred channelmark—here thechannel is to port.

● B Port-hand mark—red can.

● C Preferredchannel mark—here the channelis to starboard.

● D Starboard-handmark—green cone.

● E Posts use colorand topmark toindicate the correctside to leave them.

● A Preferred channelmark—here thechannel is to port.

● B Port-hand mark—green can.

● C Preferredchannel mark—here the channelis to starboard.

● D Starboard-handmark—red cone.

● E Posts use colorand topmark toindicate the correctside to leave them.

FOLLOWING CHANNEL MARKINGS IALA A

A

A

B

B

C

C

D

D

E

E

FOLLOWING CHANNEL MARKINGS IALA B

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Position and directionThe prime requirement of navigation is to know exactlywhere you are on a chart and be able to relate it to thesurrounding water and nearby land. Your position can beplotted on a paper or electronic chart using lines of latitudeand longitude as coordinates. Understanding direction

allows you to conrm a position and to plot a course.

● Parallels of latitude These“slice” the Earth laterally andthe slices are largest at theEquator and smallest nearthe poles.

● Latitude This is measuredat the center of the Earth alongthe prime (Greenwich) meridianfrom the Equator, and rangesfrom 0º–90º north and south.

UNDERSTANDING LATITUDE AND LONGITUDE

● Meridians of longitude These“cut” the Earth from pole topole. All meridians of longitudeconverge at the poles.

● Longitude This is measuredat the Earth’s center alongthe Equator from the primemeridian, and ranges from0º–180º east or west.

Parallelsof latitude

do notconverge

Parallelsof latitude

Primemeridian

Meridiansconverge

and meet atthe poles

Meridiansof longitude

EquatorAngle oflatitude

Angle oflongitude

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167POSITION AND DIRECTION

A variety of terms and symbols are used to record information oncharts and to write down bearings, headings, and other importantnavigational data. The symbols are recognized universally, eliminating(as far as possible) the risk of misunderstandings and enabling allnavigators to understand the calculations. You need to know andunderstand these symbols to be able to navigate successfully.

SYMBOL MEASUREMENT DEFINITION

°T Degrees true Sufx attached to a direction measuredrelative to true north, e.g., 095ºT.

°M Degrees magnetic Sufx attached to a direction measuredrelative to magnetic north, e.g., 135ºM.

°C Degrees compass Sufx attached to a direction measuredby the compass and not converted to ºTor ºM, e.g., 110ºC.

M Nautical mile The unit of distance at sea. A nauticalmile is equal to one minute of latitude(standardized at 6,076ft/1,852m). It isdivided into 10 cables (ca) or tenths of anautical mile. Each cable is 600ft (185m).

kn Knot The unit of speed used at sea. One knotis one nautical mile per hour.

m Meter The standard meter is used to displaydepth and height on charts. Meters aredivided into decimeters; 7.1m is shown

on charts as 71.fm Fathom The old unit of depth, equal to 6ft (1.8m),

sometimes found on older charts. Partsof a fathom are shown in feet, e.g., 38ftis shown as 62.

Using navigational terms and symbols

● Finding out your location A GPSset will tell you your position interms of latitude and longitudecoordinates. You can then plotthese coordinates onto a paperchart to find the position, orshow them on an electronic

chart displayed by a chartplotter.

HOW CAN GPS HELP?

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● Heading This is the directionin which you steer the boat. It ismeasured clockwise from north—either true, magnetic, or compassnorth. In this case the boat’sheading is 120ºT.

● Bearing This is the directionof an object from your position,or between two objects. Here thetower is on a bearing of 135ºTfrom the boat. From the tower,the boat bears 315ºT.

HOW TO MEASURE DIRECTION

● Compass This is the primarymeans of establishing direction.It shows direction relative tocompass north. This differs frommagnetic north and true north.The steering compass is usuallymounted near the wheel.

● Variation The magnetic northpole changes position annuallyand the difference from truenorth is called variation.

● Compass rose On the chart,a compass rose shows directionrelative to true north and tomagnetic north.● Deviation The differencebetween compass north andmagnetic north is called deviation.It is caused by local magneticfields in the yatch caused by lumpsof metal such as the engine.

E

102°T45°T

135°T

315°TS

TRUE NORTHTRUE NORTH

TOWER

W

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169POSITION AND DIRECTION

● Record Keep anote of your courseand speed. It maybe easiest to dothis in the cockpit.Transfer thisinformation later

to the main logbookkept below.

LOGGING YOUR POSITION

● Logbook This isused for recordingposition, course,distance run, andother crucialinformation. Youare required bymaritime law tokeep a logbook.Sample entriesare shown below.

TimeMake log entries atregular intervals

CourseDetail course required andcourse actually steered

RemarksInclude any useful

observations

LogUse the logreading tomeasure progress

Barometric pressureCan be used toforecast weather

WindRecord

wind strengthand direction

TIME LOGCOURSEREQUIRED

COURSESTEERED WIND BARO REMARKS

2230 574 060°C 065°C SW2 1005Extremely mistyand damp

0000 582 060°C 060°C SW2 1005Six knotsregularly

0045 588 060°C 060°C SW4 1005Yacht in sightstarboard bow

0200 594 060°C 060°C SW4 1005 Watch change

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Understanding chartsVital to navigating at sea, charts convey key data usingsymbols, colors, and contour lines. They record potentialdangers, locate navigation lights, buoys, and features onshore, and give depths and lines of longitude and latitudeto help x position and measure distance. Charts are

updated regularly as critical features change.

● Scale Refer to your largest-scale chart of the area as itwill provide you with the mostdetailed information.● Symbols Learn the mostcommon symbols and carry areference guide to the full list.Some examples of symbolsare shown opposite.

● Hazards Symbols are usedon charts to indicate dangers andareas of particular importance.

WHAT’S ON A CHART?

● Compass rose You will findseveral compass roses on thechart that act as an aid toestablishing direction.● Water depth On a chart, depthsshown are related to chart datumand are the lowest depths to whichthe water can be expected to drop.Different charts may show differentsoundings for the same area asvarious standards for chart datumare used. Check near the chart titlefor the datum used on your chart.

● Units Depths maybe shown in imperialor metric units.Check the chart title

to find out which isused on a particularchart.

● Contour linesThese lines joinpoints of equal depthon the chart and areextremely useful.

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171

● Rocks and wrecks The upper symbolindicates that rocksare awash abovewater at chart datum.The lower one warnsof a dangerous wrecknearby, of which themasts may be visible.

● Shoal The figurein the circle (above)shows the depth of ashoal (area of shallowwater) at chart datum— in this case 27½ft(8.4m). Shoals maycause rough waterin strong winds.

● Landmarks Someof these are ideal forfixing position at sea.The church spireshown above is302ft (92m) aboveMean High WaterSprings (MHWS),the average heightof a spring tide’shigh waters.

READING A CHART

● Buoyage Chartsshow the positionand type of buoys.The beacon tower(top) and twobeacons (below)are accompaniedby the letter G,indicating theyare green.

● Low-water depths On this chart, low-water depths arecolor-coded: dryareas are shown ingreen; 0–16ft (0–5m)depths in blue;15–33ft (5–10m)depths in pale blue;and deeper areasin white.

● Anchorage The symbol of theanchor (above) isaccompanied by thefigure 12, indicatingthat the water has aminimum depth of12m (39ft). The letterM indicates a muddyseabed or river bed.

UNDERSTANDING CHARTS

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Working on paper chartsIn spite of the sophisticated navigation systems available foryachts, navigating using a paper chart remains a vital skillfor sailors. You must be able to plot your position and shapea course to be safe in the fairly common event that yourelectronic systems fail, so learn to be procient when

working on a chart using the basic plotting instruments.

● Parallel rule The traditional

ruler used for chart work is aparallel rule, which allows you toestablish direction with referenceto the chart’s compass rose.

● Plastic plotter Consider usinga plotting instrument, which iseasier to use than a parallel rule.

● Pencils Use soft pencils,such as 2B, on charts to avoidpermanently marking them. Pickhexagonal ones as they are lesslikely to roll off the chart table.

● Pencil sharpener and eraser

Keep your pencils sharpenedand an eraser handy for unwantedpencil marks on the chart.

● Drawing compass A drawingcompass is used to draw arcsor circles on the chart.

● Magnifying glass This is usefulfor examining the fine detailson a chart.

● Dividers One-handed dividers,with a curved top, are easier touse than straight ones.

WHAT INSTRUMENTS DO I NEED?

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173WORKING ON PAPER CHARTS

● Dividers Use apair of dividers tospan the distanceon the chart youwant to measure.Then transfer theopen dividers to

latitude scale at theside of the chart toread off the distance.

● Scales Use the scaleat the sides of thechart, NOT at the topor bottom edges.

● Plotter Arectangular rulerwith a rotatingcompass rosefixed in the centeris used for plottingand establishing

direction onnautical charts.

● Direction Align oneedge of the plotterwith the line to bemeasured, then alignthe grid on the circulardial with the verticalor horizontal lineson the chart. Nowread off the directiongiven against thebearing line onthe rectangular ruler.

USING DIVIDERS

USING A PLOTTER

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Navigation instrumentsNavigation instruments include the compass to indicatedirection steered, performance instruments that measurespeed, distance, depth, wind speed and direction, position-nding instruments—GPS and chartplotter—and collisionavoidance instruments—radar and AIS (see p.176).

Information from all of them can be combined in many ways.

DO I NEED A HAND HELD GPS?

● Steering compass This is the mostimportant instrumenton the yacht. It isfixed in a position inthe cockpit where thehelmsman can see iteasily. The compassis lit for use at night.

● Hand-bearingcompass Use a hand-bearing compass fortaking bearings onother vessels, sea, orshore marks, and forestimating leeway

(see pp.182–83).

WHAT ARE THE TYPES OF COMPASS?

● Portable device A hand-held GPS providesbackup for the main unit and is useful in thecockpit or in a tender. Some hand-held unitscan display an electronic chart and functionas a small chartplotter (see p.176).

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175

● Electronic instruments Mostyachts are fitted with electronicinstruments to measure distancetraveled, speed, depth, and windstrength and direction. Theseinstruments are usually fittedwithin sight of the helm with

additional synchronized displayheads by the chart table.

● Depth and speed Informationsuch as speed, distance, anddepth can be shown on separateor combined displays.

NAVIGATION INSTRUMENTS

● Wind The direction of apparentor true wind is shown usinga direction arrow with a digitalwind speed display.

● Combining information When data from compassheading, boat speed anddirection, and apparent windspeed and direction are allavailable, the instrumentscan calculate true windspeed and direction.

● Multidisplay instruments These can show a variety of

information in a single displayhead. This is useful if spacefor displays is limited, if costis an issue, or for use as anadditional display at the charttable synchronized with individualinstruments in the cockpit.

MEASURING PERFORMANCE

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● Digital plotting A chartplotterdisplays an electronic versionof a paper chart on screen. Itcan show waypoints (see p.185),and, when connected to a GPS,it will indicate your boat’s positionand track.

WHAT IS A CHARTPLOTTER?

HOW CAN A RADAR HELP?

● Radar display This presentsits information in picture form.Some displays can overlay theradar plot on an electronic chart.The radar displays a picture offeatures within range, includingland, buoys, and other vessels.

● Electronic chart Linked to a GPS,these charts providereal-time informationon the boat’s track.You can watch yourboat’s progressdirectly on the chartand monitor factorssuch as cross-trackerror (see p.185).

WHAT DOES AIS DO?

● Automatic IdentificationSystem (AIS) Information fromthe AIS shows details of vesselsin your vicinity, including theircourse and speed.

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177NAVIGATION INSTRUMENTS

USING A MULTIFUNCTION DISPLAY

● Choice A multifunctiondisplay allows you to choosewhich information you wantdisplayed, such as the multipleperformance informationshown here.● Calculate By combininginformation from severalinstruments, the multifunctiondisplay can calculate and displayadditional useful information.

● Overlays A multifunctiondisplay can take in radar, AIS,and chartplotter informationto overlay one on the otheror combine and display themwith performance information.

DO I NEED A LAPTOP?

● Laptop computer This is a popularchoice for runningnavigation andchartplotting software.It can be set up tointerface with otherelectronic instrumentson board using theirNational MarineElectronics Association(NMEA) outputs.

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TidesWhen you sail in tidal waters, knowing the height of thetide and the direction and speed of the tidal stream isimportant for safe and accurate navigation. Areas withlarge tidal ranges may seem daunting, but they are notdifcult to cope with once you know the relatively simple

procedures for calculating tidal heights and streams.

● Tidal atlas You canuse a tidal atlas foryour area to find thestrength and direction

of the tidal stream.● Time Each page inthe atlas relates to anhour before or afterhigh water (HW) atthe standard portto which it refers.

● Other sourcesYou can also get tidalstream and heightinformation frommany chartplottersand smartphone apps.

HOW TIDE AFFECTS NAVIGATION

● Same direction If the direction(set) of the tidal stream is eitherdirectly ahead or astern, theboat’s course will not be affected.

Intendeddestination

Course unaffectedby tidal streamdirectly ahead

Actual course due tothe effect of the tide

● Tide at an angle In this situation,the strength of the tidal stream(drift) will determine how farthe yacht is pushed off course.

Intendedcourse

Intendeddestination

Direction oftidal flow

Speed intenths ofa knot

1 1 , 2 3

1 2 , 2 4

0 2 ,0 5

1 1, 2 3 0 5, 1 0

0 4 , 0 9

0 5, 1 01 1 ,2 2

1 1 , 2 2

0 1 ,0 2

0 1 , 0 2 0 4 , 0 9

11,2 30 8 ,1 6 0 7, 1 5

0 3 , 0 7

0 2 , 0 5

1 0 , 2 0 0 4 , 0 9

0 9 , 1 9

0 8 , 1 7

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179TIDES

● Tidal curves These illustratea cycle of spring or neap tides.

CALCULATING TIDAL HEIGHT

● Wind with tide When the wind isblowing with the tide, the frictionbetween wind and water is lowand the sea remains fairly calm.

● Wind against tide With windagainst tide, the friction betweenwind and water is increased andwaves are formed.

HOW TIDE AFFECTS SEA STATE

Before high water- 6 - 5 - 4 - 3 - 2 - 1 0 + 1 + 2 + 3 + 4 + 5 + 6

Hours After high water

M et er s

Spring tides

Neap tides

MHWS Heightof land objectsfrom mean highwater springs

Spring range Difference betweenMHWS and mean lowwater springs (MLWS)

Neap range Heightdifference betweenMHWN and MLWN

Height of tide Verticaldistance betweenchart datum and

sea level

Chart datum Usedto measure soundings

and drying heights

Sounding Depth of theseabed belowchart datum

Drying height Height abovechart datum ofa feature thatis sometimesexposedMHWS

MHWN

MLWN

MLWS

● Use They are used to calculatethe depth between high and lowwater at any specific time.

+11+10+9+8+7+6+5+4+3+2+10

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Finding your positionThe navigator must record the course steered, distancerun, number of times course altered, and the leewayexperienced. These records are used to plot the DeadReckoning (DR) and Estimated Position (EP). A DR positionis calculated using distance sailed from a known point on

a known heading. An EP also factors in the effect of the tide.

● Plot the water track from a

known point (A), using the coursesteered as recorded in the logbook,and mark it with one arrowhead.

● Mark the DR position (B) byusing dividers (see p.173) tomeasure off the distance sailedin the last hour according to thelog. Use the standard plottingsymbols (see p.183) to mark thewater track and the DR position.

● Plot the EP , by finding the tide’s

set (direction) and drift (speed)for the last hour using the tidalatlas, the chart, almanac, orelectronic source (see pp.178–79).

● Plot the set of the tide from theDR position by drawing a line onthe correct bearing, and mark itwith three arrowheads.

● Measure the amount of tidaldrift along the line using dividersand the latitude scale on thechart. Draw a triangle with adot in the middle to mark the EP.

HOW TO PLOT THE DR AND EP

Last known,or estimated,

position

Watertrack

DR positionB

A

EP

DR

Plot tidal

set anddrift

Watertrack

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181FINDING YOUR POSITION

● Use a hand-bearingcompass to measurethe bearings of threelandmarks or chartedobjects (such asbuoys), each about60° from the next.

This is known asa three-point fix.

● Plot their bearings on the chart. Theintersection of thesebearings will form atriangle, or “cockedhat,” that indicatesyour position.

● Note the ranges of three or moreidentifiable radartargets in quicksuccession, to fixyour position in the“cocked hat” wherethe three rangearcs cross.

● Radar bearings

are not as accurateas radar ranges souse radar rangeswhenever possible.

HOW TO TAKE A FIX BY COMPASS

USING RADAR

Position

Buoy

Size ofcocked hatindicatesaccuracy

Buoy

Tower

A largetriangleindicatespossibleerrors

ALLOWING FOR ERROR

● Never assume You may not beat the exact position marked onthe chart. Errors in measuringdistance sailed, course achieved,or tidal set and drift can easilyintroduce considerable errors.

● Estimate possible errors Draw a circle of uncertaintyaround your EP. When shapinga course from the EP, alwaysassume you are at the closestpoint to any dangers.

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● Open the dividers to thedistance you expect to sail inthe next hour, using the scaleon the side of the chart.

● Place one point of the dividers on C and mark where the otherpoint meets the ground track (D).

Join C and D to mark the watertrack—the course to follow.

Shaping a courseSetting a course to steer you safely from your departurepoint to your destination is known as shaping a course.A vital skill for accurate and safe navigation offshore,this process requires a chart of the area, plotting tools(see pp.172–73), information about tidal streams (see

pp.178–79), and a compass (see p.174).

● Mark your desired ground track (course relative to the seabed) onthe chart from A to B. Measure itslength with the dividers and findthe distance using the chart scale.

● Plot the tide direction from (A).Use dividers to mark the amountof drift in 1 hour (C). Mark the linewith three arrowheads.

A

C

B

B

Tidal driftin 1 hour

Startingpoint Destination

D

Water trackC

A

Desired ground track


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183SHAPING A COURSE

● Steer the course determinedby the navigator, and the boatfollows the desired groundtrack from A to B to reachits destination.

● Monitor tide, wind, and leeway every hour during a long trip. Thetidal atlas gives hourly figures forthe changing tide. Adjust yourcourse as necessary.

● Once under sail , use a hand-bearing compass to take a bearingon the wake. The differencebetween this and the back bearingon the main compass is the leeway.

● Adjust the water track towindward to allow for leewayin order to calculate the correctcourse to steer.

Boat follows “course to steer” toachieve desired ground track

A B

Course to steer

A

C

B

C

Courseto steer

Using symbols

FixPosition lineTransferred

position line

Dead reckoning positionWater trackGround trackTidal stream

or current

Waypoint

Estimated position

Navigators plot courses and positions using symbols to savespace and avoid confusion. Standard symbols are shown here.Time is written using 24-hour-clock notation and should includethe time zone (for example, 1415 GMT).


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185SHAPING A COURSE

● Cross-track error (XTE) A GPScan monitor the XTE (the amountthat the yacht has strayed fromits planned course) from A to B.

● Leeway Here, the XTE DC iscaused by greater leeway thananticipated. By monitoring theXTE, the navigator can correctthe heading to compensate.

USING WAYPOINTS TO NAVIGATE

● Velocity made good (VMG) This is the speed at which youare closing on your objective.

● Sailing to windward It is usefulto know your VMG when you aresailing upwind and are unable topoint at your destination.

● Calculation A GPS calculatesthe VMG and ETA at yourdestination (B) by dividing thedistance achieved from A–Dby the time taken to reach C.

● Waypoints Thepositions stored intoa GPS's memory arecalled waypoints.

● Information Byentering waypoints

along your route, theGPS can calculatethe distance, bearing,and estimated timeof arrival (ETA) fromyour position.

GO TO CURSOR

Waypoint 1

A

B

A

C

C

D

XTE

AVOIDING CROSS TRACK ERRORS

USING VMG

D

B

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Avoiding collisionsThe International Regulations for the Prevention ofCollisions at Sea (Col Regs) specify the responsibilities of alltypes of craft. They apply to all vessels, and it is essentialthat you learn the most common rules. The skipper of asmall boat has exactly the same responsibility for avoiding

collisions as the skipper of a large liner or supertanker.

● Keep to starboard All vessels,whether under sail or power,must stay close to the starboardside of a channel, so that theypass port to port.

● Give boats a wide berthIf crossing a busy shippingchannel, pass behind largevessels and give them aswide a berth as possible.

HOW SHOULD I PASS?

● Keep clear when overtaking Anovertaking vessel must keep clearof the one being passed, even if itis a sailing boat that is overtakinga power boat. The onus to keepclear continues throughout thepassing maneuver.

Boats passport to port

Overtakingboat alterscourse tokeep clear

HOW SHOULD I OVERTAKE?

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187AVOIDING COLLISIONS

● Opposite tacks When sailingboats are on opposite tacks, theone on port tack must keep clearby tacking or, as above, by alteringcourse to pass behind the boat ona starboard tack.

● At night Under sail at night itcan be hard to identify the vesselthat should give way, especiallywhen one boat is sailing on a runand the other is close-hauled onport tack. The port tack boat mustassume she has to give way.

● On the same tack When sailingboats are on the same tack, thewindward boat must keep clearand steer to pass behind theleeward boat.● Early action Keep a good lookout and if you are the give-wayvessel, make sure to take earlyand clear action, which is obviousto the vessel that has the right ofway (stand-on vessel).

● Stand on or giveway? The concept

of there being (atleast) one give-wayand one stand-onvessel in any potentialcollision situation isfundamental.

● Identify In daylight,imagine the sectorsof the navigationlights (see p.188) toassess the situationas you approach otherboats on a potentialcollision course.

WHEN SHOULD I GIVE WAY?

Starboard tack

Windwardboat

Leewardboat

Port tack

This boat ison the other’sport side and

must give way

This boat isthe stand-onvessel

This boat isovertaking andmust give way

DO I HAVE RIGHT OF WAY?

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Navigation lightsThe International Regulations for Preventing Collisionsat Sea (the Col Regs) specify the type, size, layout, arc,and distance of visibility of lights to be used by all typesof vessels. Various combinations indicate, among otherpossibilities, whether a boat is anchored or under way,

under sail or power, or shing or trawling.

● Dinghy under 23ft (7m) Under sails or oars,this type of boat must carry a flashlight toshow a white light when required.

● Boat up to 23ft (7m) Under power butcapable of less than 7 knots, this type of boatmust have a fixed all-round white light.

● Boat under sail (under 66ft/20m) Boats in

this category may use sidelights and sternlights combined in a masthead tricolor light.A separate stern light and sidelights muststill be fitted for use under power, witha steaming light, as for a powerboat of asimilar size (opposite).

● Boat under sail (over 23ft/7m) These mustshow red and green sidelights, each coveringan arc of 112.5º. The stern light must bevisible over an arc of 135º. Under 66ft (20m),the sidelights can be combined in one lantern,or a tricolor light may be used (see above).

WHAT LIGHTS SHOULD BE SHOWN AT NIGHT?

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189NAVIGATION LIGHTS

● Boat under power (under 66ft/20m) These can combine their stern and mastheadlights. Sidelights may be combined in a singlebow-mounted light.

● Boat under power (under 165ft/50m)

Boats of this type must show a mastheadsteaming light, visible over a 225º arc,positioned above the sidelights.

● Boat under power (over 165ft/50m)Large power-driven vessels are requiredto show two masthead steaming lights.The forward light should be positionedlower than the aft light.

● Boat under sail (over 66ft/20m) Boats ofthis size must use two separate sidelights anda stern light. They may not use a tricolormasthead light, but they can choose to showthe optional sailing lights that are often usedon large sailing vessels.

● Under power at night Use theother powerboat’s light sectorsto decide when you must giveway. If you are in the white orred sectors, give way; if you arein the green sector, stand on(maintain your course and speed).

WHAT ARE THE NAVIGATION LIGHT SECTORS?

Starboardsidelightsector—112.5ºfrom dead ahead

Port sidelightsector—112.5º

from dead ahead

Stern light sector—135º arc between sidelight sectors

Deadahead

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Sailing at nightTo enjoy the experience of night sailing fully, you and yourcrew must make preparations before darkness falls. Foryour rst night-time passage, try to have at least one crewmember who has had experience of night sailing. At night,all vessels must display navigation lights according to

their size and type (see p.188).

● Lights Before sailing, checkall navigation lights, flashlights,

and electronic navigation aids.Replace any broken bulbs anddead batteries.

● Reference Make sure thatyou have a comprehensivereference book aboard, because itcan be difficult to rememberall possible light combinations(see p.188).

WHAT SAFETY MEASURES ARE NEEDED?

● Nightfall As dusk falls, dresswarmly and wear a safetyharness, which should be clippedon at all times when on deck.

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191SAILING AT NIGHT

● Watch system When settingout on a passage of more thana few hours, operate a definedwatch system that allows allcrew members to have timeoff watch for rest and sleep.

● Tasks Use a watch systemthat divides the crew into twoor more watches, one of whichis responsible for the sailing ofthe yacht, while the other restsor prepares meals.

● Traditional system Arrangewatch systems to run frommidnight to midnight, splitting the24 hours into periods of on-watchduty and off-watch rest (see left).

● Four-hour watches Four-hourwatches at night may be too longwhen sailing conditions aredifficult. Adjust to suit your needs.

● Personalized system If you arean experienced skipper, you candevise your own system to suitthe needs and size of your crewand the length of the passage.

● Keeping time Make sure

everyone understands theimportance of being on time fortheir watch. Be early, not late.

USING A TRADITIONAL WATCH SYSTEM

● Lookout Theon-watch crewmust keep a regularlookout since it is veryeasy to be takenunawares by a shipappearing over thehorizon, especiallyfrom astern.

Day 1 Day 2

Team A on watchTeam B resting

0000HRS

0400

0800

1200

1600

1800

2000

2400

KEY

Team B on watchTeam A resting

Mealtimes

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Sailing in fogFog is possibly the greatest of all dangers a sailing craftcan face—even greater than rough weather to a small boat,as visibility can be reduced to near zero. This makes youvulnerable to collision with another craft or the shore.Do not put to sea unless you are certain that the fog is

land-bound and that conditions at sea are clear.

● Before sailing Check theweather forecast and notethe visibility in your area.

● If you are already at sea Plotyour position immediately andat frequent intervals thereafter.

● Be visible Turn on yournavigation lights.

● Avoid other boats Head forshallow water away from shippingchannels. Use the depth sounderto aid navigation.

● Be prepared Put on life jacketsbut do not use safety harnessesin case of collision.

● Radar reflector If your boatdoes not have a permanentlymounted radar reflector, hoista removable one on a halyard.

● Foghorn Use a mouth-operatedor aerosol foghorn to make theappropriate sound signals, asshown on the right, for yourtype of vessel.

WHAT DO I NEED TO DO WHEN FOG SETS IN?

WHAT EQUIPMENT DO I NEED?

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193SAILING IN FOG

When at sea in fog, be sure to make regular sound signalsto indicate your presence and activity. The signals below arethe most relevant ones but carry a reference book on board.

Long blast Bell Rapid bell GongShort blastKEY

Making wayunder power

One long blast with the foghorn,sounded every two minutes.

Under waybut notmaking way

Two long blasts with the foghornat two-minute intervals.

Aground—under 328ft(100m)

Three bells, rapid ringing, threebells, at one-minute intervals.

▲ ▲ ▲

▲▼▲▼▲▲ ▲ ▲

At anchor—under 328ft(100m)

Rapid ringing of the bell forward inthe boat, at one-minute intervals.

▲▼▲▼▲▼▲▼

▲

Under sail One long blast and two shortblasts with the foghorn, soundedevery two minutes.

Pilot boaton duty

Four short blasts with the foghorn(under way or making way) everytwo minutes.

▲▼▲▼▲

At anchor—over 328ft(100m)

Rapid bell ringing forward,gong sounded aft, every minute.

Aground—over 328ft(100m)

Three bells, rapid ringing, threebells, a gong sounded aft,every minute.

▲ ▲ ▲▲▼▲▼▲▼▲ ▲ ▲

What sound signals should I make?

▲▼▲▼▲▼▲▼

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Sailing in strong windsThe denition of rough weather depends less on the windstrength than it does on the experience of the crew, the typeof boat, the state of the sea, and the course you are sailing.Every skipper must know the strengths and weaknesses ofthe boat, its gear, and its crew, and must have tactics for

dealing with heavy weather.

● Hatches Make sure all hatchesare closed and secured. Checkwith the skipper before openinga hatch in rough weather.

PREPARING FOR ROUGH WEATHER

● Life jackets In rough weather,always wear life jackets on deckand in the cockpit.

● Harness Use safety harnessesand lifelines in rough weather toensure the safety of the crew ondeck and in the cockpit.

● Comfort Adjust life jacket andharness straps so that they aresnug but comfortable (see p.16).

● Secure Clip the lifeline onlyto strong fittings or to thededicated jackstays (see p.20).

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195SAILING IN STRONG WINDS

● Reefing Reef early (seepp.94–95), when you first thinkit might be necessary.

● Balance Reef the mainsail and jib in proportion to keep the boatbalanced without excessiveweather or lee helm.

● Rough seas In heavy weather,rough seas are usually more of aproblem than the wind strength.

● Shelter Head for shelter beforebad weather hits but bewaretrying to enter a harbor on a leeshore, where seas will build up.

● Storm sails Practiseusing storm sailssuch as a storm jiband trysail (insteadof a mainsail).

● Change early Ifyou think that youneed to use stormsails, change to thembefore conditions gettoo dangerous towork on deck.

MANAGING SAILS AND COPING WITH ROUGH SEAS

USING STORM SAILS

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● Preparation If you know badweather will arrive soon, preparein advance. Cook and eat a mealbefore the weather gets roughand dress warmly to prepare forthe bad weather.

● Tactics Your choice of tacticswill depend on the design of theboat, the severity of the weather,and your closeness to shore.

● Heave-to The normal procedureis heaving-to (see pp.82–83)under a deeply reefed mainsailand storm jib.

● Motor-sail Some moderncruisers can motor-sail towindward with just a deeplyreefed mainsail.

WHAT STORM TACTICS SHOULD I USE?

Heave-to

Lie a-hull

Tow a drogue

Sail under bare poles

Use a sea anchor

● Sail under bare poles Runningwith all sails lowered can be agood tactic if the boat is easyto steer and you have sea room.● Tow a drogue Streaming adrogue (an object towed over thestern) or trailing a warp (opposite)slows the boat and helps hold thestern into the waves.

● Lie a-hull Remove all sailsand lash the tiller to leeward,

or wheel to windward.

● Use a sea anchor This is aparachute-like arrangementmade of nylon and connectedto the boat by a stretchy nylonrope (see opposite). It may bemore comfortable than heaving-toor lying a-hull. This can hold theyacht’s bow into the waves andreduces downwind drift.

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197SAILING IN STRONG WINDS

● Reef early Reducesail early (see p.94)so that you do nothave to do it when

conditions worsenand working ondeck becomesmuch harder.

● Race boatsRacers often sailover-canvassed, butdo not do this whenyou are cruising.

HOW TO SLOW THE BOAT

● Trail warps If thereis plenty of sea roomto leeward and if it istoo rough to heave-to,steer downwind andslow the boat bytrailing a warp or

towing a drogue. Tyinga heavy object in themiddle of the warp willkeep it submerged.

● Rig a sea anchor Attach the warp ofa sea anchor to theend of the anchorchain. Let out atleast 10–15 times theboat’s overall length.

Trail long warps,160ft (50m) ormore, in a loopbehind boat

Steer boatdownwind

Steer boatupwind

Attach a seaanchor tobow usinga nylon warp

MANAGE YOUR SAIL AREA

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UnderstandingweatherWeather is critical to sailors, who depend onwind for propulsion but for whom the “wrong”strength or direction of wind can make sailingslow or even dangerous. Fortunately, there ismuch weather information available today tohelp the sailor.

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200 UNDERSTANDING WEATHER

Weather informationToday, weather information based on advanced computermodels and satellite information is available from a rangeof providers, giving mariners a level of detail that wouldpreviously have been thought impossible. Use as manysources of information as possible to build a good picture

of the weather you can expect.

WHERE DO I FIND FORECASTS BEFORE I SAIL?

● Printed weather forecastsThese are often posted dailyon marina, harbor office, andsailing club notice boards.● Public radio Most countrieswith a coastline broadcast marineor shipping forecasts, usually withforecasts split into sea areas.

● Coastguard Weather forecastsare available from the coastguardvia VHF radio.

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201

● Synoptic chart Detailed synopticcharts, as shown above, showingmovement of fronts, pressuresystems, and wind strengths anddirections, can be downloadedfrom the internet.

● Weather fronts Indicated bya line of triangles or semicircles,these are perhaps the mostimportant features to look forand are explained in more detailon p.206.

● Advice Harbor and marina staffcan often provide good weatheradvice for their area and on anylocal weather effects.

● Discuss Improve your weatherknowledge by discussing the

forecast information with othersailors and your own crew.

VIEWING ONLINE WEATHER FORECASTS

UNDERSTANDING FORECASTS

WEATHER INFORMATION

● Content Forecasts usuallyinclude gale warnings, generalsynopses, and any expectedchanges over the next 24 hours.

● Changes Make it a habit tocheck all available sources before

you sail, and look for any changesin barometric pressure.

● Water conditions A varietyof forecast information is availableincluding water temperatures, asshown above, or wave heights.

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● Navtex receiver Weather, navigational,and safety informationcan be displayed ona Navtex system for aselected area. Somereceivers have built-

in printers and others,as shown on the left,use only an LCDscreen to displayinformation.

● Weatherfax system Thisprovides access to a range ofweather information, includingocean frontal positions and galewarnings up to 96 hours from thetime of issue, and charts of similarquality to those on the internet.● Receiver Weatherfaxtransmissions can be received ona dedicated receiver. Weatherfaxsoftware may also be installedon a computer that is linked toa radio receiver.

USING NAVTEX

● Electric barometer Thisinstrument displays pressureand changes over time on agraphical display that can alsoshow temperature, humidity,time, and other information.

WHAT DOES WEATHERFAX DO?

ELECTRIC BAROMETER HOW CAN IT HELP?

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203WEATHER INFORMATION

● Gridded Binary (GRIB) files These are small output filesgenerated by computer weatherforecasting models, at least daily.

● Useful data GRIB files displaydata such as wind speed anddirection, ocean currents, seastate, and temperature.

● Hand-held anemometers These helpto measure wind speed, but cruisers oftenhave fixed units that give wind directionas well as speed and are usually more

accurate than the hand-held units.● Psychrometer This instrument isused to measure temperature andhumidity. It provides information ondew point (the temperature at whichexcess water vapor in warm aircondenses into droplets) and isalso useful for predicting fog.

Hand-held anemometer Psychrometer

DO I NEED HAND HELD EQUIPMENT?

WHAT ARE GRIB FILES?

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Interpreting forecastsDespite the sophistication of modern weather forecasting,there is still no substitute for direct observation andrecording at sea to enable the sailor to determine themost likely short-term weather and to evaluate the accuracyof the forecast. In order to interpret forecasts, it is useful

to understand basic weather concepts.

● Highs Areas of highpressure with cold airsinking are calledanticyclones. Theygenerally bringgood weather.

● Lows Areas of lowpressure with warmair rising are calleddepressions. They

often bring strongwinds and heavy rain.

WHAT ARE DEPRESSIONS AND ANTICYCLONES?

● Northern hemisphere Windblows clockwise around high-pressure systems and counter-clockwise around low-pressuresystems north of the Equator.

Cold air sinking

LowLowHigh

High

Warm air rising

Northern hemisphere Southern hemisphere

Northern hemisphere Southern hemisphere

● Southern hemisphere Windblows counterclockwise aroundhigh-pressure systems andclockwise around low-pressuresystems south of the Equator.

Warm air rising

Cold air sinking

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205INTERPRETING FORECASTS

● Satellite images Weathersystems show up well on satelliteimages, which can be downloadedfrom the internet.

● Fronts The position of weatherfronts can be deduced from cloudcover, as in this depression seenapproaching the British Isles.

Weather forecast termsTERM MEANING

Gale warnings Imminent (within 6 hours); Soon (within 6–12hours); Later (more than 12 hours after forecast)

Strong winds Average wind above Force 6 to 7 expected

Fair No precipitation expected

Backing Wind direction expected to change incounterclockwise direction

Veering Wind direction expected to change inclockwise direction

Visibility good Greater than 5nm (5.75m/9km)

Visibility moderate Between 2–5nm (2.3–5.75m/4–9km)

Visibility poor Less than 2nm (2.3m/4km)

Sea moderate Wave height 4–8ft (1.25–2.5m)

Sea rough Wave height 8–13ft (2.5–4m)

Sea very rough Wave height 13–20ft (4–6m)

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Weather frontsUnderstanding the passage of a frontal depressionand the associated changes in conditions is importantfor the cruising sailor. Depressions are often forecast inadvance, but their speed and direction of movement canbe unpredictable. It is an advantage if you can make your

own judgments, based on observation.

● Direction Mid-latitude depressionstend to travel fromeast to west in bothhemispheres.

● Fronts Depressionsare associated withfronts, which are theforward edges of anadvancing air mass.

WHAT IS A DEPRESSION?

● Warm front Theleading edge of amass of warm air (thewarm sector) pushingover cooler air is awarm front. It maycreate heavy rainand poor visibility.

● Cold front Theleading edge of amass of cold airpushing underwarmer air is acold front. Showersand thunderstormsmay follow it.

● Occluded front A fast-moving coldfront cathes up thewarm front ahead inan occluded front.Its effect dependson the temperatureof the air ahead.

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207WEATHER FRONTS

HOW DO I SPOT A DEPRESSION?

WHAT ARE THE KEY INDICATORS?

● Passing depressionThis example of anorthern hemispheredepression is shownfrom the point ofview of an observerlooking north.

● Successionof fronts In turn,a warm front, awarm sector, anda cold front passin front of theobserver’s position.

● Clouds Changesin the cloud coverprovide good cluesto the passage ofthe depression.

● Cumulus or cumulonimbusclouds These huge, heaped cloudsoften mark a cold front.

● Squalls There may be heavyrain, fierce gusts and squalls,and sometimes thunderstorms.At the cold front, the wind usuallyveers sharply north-west.

● Cirrus clouds These thin, highclouds, which are composed of icecrystals, indicate an approachingdepression 12–24 hours away.

● Speed The speed and extentof the cirrus clouds are guides tothe depth of the depression, alsoindicated by a fall in air pressure.

PLAN VIEW

SIDE VIEW

Directionof travel

Occludedfront

Rain

Warmfront

Coldfront

Cloud

Position ofobserver

N

Cumulusclouds

Cirrusclouds

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Wind speedThe Beaufort Scale was created by Admiral Sir FrancisBeaufort in 1805 to help sailors estimate wind speed byobserving conditions on sea or land. To get an accuratemeasurement of wind speed, use an anemometer. A xedrather than hand-held anemometer will provide direction

information as well as speed.

Beaufort Scale

FORCE MEAN SPEED DESCRIPTION ASHORESmoke rises vertically and agshang limp.

0 Less than1 knot

Calm

Smoke drifts slightly, indicatingwind direction.

1 1–3 knots Light air

Light ags and wind vanesmove slightly.

2 4–6 knots Light breeze

Light ags extend outwards.3 7–10 knots Gentle breeze

Paper lifted off the ground.Small branches move.4

11–16 knots Moderatebreeze

Small trees sway visibly and topsof trees move.

5 17–21 knots Fresh breeze

Large trees sway and wind whistlesin telephone lines.

6 22–27 knots Strong breeze

Whole trees are in motion. It isdifcult to walk against the wind.

7 28–33 knots Near gale

Twigs are broken off trees. Progresson foot very much impeded.

8 34–40 knots Gale

Chimney pots and slates blownoff roofs. Fences blown down.

9 41–47 knots Severe gale

10–12 48+ knots Storm tohurricane

Trees uprooted and considerablestructural damage likely. Extremelyrare inland.

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209WIND SPEED

● Windex Fixed to themasthead (far left),a Windex indicatesthe wind direction.

● Anemometer Thisinstrument (nearright) sends winddirection and speeddata to a display unit

in the cockpit or atthe chart table.

CRUISER SAILINGWAVEHEIGHT

SEA STATE INOPEN WATER

Becalmed. Use engine. 0m (0ft) Mirror-like water.

Very slow sailing upwind. Downwindspinnaker hard to keep lled.

Less than¼ft (0.1m)

Ripples form onthe water.

Slow sailing upwind with little heel.Spinnaker lls downwind.

Up to1ft (0.3m)

Small wavelets withsmooth crests.

Pleasant sailing. Spinnaker lls andsets well downwind.

Up to3ft (0.9m)

Large wavelets withcrests starting to break.

Hull speed achieved by most yachts.Some small cruisers start to reef. Up to5ft (1.5m) Small waves andfrequent white horses.

Medium-sized cruisers start to reef.Crew wear and clip on safety harnesses.

Up to8ft (2.5m)

Moderate waves andmany white horses.

Most cruisers reefed. Wear and clip onharness. Seek shelter if inexperienced.

Up to12ft (4m)

Large waves, white foamycrests. Spray likely.

Seek shelter or sail away from land toride out any forecast storms. Familycrews may have problems coping.Most cruisers deep-reefed.

Up to20ft (6m)

The sea heaps upand waves break.Much spray.

Use a deep-reefed mainsail and smallheadsail. Close and secure hatches andcompanionways against water. Onlyessential crew should be on deck.

Up to25ft (8m)

Moderately high wavesof greater length thatfrequently break.

Danger of knockdown. Some crews maycontinue to sail; others heave-to or runbefore. Depending on the sea state,a trysail could be set.

Up to30ft (10m)

High waves withbreaking crests andying spray.

Stay well away from coastlines. Survivalconditions. Danger of 90º knockdownsand full capsizes.

30–52ft(10–16m)

Very high waves. Seabecoming heaped up andwhite. Visibility affected.

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Daily changesIf you are sailing near the coast in settled conditions, theweather you experience will change throughout the day. Thiseffect is known as the diurnal weather variation. It is causedby the sun heating the land, and to a far lesser extent, thesea. Understanding diurnal effects enables you to predict

wind speed and direction changes during the day.

● Cumulus Earlyconvection currentsproduce smallcumulus clouds andvariable winds. Deepclouds indicate thatthe good weathermay not continuethrough the day.

READING CLOUDS AND SKY

● Enlargingcumulus Cumulus

may increase insize. Large cloudswith high tops mayproduce rain showers.Stronger gusts withwind shifts are foundnear the clouds.

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211● Mixed cumulus Larger cumulonimbusmay develop amongsmaller cumulus.These areas are veryactive and can produceheavy showers andeven hailstones.

● Thunderstorms Arising air mass undera large cumulus orcumulonimbus cloudmay produce athunderstorm. Heavygusts and big windshifts occur at thebase of the storm.

● Clear skies As theland cools, convectioncurrents die and theclouds disappear. Withnightfall, the landcools quickly as thereare no clouds to trapthe heat. An inversion(a condition in which

warm air lays on topof cold air) may form.

● Dawn mist At dawn,winds will be verylight or calm and fogmay develop. Near toland, the fog is likelyto evaporate as thesun rises and warmsthe ground.

DAILY CHANGES

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Land effectsWhen sailing close to shore, the effects of land may havea major inuence on the weather you experience, unlikewhen sailing offshore where the prevailing weather systemdetermines the conditions. From simple effects such aswind shadows to more complex ones such as sea and land

breezes, the land has an impact on the sailing conditions.

UNDERSTANDING SEA AND LAND BREEZES

WHAT HAPPENS IN THE LEE OF HIGH LAND

● Sea breeze Asthe land heats up,warm air begins torise, forming a low-pressure area whichdraws in cold air fromover the sea, creatingan onshore breeze.

● Land breeze Thesea breeze fades asthe land cools and airabove it starts to sink.Warm air above thesea now starts to rise,creating an offshorebreeze that may blowthrough the night.

● Wind shadow Highland creates a windshadow in its leeas the wind lifts overthe land and blowsfor some distancebefore sinking backto sea level.

Warm air

Warm air

Wind

Lee side

Calm waters

Cool air

Cool air

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213LAND EFFECTS

KNOW THE IMPACT OF HEADLANDS AND BAYS

● Acceleration The wind oftengathers speed around headlands,creating gusty conditions,especially when it is blowingnearly parallel to a coastline.

● Steep valleys Wind can be

channelled along a steep-sidedvalley creating strong gusts thattravel some way offshore in linewith the valley.

● Corners When rounding aheadland from the leeward side,be prepared for a large increasein wind strength on the windwardside of the headland.

● Tidal streams These streamsoften accelerate off a headland.If the stream is running againstthe wind, it can cause a rough sea.If tide and wind are together, theapparent wind speed increases.

● In the lee Sailing in the leeof a headland or steep shorelinethe wind may be light if it isblowing offshore, but be preparedfor a significant increase in windstrength as you move fartheraway from the land.

● Off-lying dangers Bewareof rocks and shoals close to theheadlands that may pose a hazardand can cause rough seas.

● Waves Watch for waves beingbent around a headland androlling into a bay. This effect canturn an attractive anchorage intoan uncomfortable one.

● At anchor When anchoredin a bay, check the forecast forany change in wind directionthat could turn the bay into adangerous lee shore.

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Wind, tide, and depthWhile the weather you experience when coastal sailingwill be affected by proximity to the land, the wind directionrelative to the land, strength of a tidal stream and itsdirection relative to the wind, and depth of water will alsohave an impact—sometimes a major one. Variations in any of

these factors can cause a major change in sailing conditions.

WHAT EFFECT CAN WIND AND TIDE HAVE?

DEEP AND SHALLOW WATER WHAT ARE THE EFFECTS?

● Wind and tide

together Theseconditions provide fora fast passage, whensailing downwindwith flat seas, andcomfortable sailing.

● Wind and tide

opposed Sailing towindward with thetide is likely to beuncomfortable asthe wind against tidecreates steep waves.

● Running with wind

against tide Runningdownwind in rough,wind-against-tideconditions, the boatmay roll, which makessteering difficult.

● Depth of water This influencesthe type of waves created when thewind blows.

● Shallow water In shallowerwater waves will be lower, closertogether, and steeper than indeep water, and will break earlier.● Short, sharp seas Sailing insteep waves in shallow watercan be very uncomfortable.

● Deep water Waves may behigher in deep water, especiallyif a strong wind has been blowingfrom one direction for a while, butthey will be further apart, and willbe less steep, at least until theystart to break. They are alsousually easier to sail in.● Slowing the boat If sailingupwind in steep waves becomesuncomfortable, slow the boatdown by reducing sail (see p.94).

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215WIND, TIDE, AND DEPTH

KEEPING CLEAR OF PROBLEMS

● Plan ahead When planning apassage (see pp.156–57) alonga coastline, consider differentscenarios according to whetherthe wind is offshore or onshore.

● Rough conditions Overfallsare turbulent waters caused bya sudden change in depth, anuneven bottom, or where twotidal streams meet.

AVOIDING OVERFALLS AND TURBULENT SEAS

● Avoiding hazards Look for chartsymbols (see pp.170–71) thatindicate overfalls and avoid themin strong winds, as conditions inthese areas can be very rough.

● Lee shore Be careful to avoidbeing caught on a lee shore indeteriorating weather conditions.Strong onshore winds can bevery dangerous.

Longer route—safest in onshore

winds

Departure point

Shortest route—OKin offshore winds Destination

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Repairs andmaintenanceModern sailing yachts have many systemsthat must be regularly maintained, andrepaired when necessary. All boat ownersneed to understand what is needed and evenoccasional sailors should become familiarwith essential boat maintenance skills.

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218 REPAIRS AND MAINTENANCE

Engine careAs well as being used for propulsion when needed, theengine also charges the batteries. Carry out regular checksand maintenance to ensure the engine functions reliably.Clean fuel and dependable cooling are important for enginereliability. Always check the oil level and cooling water

before starting the engine.

● Avoid spillage Take care whenrefueling not to mix up the waterand fuel fillers and make sure notto spill any diesel into the wateror get water into the fuel filler.Some boats have a fuel capthat needs to be opened witha winch handle.

● Carry sufficient fuel Make sureyou have enough fuel for the entire journey, even if you are intendingto sail, as running out of fuel is one of the main causes of enginefailure. On long passages carryspare fuel in plastic fuel cansand also carry a funnel.

MAINTAINING FUEL LEVELS

● Engine accessMost yacht enginesare situated underthe companionwaysteps, which areremovable forengine accessand maintenance.

HOW TO ACCESS THE ENGINE

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219

● Oil levels Check the engineand gearbox before you startthe engine. Ensure the levelon the dipstick is betweenmaximum and minimum.

● Oil change Check your engine

manual for the recommended oilchange intervals and carry spareoil and oil filters on board.

● Gearbox oil Your gearbox mayrequire special oil. Make sure youhave spare gearbox oil on board.

TOPPING UP THE OIL

● Heat exchanger Check thelevel of fresh water in the heatexchanger before you start. Topup if necessary.

● Cooling water When you startthe engine, make a visual checkof the exhaust to make sure thatcooling water is being pumped.

● Raw water filter Shut offthe cooling-water seacock, thenremove any seaweed or otherdebris that may be sucked intothe engine from the filter.

ENGINE CARE

CHECKING THE COOLING SYSTEM

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Simple repairsEvery cruising yacht should have sufcient tools and spareparts on board to enable basic repairs to be carried out atsea, so that the boat can get back to harbor. The selectionof spare parts that you need to carry depends on the type ofboat that you own and the distances you sail.

● Don’t wait Deal with smallproblems immediately before theyescalate into a major situation.

● Crew Know the skills of the crewso that you can use their expertiseto help with repairs.

● Maintenance logbook It is usefulto have a logbook in which younote the maintenance schedulesof all the equipment on board.

● Notebook Have a repairs andmaintenance notebook so thatyou can keep track of jobsto be done.

● Tool kit Have a basic toolkit, which contains the mostcommonly used tools, in anaccessible spot, so that itcan be easily grabbed whena job needs doing.

● Spares Stow spare parts andless commonly needed tools ina dry locker. Keep a list of thespares you carry aboard andupdate it when items are usedfor reference when restocking.● Imagine A good way to spend anight watch is to imagine problemscenarios and their solutions.

HOW CAN I BE WELL PREPARED?

● Get familiar Makesure you know the keyparts of the engineand what to look for incase of a breakdown.

● Skills If you areunsure how to doessential repairs,ask an expert toshow you, thenpractice the skillsyou have learned.

KNOW YOUR ENGINE

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221

Some of the vital and most useful spares and kits are listed below. Considercarrying replacement units for essential items that are not repairable.

• Spark plugs and coil (gasoline

engine)• Injectors (diesel engine)• Repair kits for fuel and water

pumps with seals and impellers• Set of hoses• Oil lters and fuel lters• Sets of gaskets, seals, and O-rings• Fuel• Oil and grease• Fuel antibacterial additives (diesel)• Spare ignition key

• Sail repair kit (p.227)

• Sticky backed sail repair tape• Piston hanks• Whipping twine• Mainsail slider• Rope—spare lengths of

various sizes• Shackles—assorted• Bottlescrew• Clevis pins

• Split pins and rings• Bulldog clamps and riggingwire—a length equal tolongest on board

• Marine sealant• Underwater epoxy• Waterproof grease• Petroleum jelly• Paint and varnish

(minor repairs)• Epoxy glue and llers• Fiberglass tape and cloth• Nails, screws, and

bolts—assorted• Wood—assorted pieces

Choose tools of the best possible quality for use aboard your boat. Cheapertools will quickly deteriorate in the damp conditions prevalent at sea. Keepyour tools lightly oiled and stored securely. The following list is an exampleof the contents of a tool kit that would be useful for making basic repairs.

• Power drill (12 volts), drill bits,and screwdriver bits

• Hand drill and bits• Brace and bits• Pliers and electrical pliers• Hammers and a mallet• Set of chisels• Files• Flashlight• Mirror (to see into conned spaces)• Bolt cutters

• Screwdrivers—all headtypes and sizes, includingelectrical screwdrivers

• Wrenches—an assortment,including an adjustable wrench

• Socket set• Mole wrench• Electrical wire terminal crimper• Wire cutter• Hacksaw and spare blades• Wood saw

ENGINE SPARES ASSORTED SPARES

• Fuses—all types used on board• Bulbs—including navigation lights• Terminal ttings• Connecting blocks• Soldering iron and solder

• Wire—assorted sizes• Tape—insulating andself-amalgamating

• Batteries (for ashlights etc.)• Distilled water (to top up batteries)• Hydrometer (for checking batteries)

ELECTRICAL SPARES

SIMPLE REPAIRS

Basic tool kit

Useful spares

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Steering maintenanceA failure in the steering system will disable the boat andcould put it in imminent danger if close to the shore oranother vessel. In strong winds, it is likely to result in aknockdown. Check the system before sailing and maintainall the parts regularly. It is sensible to have an alternative

steering method and to practice using it.

● Greater reliability One of thebig advantages of tiller steeringis its simplicity and reliability.

● Potential weak points Theonly areas where it can fail isa problem with the rudder orits fittings or, more commonly,a tiller breakage.

● Transom-hung rudders It iseasy to inspect these rudders andto check the fittings which attachthem to the transom.

MAINTAINING TILLER STEERING

● Less reliability Wheel steeringhas more components to fail than

tiller steering, and these may bein an area that is hard to access.

● Cable drive This is the mostcommon system on medium-sized cruisers. Check for strandedcables and pulleys that are out ofalignment. Replace or repair anydamage immediately.

● Hydraulic system Check forleaks, which often warn of failure.Carry spare seals and hoses.

MAINTAINING WHEEL STEERING

● Spade- or skeg-hung rudders In these designs, the rudder shaftpasses up through the hull anddeck. Check that there is no slackin the bearings. If you find there isslack, have them replaced.

● Rudder loss If the shaft failson a spade rudder, it could fallout through the bottom leaving alarge hole. Carry a suitably-sizedsoftwood bung to seal the hole.● Spares Carry a spare tiller.

● All systems Check for tightnessor stiffness in the system by

turning the wheel from lock tolock, and check the shaft bearingsfor wear. If problems are found,have them checked by an expertand repaired immediately.

● Spares Carry a spare drivecable and fluid for hydraulicsystems. Remember to carryan emergency tiller even whenwheel steering.

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223STEERING MAINTENANCE

● Some wheel-steered boats havea removable cover in the cockpit,which gives access to the top ofthe rudder stock and allows anemergency tiller to be fitted.

● Check that the emergency tiller fits properly into the rudder headand practice fitting and using itwith your crew.

HOW TO USE EMERGENCY STEERING

COPING WITH RUDDER FAILURE

● Preparation If you are theskipper, be prepared for a totalrudder failure and have a systemworked out for your boat. This isdifficult to achieve in most boatsand you will need to practice it.Do not be surprised if it takesseveral attempts to find a systemthat is suitable for your boat.

● The emergency tiller is likely tobe very short and you may haveto rig lines from it to winches oneither side to control it.

● If your autopilot connectsdirectly to the rudder at therudder quadrant, use it foremergency steering if awheel-steering system fails.

● Drogue You can tow a droguebehind the boat with a bridle toeach quarter to allow for steering.

● Jury-rig steering Anotherapproach is to make a steeringoar with a plywood blade lashedto the spinnaker pole along withsome chain to weight it.

Shorten theport bridle toturn to port

Shorten thestarboard bridle to

turn to starboard

Steering using a drogue

Use winches tocontrol the bridle

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Rig checks and repairsWhatever the size of your craft, the condition of its rig andrelated ttings is critical for handling efciency and safety.Most equipment should require little maintenance, but youmust check it regularly for wear and the appearance ofsmall cracks that indicate stress damage.

● Check the rig This will involveat least an annual trip to themasthead unless you unstepthe mast when laying up theboat for the winter.

● Go aloft Have at least onehelper to hoist you aloft and usea spare halyard as a safety line.

● Terminals Check rigging wireswhere they enter terminals andlook for any signs of corrosionand frayed strands.

● Wire Replace the stainless-steel wire at least every 10 yearsor immediately if you find brokenstrands or corrosion at terminals.

THE RIG WHAT TO CHECK

● Fittings Look for corrosionwhere stainless-steel fittings areattached to aluminum spars.

● Stress cracks You can identifypotential failure by small stresscracks radiating from fittings andtheir fasteners.

● Loose fittings Look for fittingsthat are working loose. Remove,re-bed, and re-fasten them.

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225RIG CHECKS AND REPAIRS

● Dismantle andinspect Servicewinches at least oncea season. Use a largecloth to prevent thesmall parts frombeing lost overboard.

● Grease Cleanall parts thoroughlyin paraffin. Lightlygrease thesebefore reassembly.

SERVICING A WINCH

● Inspect Guardrails take a lotof abuse—for example, fromchafing caused by attachingfenders to them. They are vitalto safety so check them regularlyand replace if you find any signsof damage.

CHECKING THE GUARDRAILS

● Aluminum spars Most modern yachtsuse aluminum sparsthat require littlemaintenance. Simplywash off the dirt andsalt and finish with awax polish.

● Check Inspect allfittings and the maststep area for damageand corrosion.

MAINTAINING THE BOOM AND MAST

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Sail maintenanceThe sails are the driving force of a sailing boat andexpensive to replace. However, all too often they are notinspected and maintained regularly. The old clichés—“a stitch in time saves nine” and “prevention is betterthan cure”—are nowhere more applicable than in sail care.

Make it a habit to scan your sails every time you hoist them.

● Prevent flogging Sails aredamaged much more by floggingthan when full of wind, so limit theamount of time that the sails flog.

● Avoid chafing Apply sacrificialpatches to areas that rub againstthe spreaders.

HOW TO PROTECT SAILS

WHERE TO LOOK FOR DAMAGE

● Stitching This is where mostdamage occurs, so check alongseams and batten pockets, edges,and around high-load areas suchas corners.

● High-load areas Check thecorners where the loads are highand seams come together. Lookalso for chafe in areas where thesail rubs against the rigging.

● UV light Sunlight damages sails,so always put on the sail coverwhen the mainsail is lowered.

● Protect from light Protect furlingheadsails from UV light with aheavier layer of cloth along theleech. Replace it when damaged.

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227SAIL MAINTENANCE

WHAT TOOLS DO I NEED?

● Sewing kit Havea small set of tools,sail repair tape,adhesive, and varioussizes of needles andthread so that youcan make early

repairs when youspot sail damage.

● Specialist toolsAlways use propersailmaker’s needlesand a sailmaker’spalm, which makes itmuch easier to pusha needle through

heavy sailcloth.Sailmaker’sneedle Palm

HOW TO PATCH A SAIL

Cut a patch tocover the tear.

Trim the corners, andturn the edges under.

Place the patch centrally and glue

it so that it covers thetear on all sides.

● Stitching a sail Thismethod of repairinga torn sail onlyapplies in the caseof cloth sails thatcan be stitched.

● Laminate sailsHi-tech laminatesails made of low-stretch fibers cannotbe stitched—makerepairs by gluingpatches to the sail.

Oversew neatly around the turned-

under edges ofthe patch.

Turn the sail over ,and then trim the

torn area to make aneat rectangle.

Oversew aroundthe edges of the

rectangle to finishthe repair.

1 2

3 4 5

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Hull maintenanceThe amount and type of maintenance that a hull requiresdepends on the material used in its construction. Glass-reinforced plastic (GRP) combines strength with relativelylow maintenance. It is used for almost all production-builtboats. Maintain the hull in good condition by keeping it

clean and polished, and repairing small scratches quickly.

HOW TO PREVENT DAMAGE

● Gelcoat A GRPhull has a relativelysoft outer layerof gelcoat, whichprovides the smoothfinish and color.

● Protect Keepthe gelcoat cleanand use a polishto help it sheddirt and grime.● Repair Fix anygelcoat damagequickly to preventwater getting intothe underlyinglaminate and

weakening it.● Let it dry Lift theboat out of the waterfor the winter andstore ashore to allowthe laminate to dryout. The boat canslowly absorb waterinto the laminatewhen left in the waterfor long periods.

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229HULL MAINTENANCE

PREVENTING GALVANIC CORROSION

● Galvanic corrosion This type of damageoccurs when different metals that are in close

proximity and immersed in sea water forman electric cell. A current flows, and one ofthe two metals is eaten away.

● Sacrificial anodes Made of zinc, thesefittings come in various shapes and sizes.They are fastened underwater near hullfittings, the rudder, and the propellershaft to protect these important fittingsfrom corrosion. The zinc corrodes beforeother metals and so protects them. Alwaysreplace anodes when more than half theirbulk has been corroded away.

DAMAGE TO FITTINGS WHAT TO LOOK FOR

● Loose fittings and cracksMany yacht fittings take a lot ofload when sailing or even whenmoored or anchored. Over time,fittings bolted to the deck willloosen, and the bedding sealanton which they are bolted down

will crack. Look for cracks inthe gelcoat around fittings.

● Deck leaks Often caused aroundloosened fittings, deck leaks allowwater to find its way through thebolt holes. Remove and re-bedfittings if they become loose.

● Hatch seals These harden over

time. Replace any hatch sealsthat start to leak.

CHECKING RUDDER, PROPELLER, AND BEARINGS

● Rudder A yacht’s rudder can bevulnerable to impact, especially ifit is a spade rudder rather thanone that is hung on a skeg, ashere, or the back of a long keel.

● Bearings Regularly check therudder bearings for movement byvigorously pulling the rudder atthe bottom. If there is movement,have it checked by an expert.

● Propeller Check the propellershaft and its bearings in the sameway as the rudder.

Pear-shaped

anode forfitting tohull with

minimumresistance

to waterflow

Strap forboltinganode tothe hull

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Dealing with damageProduction-built glass-reinforced plastic (GRP) hulls arestrong and fairly long-lasting, but they can be damaged byimpact, abrasion, and by water absorption over a longperiod. Have your boat taken out of the water each winterto allow the GRP to dry out and to reduce winter damage.

● Check for blisters on theunderwater surfaces, which maybe a sign of osmosis—wateringress into the laminate orconfined to the antifouling layer.

ASSESSING THE PROBLEM

● Expose the gelcoat by scrapingoff a patch of antifouling. Thisenables you to check if theblisters are in the laminate ormerely in the antifouling paint.

● If osmosis is diagnosed, havea professional remove the gelcoatusing a hand-held peelingmachine, before drying out thelaminate and coatingwith epoxy resin.

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231DEALING WITH DAMAGE

● Use polyester gelcoat of theappropriate color to repair minorchips and grazes in the gelcoatof a GRP boat. Mix gelcoatand hardener and apply tothe damaged area using awooden spatula.

REPAIRING MINOR GELCOAT DAMAGE

● Use a piece of acetate film to keep air off the gelcoatwhile it cures. Cut the filmoversize, smooth over therepair to eliminate air, andfix with masking tape.

● Peel back the acetate to testthe hardness of the new gelcoatwith a finger nail. Re-cover withthe acetate, if it is not yet cured,and leave until it has hardened.

● When the repair has cured ,remove the film, and wet sandthe repair with fine wet-and-dry paper wrapped around acork or wood block. Finish offwith a rubbing paste to polishthe surface.

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Knots andrope skillsRopes and knots play quite a large part insailing, but the knowledge needed to use andmaintain ropes and to tie knots is simpleand fun to learn. If you are interested inropework, there is a wealth of practicaland decorative knots to explore.

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234 KNOTS AND ROPE SKILLS

Types of ropeModern sailing ropes, from the thin ropes used for halyardsand control lines to the thick ropes used for mooring, aremade from synthetic materials, which are lighter and muchstronger than natural bers. Learning a little about thedifferent properties of the various types of rope will enable

you to select the most suitable rope for any particular task.

● Materials and construction Rope can be made from manydifferent fibers and in a numberof ways. These factors determinehow the finished rope behavesin terms of stretch, strength,durability, and flexibility.

● Synthetic materials Modernropes are lighter and muchstronger than natural fibersand are immune to rot causedby dampness. They are availablein a wide range of colors.

CHOICE OF ROPE

● Three-strand (laid) rope Yarns are twisted togetherin one direction to create thethree strands. Strands are thentwisted together in the oppositedirection to create the rope.

ROPE CONSTRUCTION

● Braided rope A core of braidedor lightly twisted strands iscovered by a braided sheath,which, depending on type, canprovide the strength for the rope,or may just protect the inner core.

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235TYPES OF ROPE

● Polypropylene A low-costmaterial, polypropylene, is usedto make general-purpose, three-strand ropes that are light andwill float. They are used mainlyfor cheap mooring lines. Watchthem for UV degradation.

ROPE MATERIALS

● Polyester This type of rope canbe of braided or three-strandconstruction. It is strong, withlow stretch, and does not float.It is often used for halyards andsheets on cruisers.

● Nylon Strong and elastic,this rope does not float andloses strength when wet. It isused mainly for mooring linesand anchor cables where itsstrength and stretchinessare an advantage.

● Aramid and HMP (high-modulus polyethylene) Theseropes are strong and light andhave low stretch. They are usedon racing boats for low stretchsheets and control lines.

● Coil and stow When not in use,keep ropes, ideally, out of the sunand weather in a place wherethey can dry.

● Remove salt Wash ropesoccasionally in soapy fresh waterto remove salt and dirt, whichcan damage fibers by abrasion.

● Seal ends Avoid frayed ropeends by whipping the ends (seep.254) or heat sealing them.

● Deal with damage Do not use afrayed rope. If the damage is nearthe middle, consider cutting therope and creating two shorterlengths. Otherwise, discard it.

HOW TO CARE FOR ROPES

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Coiling a ropeLoose rope not in use should be coiled so it does not becometangled. It can then be stowed neatly so that it is accessibleand ready when needed. Rope tends to twist when it iscoiled. To avoid kinks, coil three-strand rope clockwise,in the same direction as the strands are twisted. You

may need to coil braided rope in gure-of-eight loops.

● Make loops with one hand andgather the coils in the other one.

● Twist the rope between thethumb and forefinger each timeyou make a loop.

● Keep the coils of rope evenlysized by paying out an arm-span

length for each loop you make.● Leave plenty of rope to securethe coils. Take a horizontal turnround the top of the coils.

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237COILING A ROPE

● Continue wrapping the ropetightly around the coils.

● Take at least two more tightturns around the coils to keepthem secured.

● Hold the loop firmly in placeto secure the coils.

● Pull the free end of the ropeup and over the coils.

● Insert it through the centerof the loop.

● Make a small loop in the ropeclose to the last turn.

● Push the loop through thecenter of the coils, abovethe horizontal turns.

● Pull the free end tight to securethe coil.

● When you need to use the rope,pull the free end out of the loopand unwind.

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Stowing ropesWhen ropes are not in use, they should be coiled andsecured so that they are out of the way but easy to retrieveand use when necessary. If they are left loose, they willtangle quickly and be difcult to unravel when they areneeded. Dirty ropes should be washed in soapy water

and hung up to dry.

WHERE TO STOW ROPES

● Cockpit locker Warps are oftenstowed in a cockpit locker. Avoiddumping them in a heap as theywill tangle and be hard to retrieveand prepare for use when needed.

● Hang on hooks If possible, havea row of hooks at the back of thelocker on which coiled ropes canbe hung. This keeps them neaterand less prone to tangling, makesthem easier to retrieve, andallows them to drain.

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239

● At the mast Somehalyards are cleatedat the mast andthese should be hungsecurely to keep themtidy and ready to use.

● Decorative stowage It is important to stowropes so you do not trip over them on thedock. However, the ends should be made fastto the dock cleat and the rest of the warp keptaboard. Decorative “cheeses,” as shown above,collect dirt and are hard to use in a hurry.

STOWING THE HALYARD

STOWING ROPES

● Cleat the halyard and coil up the tail,starting from thecleat to avoidputting twists intothe halyard, whichmay jam and behard to remove.

● Grasp the part ofthe halyard that leadsto the cleat and bringit through the coilcenter, twisting itonce or twice.

● Pull the twisted loop over the coilsand drop the loopover the top horn ofthe cleat to hold thecoils securely.

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Figure-of-eightA stopper knot is used in sailing to ensure that the end of arope cannot run out through a block or fairlead. The basicstopper knot is the gure-of-eight. Simple and effective, itdoes not jam and is easily undone. It is most often used forretaining the end of a sheet.

● Make a small loop by crossingthe working end over the standingpart of the rope.

● Hold the loop in one hand anduse your other hand to twist theworking end under the standingpart of the rope.

● Feed the working end of therope down through the loop sothat it makes a figure of eight.

● Pull the end tight to ensurethe figure of eight is secure. Theknot should take only a fewseconds to tie.

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241DOUBLE OVERHAND KNOT

● Make a loop by crossing theworking end under the standingpart of the rope.

● Pass the working end throughand over the loop twice.

● Pull the working end throughthe loop.

● Pull both ends tight to createa secure knot.

Double overhand knotThe double overhand knot is an alternative stopper knot.Less versatile than the gure-of-eight knot, it can be difcultto untie. Its main advantage is that it can be made bulkier byadding extra turns—for example, if you need to stop a thinpiece of rope from running through a large hole.

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BowlineThe bowline is a key knot for sailing. It forms a loop in theend of a rope and is secure under tension but quick andeasy to untie. However, it cannot be untied under load. Thebowline (pronounced bow-lynn) is particularly useful whenmooring or tying a sheet to the clew of a sail. It is a useful

skill to be able to tie it one-handed.

● Make a loop withthe working end ontop, hold it in place,and pass the endthrough the centerof the loop.

● Holding thecrossing turn

in place, takethe working endunder and overthe standingpart of the rope.

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Round turn andtwo half-hitchesThe round turn and two half-hitches is useful for tyingfender lines to a rail, where it is much more secure thana clove hitch. It is also useful for tying a warp to a mooringring. The principal advantage over the bowline is that itcan be untied easily when the rope is under heavy load.

● Make a round turn by loopingthe working end of the rope

twice round the mooring ring,post, or rail.

● Pass the working end over thestanding part of the rope. Ensure

the working end is long enoughfor this knot.

● Take the workingend back under thestanding part andover itself to formthe first half-hitch.

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245ROUND TURN AND TWO HALF HITCHES

● Pull the first half-hitch tight, thenrepeat to tie thesecond half-hitch,which must loopround in the samedirection as the first.

● Pull the workingend of the rope tightto close up thesecond half-hitchand lock the knot.

● Always leave plenty of length for

the working end whenyou tie this knot andslide the two half-hitches tight againsteach other.

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● Make a turn with the workingend of the rope, then pass it over

the standing part of the rope.

● Make a second turn with theworking end in the same direction

as the first turn.

● Feed the workingend of the ropeunder itself.

Clove hitchThe clove hitch provides a quick and easy way to secure arope to a rail, ring, or bollard. It is usually used for a short-term requirement, such as mooring a small tender or tyingfenders to a rail. Be cautious about how you use it as it caneasily come undone if there is repeated tugging on the rope.

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247CLOVE HITCH

● Tighten the clovehitch by pulling onboth the standing partand the working end.

● Leave a long tailon the working end tomake it more secure.

● To undo the clovehitch, just push theworking end andthe standing parttogether to releasethe tension.

● Tie the clove hitch as normalup until Step 3. Then make aloop in the working end. Feedthe loop under the last turn.

● Tighten by pulling the top of

the loop and the standing part.● Undo quickly and simply bypulling on the working end.

QUICK RELEASE ALTERNATIVE

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Reef knotThe original purpose of the reef knot was to tie the mainsailreeng lines securely together. Modern reeng systemsmean a majority of modern yachts do not use reeng lines,but the reef knot is still useful when you need to tie the endsof two lines of equal diameter together—for example, when

using sail ties to secure a sail.

● Cross the twoworking ends of therope, with the left end(red) over the rightend (blue).

● Take the leftworking end (red)

and, with theforefinger andthumb, bring itunder the rightworking end (blue).

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249

● Cross the leftworking end (red)over the right workingend (blue) and bring itup to create a loop.

● Pass the leftworking end (red)down through theloop and backtowards you toform a reef knot,as shown.

● Pull both ends taut to close the knot. If

in doubt, rememberto tie the reef knot“left over right, thenright over left.”

REEF KNOT

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Sheet bendThe sheet bend is a simple way of tying two separate piecesof rope together when you need to temporarily extend one—for example, when you need to row a mooring warp ashoreusing the tender and the warp is too short. Use the sheetbend for equal diameter ropes but tie a double sheet bend

(see p.252) when the two ropes are of different diameters.

● Make a loop in theend of one rope (red).Pass the workingend of the other rope(blue) up throughthe loop.

● Continue to feedthe working end

(blue) around theback of the initialloop (red).

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251

● Bring the workingend (blue) up underitself while crossingover the loop of theother rope (red).

● Pull both pieces of rope—the workingend and the initialloop—tight in order toclose the sheet bend.

● Despite its simpleappearance , thesheet bend is asecure knot whenkept under tension.

SHEET BEND

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Double sheet bendThis knot is a useful variant on the sheet bend (see p.250)that is particularly recommended for joining ropes ofdifferent diameters, as shown here. It involves makingan additional turn around the loop, which provides extrasecurity when tying two ropes together.

● Follow steps 1, 2, and 3 forthe sheet bend (see pp.250–51),using the thicker rope (green)to form the loop.

● Take a second turn aroundthe initial loop (green) with thethinner rope (white).

● Cross the working end of thethinner rope (white) over the loop

of the thicker rope (green) andtuck it under itself.

● Pull the ends of both the thinand the thick rope tight in orderto close the double sheet bend.

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253FISHERMAN’S BEND

● Bring the working end of therope forward through the ring.

Fisherman’s bendThis knot is similar to the round turn and two half-hitches(see p.244), but is more secure. It can be used for tying ananchor warp to the anchor, or for attaching a mooring warpto a ring on a pontoon or quay.

● Take a turn around the ring andbring the working end behind thestanding part.

● Pass the working end throughthe loops around the ring andbring it behind the standing part.

● Take the working end over thestanding part and under itself.Pull both ends tight to completethe knot.

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Sealing rope endsIf a rope end is left unnished, it will quickly fray and will jamin blocks and fairleads. If not dealt with promptly, the ropewill continue to fray or unravel and may become useless.The best and most permanent way to seal a rope end is withwhipping twine, but a quick seal can be made with adhesive

tape, shrink tubing, and proprietary sealants.

● Liquid whipping Proprietary liquidsare available thatwill seal a rope end.Simply dip the end inthe liquid and leaveto dry.

● Plastic tubing Slide a suitably sizedlength of heat shrinktubing (available fromchandlers) over therope end, and applyheat until the tubingshrinks tightly aroundthe rope end.

● Glue Dip thin ropesinto a latex-basedor polyvinyl acetateadhesive and leaveto dry.

● Plastic adhesivetape Form atemporary sealby wrapping adhesivetape tightly aroundthe rope end.

WHAT ARE THE TEMPORARY SOLUTIONS?

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Sailmaker’s whippingThis type of whipping is a secure method ofbinding the end of three-strand rope without theneed for you to use a sailmaker’s needle to sewtwine. For a long-lasting result, make the lengthof the whipping about one and a half times the

diameter of the rope.

● Unlay the end ofthe rope and passa loop of whippingtwine over one ofthe strands.

● Relay the strands of the rope with theloop protruding fromthe rope. Leave ashort tail on the loop.

● Start to wind thelong (working) end ofthe twine around theend of the rope.

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257

● Continue to wrapthe twine tightlyaround the rope.

● Work toward theend, leaving the loopand tail free.

● Pass the loop overthe end of the ropestrand over whichthe loop was placedin step 1.

● Pull the shorttail of twine untilthe loop tightens.

● Take the tail ofthe twine along thegroove from whichit emerges to theend of the whipping.

● Tie a reef knot ,with the tail andthe working end,in the center of thestrand ends. Trimthe strand ends.

SAILMAKER’S WHIPPING

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SeizingOften used to create a loop in the end of braidedrope, this technique binds two parts of a ropealongside each other. The friction that resultsfrom seizing two parts of the rope enables theloop to hold very heavy loads. You will need to

use whipping twine.

● Form an eye in theend of the rope.

● Tie a clove hitch(see p.246) with alength of whippingtwine around the twoparts of the rope to beseized to each other.

● Pass the twine

around the twoparts of the ropein a series of turns,working away fromthe loop end.

● Pull each turntightly as it is formed.

● Continue makingturns until the lengthof the seizing is threetimes the diameterof the rope.

● Take the twine back to the startof the seizing, andbring the twine upbetween the twoparts of the rope.

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259SEIZING

● Pass the twine overthe seizing and downthrough the eye in theend of the rope.

● Create a knotas shown by takingthe twine through theturns you have justmade. Pull the endtight so the knotdisappears betweenthe two ropes. Trimthe end of the twine,leaving a short end .

● Pass the twine between the twoparts of the rope,and thread it underone of the turns.

● Pull the twinetight, then repeatsteps 3 and 4.

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SplicingUse this method if you want to form a xed eye in the endof a rope, as shown below, to join two ropes (or to join arope tail to a length of wire), or to bind the end of a rope.Once completed, a splice is stronger than a knot and ispermanent. An eye splice is used to form a xed eye in

the end of a three-strand rope such as a mooring warp.

● Swedish fid This hollow-bladedtool is used for threading andseparating strands when splicing.

● Fid This tool has a pointed endused to separate rope strands.

● Sailor’s knife The straight bladeof this knife gives neat cuts.

WHAT TOOLS DO I NEED?

● Separate the rope strands some way back from the end andform a counterclockwise loop ofthe size required for the eye.

MAKING AN EYE SPLICE

● Take the end of the top strandand tuck it under a strand on therope at the place where you wantthe eye to start.

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261SPLICING

● Turn and tuck , repeating steps 2 to 4, up to three more times for maximumstrength. Trim the ends.

● Turn the splice over and tuckthe end of the second strandunder the next strand in the rope.

● Turn the splice again andtuck the third end under thethird strand on the rope.

● The finished eye creates a fixed loopin the end of the rope.

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EmergencyproceduresSailing is an active sport that has a goodsafety record. However, emergencies canoccur, and you should make sure thatyou have learned the correct safetyprocedures and know how to use vitalsafety equipment.

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264 EMERGENCY PROCEDURES

First-aid basicsThe crew’s welfare is the skipper’s responsibility.If you are the skipper, be aware of any existing medicalconditions among your crew, and whether medicines ortreatment are required. Ask crew members to inform youof any condition that may affect their performance and

ability to contribute to the sailing of the yacht.

● Easy accessibilityKeep the first-aid kitreadily accessible andensure that all crewmembers know whereto find it.

● Stowage Keepit in a dry spaceclose to the galleyand the chart tablearea so it can bereached quickly.

FIRST AID KIT ACCESS AND CONTENTS

A rst-aid box should include:● Sterile dressings● Gauze pads● Adhesive dressings● A selection of bandages(with clips, tape, and safety pins)● Scissors● Tweezers● Sterile wipes● Disposable gloves● Painkillers● Thermometer●

A rst-aid manualReplace any items as soon as theyare used and before they expire.

Typical contents

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265

HOW AND WHEN TO USE THE RECOVERY POSITION

● Put a casualty who isunconscious but breathingin the standard recoveryposition. Use a cockpit seat,as shown here, a saloonberth, or the cabin floor.

● Put the casualty on hisor her back and open theairway (see p.271). Position onearm at right angles to the body.

● Place the back of the otherhand against the cheek. Bendthe leg on the same side.

● Roll the casualty towards youby pulling on the bent leg. Bendthe upper leg at right angles tosupport the casualty.

● Monitor the casualty for anychanges while waiting for help.

● Treat cuts and grazesto stop any bleeding and

prevent infection.● Raise the injured part andrinse the wound with freshwater to remove salt and dirt.

● Use sterile gauze swabs toclean around the wound, thengently pat the wound dry.

● Use an adhesive dressing to cover a small wound, anda dressing and bandage for alarger wound.

TREATING CUTS AND GRAZES

FIRST AID BASICS

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TREATING BURNS

WHAT TO DO FOR SPRAINS AND STRAINS

● Hazardous Burns are a hazardon a boat, especially in the galleyand around the engine.

● Degree of burn A burn maybe superficial or affect deeperlayers of the skin. Burns can be

very painful and there is a riskof shock (see p.270) developingthrough fluid loss.

● Treatment For all but smallsuperficial burns consult a doctoras soon as possible. Immediatelycool the area using cold water for10 minutes or until pain ceases,and cover it with plastic kitchenfilm or a loose sterile dressing.

● Rest For both sprains andstrains, rest and raise theinjured limb.● Cool Place a cold compress(a packet of frozen peas wrappedin a cloth is ideal) over the area tocool it and minimize bruising.

● Compression Wrap the injured

area in padding and apply a crepeor conforming bandage thatextends from the joint belowthe injury to the joint above.

● Dislocation This is caused bya twisting strain that displacesthe bones of a joint. There maybe a sickening pain and the jointmay be immobile. The area willlook deformed and will swell.Immobilize the limb in the mostcomfortable position for thecasualty; use a sling if necessary.

● SprainThis type of injury occurswhen the ligaments that support

a joint are damaged.

● Strain Damage to the musclesor their tendons can occur if theyare stretched or torn. This can bevery painful and the injury maybe mistaken for a broken bone.

● Swelling The area around asprain or strain swells and anymovement will make the painworse. Later, bruising develops.

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267

HOW TO DEAL WITH FRACTURES

CARING FOR A HEAD INJURY

FIRST AID BASICS

● Broken bone If you suspecta fracture, avoid unnecessarymovement, immobilize the limb(a rolled-up newspaper can makean improvised splint), and seekmedical aid.

● Support Splint an arm or leg to an uninjured part of the body.Support an arm injury with asling. If there is an open wound,first cover the area with asterile dressing.

● Broken finger Immobilizea broken finger by strappingit to adjacent fingers withplasters or a bandage.

● Leg injury Bring theuninjured leg to the injuredleg. Place padding betweenthe legs and rolled towels oneither side. For extra support,secure folded triangularbandages at the kneesand ankles.

● Medical assistance An impactwith a boom is a common causeof head injuries on boats. A scalpwound, fracture, concussion, orbrain tissue damage can result.A head injury is potentiallyserious. If the casualty haslost consciousness, alwayscall for medical help.

● Watch out Stay alert for signs ofdeterioration, such as drowsiness,nausea, vomiting, and dilated oruneven pupils, which may notdevelop for hours.● Keep awake Avoid letting thecasualty sleep until certain he orshe has completely recovered.

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● What is hypothermia? This is adangerous condition that occurswhen the body’s temperaturedrops below 35°C (95°F).

HOW TO DEAL WITH HYPOTHERMIA

● Symptoms Intense shiveringand difficulty with speech aresigns of hypothermia. Furtherheat loss leads to physical andmental incapacity, eventual loss ofconsciousness, and possible death.

● Immediate action Aim toprevent further heat loss andwarm the casualty gradually.Move him or her into a shelteredarea. Replace wet clothes withdry ones. Wrap him or her in aspace blanket or sleeping bag,and keep the head warm. Do notuse a hot water bottle to givewarmth. Get medical assistance.

● Warm drinks If the casualtyis fully conscious, give warmdrinks and high-energy food.

HANDLING HEATSTROKE AND HEAT EXHAUSTION

● What is heatstroke? This life-threatening condition occurs whenthe body’s temperature controlsystem fails—after prolongedexposure to heat and humidity.

Symptoms include raised bodytemperature, flushed and hotskin, headache, dizziness, andfast, shallow breathing. Urgentmedical help is required.

● What is heat exhaustion? This

is a milder condition caused byoverheating. It may cause profusesweating, faintness, nausea, andheadache. Look out for additionalsymptoms of heatstroke.

● Action For both conditions, tryto lower the temperature quickly.Lay the person in a cool placewith raised legs. In cases ofsuspected heatstroke, removethe person’s clothes and coverwith a cold, wet sheet and fanhim or her. Encourage theperson to drink plenty of water.

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269FIRST AID BASICS

PREVENTING AND TREATING SUNBURN

● Prevention Alwaysuse sunblock andwear a hat and long-sleeved shirt toavoid sunburn.

● Treatment If you

get sunburnt, cool thearea with fresh water,cover the skin withlight clothing, andmove into the shade.

● Cause Seasickness is causedby disturbance to the body’sbalance mechanism.

● Anti-seasickness medicationAlways carry anti-seasicknessmedication aboard, and take apreventive remedy before sailingor the onset of rough weather.These medications take time towork and will not be effectiveonce sickness has begun. Someproducts may cause drowsiness.● Alcohol and food Avoid over-indulgence in rich food or alcoholbefore you start sailing.

● Fresh air If you start to feelsick, sit where there is a goodsupply of fresh air and keep youreyes on the horizon—this helpsthe sense of balance.

● Distraction Take your mindoff your feelings of sickness bygetting involved in tasks on deck.● Stay warm Avoid becoming coldor damp. Go below if you start tofeel cold and lie down and keepwarm until you feel better.

● Snacks Nibble dry food to reduce

feelings of nausea.● Activities to avoid Try not towork at the galley or at the charttable if you are feeling sick.

● Extreme cases If a member ofthe crew is suffering from severeseasickness, he or she canbecome weak and immobilized.In this case, if you are the skipper,you should return to harboras speedily as possible.

SEASICKNESS WHAT TO DO

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HOW TO DEAL WITH SHOCK

● A risk of sailing Drowning—death as a result of immersion

in water—is among the mostserious risks you face whensailing. It is most likely to occurif someone falls overboardwithout a life jacket.

● Reduce the risk The longera person is in the water thegreater the risk of drowning.This underlines the importanceof practising man overboardmaneuvers (see pp.274–77).

NEAR DROWNING WHAT TO DO

● Treatment If you recover aperson who is unconscious from

the water, immediately open theairway and check breathing.

● Resuscitation If the casualtyis not breathing, start CPR (right)without delay. Continue untilbreathing has restarted oruntil help arrives.● Recovery Once breathing hasrestarted, place the casualty in therecovery position (see p.265) andtreat for hypothermia (see p.268).

● Shock This serious medicalcondition is caused by a dramaticfall in blood pressure. This canfollow any serious injury, severeblood loss, dehydration, or, morerarely, a serious allergic reaction.

● Symptoms Key symptomsof shock include a rapid pulse,grey-blue lips, and a cold andclammy skin. Further symptomsmay include weakness, giddiness,nausea, thirst, and shallow andrapid breathing.

● Treatment The recommendedtreatment is to keep the casualtywarm and maximize blood supplyto the heart and brain by raisingtheir legs above the level of theheart and loosening tight clothing.

● Keep watch Do not leave thecasualty alone or allow them anyfood or liquid—just moisten theirlips with a little water if required.Unless their condition improvesrapidly, get medical help assoon as possible.

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271FIRST AID BASICS

HOW TO PERFORM CPR

● Give cardiopulmonaryresuscitation (CPR) to anunconscious casualty whosebreathing has stopped—whatever the suspected cause—while someone else calls forimmediate medical help.

● Kneel beside the casualty andplace the heel of one hand on thecenter of the person’s chest, thenplace the heel of your other handon top of the first and interlockyour fingers.

● Depress the chest by about2–21/2in (5–6cm) 15 times at therate of 100 compressions a minute.

● Open the airway by tiltingback the casualty’s head bygently placing your hand onthe forehead. Then lift thechin with your fingertips.

● Pinch the nostrils , take a deepbreath, seal the casualty’s lipswith your lips, and blow in.

● Repeat the cycle of 15 chestcompressions followed by tworescue breaths. Continue untilhelp arrives, the casualty startsto breathe normally, or you aretoo exhausted to continue. Ifthe person starts to breathenormally, place him or her inthe recovery position (see p.265).

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Onboard emergenciesYou can help keep yourself, your crew, and your boat safeby careful planning and regular maintenance of the yacht’sequipment and rigging. Calling out the rescue servicesshould be the last resort. If an emergency does occur, youmust be able to deal with the shock, stay calm, and instruct

the crew in the immediate steps necessary.

● Use judgment A skipper musthave a clear idea of what justifiesa call for help. While this dependson experience, training also helps.

● People emergencies The mostcritical type involves injury oraccident to the crew. These mustbe dealt with as soon as possible.

● Get advice Call the coastguardfor help in any situation beyondthe scope of simple first-aid skillsand the onboard first-aid kit.

● Boat emergencies This is anyincident that threatens the boatand crew. It may be a fire, collision,grounding, or equipment damage.

WHAT ARE THE TYPES OF EMERGENCY?

● Immediate action Deal with thefirst shock of any accident. Putinto action your pre-made plan.

● Check crew After any accident,you must check on the safety

of your crew. Get them to focuson immediate steps. Your pre-sailsafety briefing really pays off here.

● Identify damage Quickly identifythe extent of damage and thethreat resulting from it. Prioritizeyour actions accordingly.

● Delegate work If you are the

skipper, give each crew membera job to do, depending on theirexperience and capabilities.

WHAT ARE THE FIRST STEPS?

● Choose your signal If yourequire assistance, decide whetherthe situation demands an urgencysignal or distress signal.

● Urgency signal This signalrepeats the words PAN PAN threetimes before an urgent message

concerning the safety of the boator the crew (see p.160).

● Distress signal When you arein grave and imminent danger,use the distress signal. It repeatsthe word MAYDAY three timesbefore the message (see p.160).

GETTING HELP

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273ONBOARD EMERGENCIES

If an emergency arises on board, it is easier to deal with if you have thoughtthrough your reaction to a range of emergencies in advance and if you usea step-by-step process to conrm whether you need to call for help.

Do I need emergency help?

NO

NO NO

NO

NO

Is a crewmember illor injured?

Has the boatbeen damaged oris it in danger?

Can the riskof seriousconsequencesbe avoided byfirst aid thatyou can apply?

Is the boat indanger ofsinking?

Is the boat inany other graveor imminentdanger?

Are you able tosail or motorto port?

Make emergencyrepairs andreturn to portas soon aspossible. Alertthe coastguardto the situation.

Alert thecoastguard tothe situation andfollow the adviceyou are given.

Apply first aid.Reconsider ifthis appears tobe ineffective.YES

YES

YESYES

YES

YES

YES

START HERE

GET EMERGENCY HELP

If there is nothreat to life orthe boat is notin danger, thisis unlikely to bean emergency.Consider whataction you cantake short ofcalling out theemergencyservices,and alert thecoastguardif necessary.

NO

GET EMERGENCYHELP

GET EMERGENCYHELP

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Man overboardHaving a man overboard (MOB) is one of the greatest fearsof any skipper. If a person falls overboard, he or she is ingrave danger, but prompt and efcient action can prevent afatality. The skipper should brief the crew on what to do inthis situation and practise both the “sail away and return”

and the “crash stop” drills (see pp.275–77).

● Throw a heaving line or, ideally,a lifebuoy and danbuoy (floatingpole with flag), as shown here, ifyou can stop the boat close to theman overboard.

WHAT ARE THE IMMEDIATE ACTIONS TO TAKE?

● Keep the MOB in sight. Ifyou are the skipper, delegate oneperson to keep a constant watchand point at the MOB throughoutthe recovery maneuver.

● Perform a recoverymaneuver to get the boatwithin reach of the MOB.Practise the options regularly.

● Pull the MOB back to theboat if he or she is consciousand can reach the heaving lineor lifebuoy. The danbuoy is easierto see than the lifebuoy from thewater. It is also much easier tosee from the boat than a headin the water.

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275MAN OVERBOARD

● Sail away and return Whenunder sail, you can turn to abroad reach, sail away to getspace to tack, and return.

● Approach Head back to theMOB on a close reach and slowdown by easing the sails. Stop towindward of the MOB if possible.

HOW TO SAIL AWAY AND RETURN

● Crash stop Use full helm toturn towards the wind. Dependingon the course, the boat will tackor stop head-to-wind.

● Use the engine Check thatthere are no ropes in the water,then start the engine to help youmaneuver. Consider dropping themainsail and furling the jib.

MOB

5. Boat has tacked and,with the jib still cleatedon the old leeward side,it will heave-to anddrift towards the MOB.Adjust sails and tillerto maneuver closeror start the engine

1. When aperson falls

overboard,throw lifebuoy

and put thehelm hard over

to leeward

2. MOB swimsto lifebuoy,if possible,and holds

hand aloft toremain visible

3. Boat turnsrapidly towards

the wind

4. Boatis head-to-wind. Itmay not havesufficientmomentumto tack butwill stopfairly closeto the MOB

3. Stop to windward ofMOB in calm sea

2. Tack and approachon a close reach

1. Sail away on reachto make room to tack

1

3

4

5

2

1

3

2

PERFORMING A CRASH STOP

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Practicing the drillIt is very important to practice the man overboard (MOB)drill as often as possible. It is useful to have a quick practiceat the start of a passage to remind the crew of the preferredtechniques on your boat and the location of the lifebuoys anddanbuoy. Use a weighted fender as an MOB and avoid giving

the crew notice of when a practice is about to take place.

● Make sure all crew donlife jackets as they will beworking in an exposed situation.

● Call “Man overboard” to alertthe crew. If the MOB is notconnected by a harness line,instruct a crew member topoint continuously at the MOBto keep him or her in sight.

● Deploy the lifebuoy anddanbuoy if the MOB is closeenough to reach it.● Heave-to and stop the boat atonce if possible.

● Complete yourchosen maneuver

(see p.275) to bringthe boat to windwardof the MOB.

● When you areclose enough , holda boat hook or an oarfor the MOB to grasp.You can also use theboat hook to hookthe MOB’s life jacketor clothing to holdhim or her alongside.

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277PRACTICING THE DRILL

● In calm water, guide the MOB tothe boarding ladderat the stern. In roughweather, this couldbe dangerous, witha risk that the MOBwill be pushedunder the stern.

● Make sure thatthe propeller isnot turning whenthe MOB is near thestern. It is safest tostop the engine. Inrough seas, recoverthe MOB from theside of the boat. It isusually easiest to dothis from the leewardside, but it is notalways possible. Usea halyard to hoist theMOB aboard.

● Be ready to helpthe MOB climb the

ladder, which can bedifficult in soddenwaterproofs.

● As soon as theMOB is back onboard, get him orher below and assessif medical attentionis required. Takeaction to prevent andtreat hypothermia(see p.268).

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Fire on boardFire is one of the worst emergencies that can happen aoat.If not dealt with very quickly and effectively, it can result inthe boat burning to the waterline and sinking. As usual,prevention is better than cure, and you should understandthe causes of re and how to minimize the risks, as well

as what to do if a re does break out.

● In the galley Mounta foam or dry powderextinguisher in thegalley and have afire blanket mountedright by the stove forsmothering pan fires.

● In the enginecompartment Fita fire extinguisher(this can be manualor automatic).

WHERE TO KEEP FIRE FIGHTING EQUIPMENT

The choice of the correct re extinguisher for the type of re is essential foreffective re-ghting. If you are the skipper, know how and when to use each

type of extinguisher and brief the crew thoroughly in their use (see p.24).

Which re extinguisher?

TYPE OF FIRE EXTINGUISHER AND USAGE

Combustible materials Foam or dry powder extinguisher.Aim extinguisher at the base of the re.

Engine re CO2, foam, or dry powder extinguisher.Turn off fuel supply at tank.

Electrical fault CO 2 or dry powder extinguisher.Turn off battery system at isolating switch.

Cooking re Foam or dry powder extinguisher, or reblanket. Use the blanket to smother ames.

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279FIRE ON BOARD

PREVENTING AND DEALING WITH A FIRE ON BOARD

● Causes Fire on board is mosttypically the result of a cookingaccident, an electrical fault,or an explosion in the gas (seep.147) or fuel supply.

● Prevention Avoid bringing

naked flames near gas fittings,and do not run the engine orother machinery when refuelingor when working on the engine.Keep all fire-fighting equipmentwell maintained.

● Speed Combat the fire assoon as it starts, to bring it undercontrol with minimum damage.

● Explosions There is little to bedone in the event of an explosion,as it is likely to destroy the boat.Prevent such an eventuality byfitting and maintaining the gasand fuel supply properly, andinstalling a gas detector with

a loud warning bell.● Evacuation If a fire starts, tacklethe blaze immediately and haveother crew retrieve additionalextinguishers to fight the blaze.Other crew should move on deckaway from any fumes.

● Fire services Fires can occur aseasily when moored as at sea. Afire in a marina will be attendedby land-based fire services.

● Moving boats If a boat closeby catches fire, immediately moveyour boat and any others awayfrom the fire and keep the areaclear for fire services.

DEALING WITH A FIRE IN A PORT

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DismastingThe loss of a mast usually occurs when a piece of riggingor a terminal tting gives way. This mostly happens in roughconditions, but can occur in calm weather if the tting hasbeen weakened earlier. The mast will fall roughly downwindas the sails pull it over the side. In this situation, it may be

necessary to summon towing assistance.

● Priority action Check that thecrew are safe and unhurt, thenassess the situation.

● Take care Be careful whenmoving about on deck as theboat’s motion will be jerkywithout the mast, so there is anincreased risk of falling overboard.● Make safe Get the brokenpieces on board or cut awayas fast as possible so that theycannot damage or pierce the hull.

WHAT SHOULD I DO?

● Propeller alert Do not start theengine until you are certain thatthere are no ropes, wires, or sailsin the water. If your propeller isfouled, you will be disabled.

● Slow the boat Use the anchorto hold you in place if you are indanger of drifting onto the shoreor a hazard.

● Get help Inform the coastguardas soon as you have assessed thesituation and your requirements.

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281DISMASTING

GETTING HELP FROM A RESCUE BOAT

● Cautious approach Whateverthe type of accident, a rescueboat must look out for wires,ropes, and sails in the water neara damaged yacht. These couldfoul the rescue boat’s propeller.

● Give warning Alert the rescueboat to any obstructions in thewater and their location.

● Extra help A small rescue boatmay be able to evacuate crew ifnecessary, and assist by callingfor a larger towing boat.

PREPARING FOR A TOW

● Spread the load Attach the towrope to all strong points includingcleats, the mast base, and thesheet winches. Rig a bridle ifit will be a long tow or if the

water is rough.

● Sudden jerks Use a long towline to reduce sudden jerking thatcan break the rope or fittings.Nylon rope is a good choicebecause it is stretchy.

Cockpit winch

Bridle attachedat stern quarters

Sterncleats Mast base

Long tow line

Towing bridle

● Steering Rig a bridle at thestern of the towing vessel toallow it to steer without beinghampered by the towed boat.Pad all areas where the ropeand bridle may chafe.

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Collisions at seaA collision is most likely to occur in fog or poor visibility,but can also occur in clear conditions in busy waters, suchas harbors, or when the crew are not attentive. Whenentering or leaving a harbor or marina, the crew on deckshould be careful not to obscure the helmsman’s view. If a

collision does occur, it is vital to assess the situation quickly.

● Pay attention In crowded waters,boats and ships are often in closeproximity, so keep an eye on othervessels and observe the Col Regs(see p.186).

● Know the rules Consider everysituation and make sure you knowwhether you are the “give way” or“stand-on” vessel (see p.187).

● Be ready to alter course Havecrew ready to ease or trim sheetsto allow quick course changes.

HOW CAN I AVOID COLLISIONS?

● Poor visibility In fog or poorvisibility, turn on navigation lights,make the right sound signal (seep.193), delegate crew to lookoutduties, and hoist a radar reflectorif you do not have a fixed one.

● Stay out of channels Wherepossible, stay out of shippingchannels, especially in poorvisibility. If you have to followa channel, stay on the starboardside, as close to the sideas possible.

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283COLLISIONS AT SEA

● Small holes Block these withsoft wood or rubber plugs thatyou should be carrying aboard.

● Padding Fill a larger hole withsoft materials such as cushionsand mattresses, backed up with

bracing to hold them in place.If the hole is below the waterline,there will be a lot of waterpressure to overcome.

● Bilge pumps If the boat is holed,turn on the electric bilge pumpsand delegate a crew member towork the manual bilge pump.

● Bandage Drag a sail over thehole on the outside of the hull;it will be sucked into the holeand will help to stem the flow.Secure it tightly in place.

● Call for help As soon as youhave assessed the situation andtaken immediate action to keepthe boat afloat, call the coastguardand report your position andsituation, or put out a generaldistress call, depending on theseverity of the damage (see p.160).

Pull the sailtightly aroundthe hull tocover the hole

Only fit the sailonce the hole

is blockedfrom inside

WHAT IF I EXPERIENCE A COLLISION?

Improvisedbrace

Foldedcushionover hole

● Act immediately If a collisionoccurs and your boat is holed,it is essential that you actspeedily to stem an inflow ofwater. Use anything availablethat can fill the hole to slowdown water ingress.

● Other damage A collision mayresult in lesser damage, such asto the hull/deck joint, the rails,or the rig. First check for wateringress and crew safety, thendecide whether you can makeport under your own power orwhether you need assistance. Ifyou need help, call the coastguardusing VHF radio (see pp.158–59).

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Signaling for helpDistress signals are only ever used when a boat or crewmember is in grave danger and immediate assistanceis required (see pp.272–73). If you see or hear a distresssignal, you must render assistance. Radio is the best wayto summon help, but you may need to use ares (pp.286–87)

or ags if this is not functioning, or if you are in a life raft.

WHAT IS GMDSS?

Searchand rescuehelicopter

Merchantship

Satellite

Yacht alertsrescueauthoritiesand shippingby VHF DSCor EPIRB

Life raftsignals

location

Rescuecoordination

center

Lifeboat

● GMDSSThe GlobalMaritime Distressand Safety System isa worldwide maritimecommunicationssystem that usesDigital SelectiveCalling (DSC) via radioor satellite systems.

● Complex relay An alert sent via DSCconnects to GMDSSand initiates a chainof actions from theemergency services.

● Distress alertsGMDSS is designed

primarily to be a ship-to-shore and ship-to-ship distress alertsystem, but alsodelivers other routinemaritime information.

● EPIRB link-upGMDSS also providesfor locating signalsto be sent usingemergency positionindicating beacons(EPIRBs, see p.161).

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285SIGNALING FOR HELP

CALLING FOR HELP BY RADIO

● Press the red DSC button In an emergency, use the redDSC button on your radio toactivate GMDSS. Operators willlisten on the distress channel fora subsequent MAYDAY call. TheDSC signal contains your yacht’s

MMSI number (see p.159) andGPS position.

● Call for help Summon helpby alerting the coastguard, andother vessels, using emergency

distress signals on Channel 16,including the MAYDAY signal(see p.160) for grave andimminent danger requiringimmediate assistance.

● Check regularly for new

guidance At present you can senddistress alerts via Channel 16, butbe aware that these proceduresare being phased out, so makesure you and your crew are awareof any new developments.

● Code flags Nhoisted over C Thisindicates “I am indistress and requireassistance”.

● Code flag V Thiscode flag signals“I require assistance”.

● Code flag W

Hoisting this flagsignals “I requiremedical assistance”. Black square over

black ball Theseshapes indicate that“I require assistance”.

● Flags and shapes Thesemethods of indicating the needfor assistance are still used,but their importance has beenreduced by the use of flares,radio, and, most recently, GMDSS.

● Visibility If you do carryflags, ensure that they arelarge enough to be seen froma distance. Flags are made ofcloth, but painted boards canalso be used.

USING FLAG SIGNALS

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● Red parachuteflare This firesa bright red flareup to 1,000ft (300m)that burns for about40 seconds. Use itwhen you are farfrom help.

TYPES OF FLARE

● Buoyant smokeflare This flare emitsdense orange smokefor about threeminutes. It is highlyvisible from the airand also showswind direction.

● Hand-held whiteflare While not adistress signal, thisflare warns othervessels of yourpresence. It burnsfor about 40 seconds.Stow one within reachof the helmsman.

● Mini-flare Forpersonal use andkept in the jacketpocket, it is idealfor use in tender. Itfires eight red flarecartridges, for dayor night—visible5–10 miles (8–16km).

● Hand-held red flare This burns with abright red light forabout 60 secondswith a range of about3 miles (5km). Use itto indicate your exactposition to a nearbyrescue boat.

● Hand-held smoke This flare emitsbright, dense, orangesmoke and is bestused in daylight,good visibility,and light winds.

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287SIGNALING FOR HELP

● SOS signal This can besignaled by sound or light. Therapid sounding of a horn is alsorecognized as a distress signal.

MAKING AN SOS SIGNAL

● Hand-held flares These emitburning embers, so always hold

them downwind, at arm’s lengthand tilted away from your body.Avert your eyes to avoid beingtemporarily blinded by the light.

HOW IS A FLARE FIRED?

● Attract attention Use flaresto raise the alarm to a distresssituation on your yacht or liferaft and to pinpoint your boat’sposition to rescue services.

● Ready supply Keep sufficientflares of various types (opposite)and ensure that they are withintheir expiry date.

USING FLARES

● Parachute flare When firing,turn your back to the wind andfire the flare downwind at anangle of about 15 degrees to thevertical. The flare will turn intothe wind as it rises. However, ifthere is cloud, fire the flare atabout 45 degrees to keep it underthe cloud base where it can be

seen. Never fire a parachute flareif there is a helicopter nearby.

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Life raft proceduresSpeed is vital if you have to abandon a sinking yacht and alife raft is the only option you have. First, prepare the raft forlaunching and ensure that the crew are in their warmestclothing, with waterproofs, harnesses, and life jackets. If timeallows, the crew should gather items that may be useful in

the raft. Consider a sea survival course to learn best practice.

LAUNCHING AND BOARDING A LIFE RAFT

● Cut or untie the lashings ofthe life raft when you are readyto launch it.

● Tie its painter to a strong pointon the vessel, as this is needed toinflate the raft.

● Have two people to launch theraft, if possible, as rafts are quiteheavy and bulky. Some yachtshave a raft locker built into thetransom, which ensures thatlaunching is straightforward.

● Throw the life raft over the

side of the yacht. Tension onthe painter should cause theraft to inflate, but you may needto give a sharp pull on the lineto ensure it will inflate.

● If the raft inflates upsidedown, you must correct itsposition before boarding.

● Be ready to board immediately.In a strong wind or a rough sea,an inflated raft cannot be towedor held alongside for long periodswithout damage.

Raft inflates

rapidly

Be carefulnot to loseyour footing

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289LIFE RAFT PROCEDURES

● Board the life raft directly fromthe deck of the yacht if possible.It is much harder to get into theraft from the water.

● Heavier people should transferfirst to make the raft as stable aspossible for the other crew.

● The first person to board theraft should move into the raft tobalance it and clear the doorwayfor the next person.

● Help any crew in the waterto board the life raft. Other crewin the raft should balance it asthe person is helped in.

● When all the crew are inthe raft with spare equipmentand the grab bag (see p.25), cutthe painter to release the raftfrom the yacht.

● Attracting attentionUse a VHF radio, an

EPIRB (see pp.158–61)if available, and flaresto attract attention.

● Means of rescueRescue from a liferaft is likely to comefrom a helicopter,lifeboat, ship, oranother yacht.● Rescue procedures Obey the instructionsof your rescuer asspeedily as possible.

WHAT TO DO IF YOU NEED RESCUE FROM A RAFT

Board carefully toavoid getting wet

Help any crewin the waterinto the raft

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Rescue at seaIf you are involved in a rescue by marine services, suchas a lifeboat or coastguard helicopter, remember that theyare the experts—follow their instructions, and do exactlyas they say. If your rescuer is another yacht, you will needto assess if the skipper’s skill at maneuvering close by

and providing assistance is sufcient for the job.

RESCUE BY ANOTHER VESSEL WHAT CAN I DO?

● Hazard alert Always advise anapproaching boat of hazards suchas ropes or sails in the water.

● Towing warp Prepare yourown towing warp and attach itto several strong points, such

as deck cleats, anchor windlass,mast base, and cockpit winchesto spread the load. Use a longnylon warp to tow, as its stretchwill help absorb shock loadswithout snapping.

● Knots When securing the towline, avoid using knots or loopsthat cannot be released underload (see pp.240–53). Protectthe tow rope from chafing againsta fairlead or bow roller—forexample, with plastic tubing.

● Salvage fees If you accepta tow from a commercial orprivate vessel, check whethera fee is expected, or you may bevulnerable to a claim for salvage.

● Self-help The more you can

help yourself by supplying yourown warp and controlling therescue, the less vulnerableyou will be to a salvage claim.

● Use a drogue If your rudderhas failed, tow a drogue or longloop of heavy rope behind theboat to help to hold it on astraight course under tow.● Avoid side-by-side towingNever use a side-by-side tow inanything but completely flat waterand then only for a short distance.

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291RESCUE AT SEA

● Speed Helicopters provide avital alternative to a lifeboat sincethey can get to a rescue locationquickly, take off crew in hazardoussea conditions, and transportthem quickly to medical facilities.

● Flares Use red or orangehand-held flares (see pp.284–85)as a signal to the helicopter, if youhave summoned air rescue andthis signal has been requested(orange smoke by day and redby night). Do not fire parachuteor mini-flares, which can bedangerous to the helicopter.

● Listen carefully Make sure youunderstand instructions from theapproaching pilot on VHF, whichwill include the course and speedhe or she wishes you to follow—hearing the radio will be impossibleonce the helicopter is overhead.

HELICOPTER RESCUE WHAT TO KEEP IN MIND

● Helicopter rescue Yachtsmenwho get into serious difficultiesmay require search and rescueservices provided by helicopter.

● Boat position Align the boathead-to-wind (or nearly so), wherepossible, with all sails lowered, andensure all crew wear life jackets.

● Winchman If a winchman islowered from a helicopter, followhis or her instructions exactly.

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292

A, B, Caft Towards, at, or nearthe stern.

ahead In a forwarddirection.

anchor A heavy deviceattached to a boat by arope (anchor warp) orchain cable and loweredoverboard to securea boat to the bottom.

anchorage An area withgood holding groundwhere it is sheltered and

safe to drop anchor.anemometer Aninstrument thatmeasures wind speed.

anticyclone Area ofrelatively heavy, sinkingair that results inhigh pressure.

antifouling paint Specialpaint applied to the hullto prevent underwaterfouling from weedand barnacles.

apparent wind Thecombination of true wind(that which we feel whenstationary) plus the wind

produced by motion.astern (1) Backward.(2) Outside and behindthe stern of the boat.

backing the jib To sheetthe jib to windward.

backstay Wire leadingfrom the masthead tothe stern.

balanced helm When aboat has a balanced helm,if you let go of the tiller, itwill continue on a straightcourse. See weather helmand lee helm .

barometer Instrumentused to registeratmospheric pressure.

batten A light wooden,berglass, or plastic stripthat slots into a pocketsewn into the aft edge(leech) of a sail.

beam reach Sailing withthe wind blowing directlyover the side of the boat.

bearing The directionof an object from yourboat, or between twoobjects, measured indegrees relative tonorth. See heading .

bearing away Turning theboat away from the wind;opposite of lufng (orlufng up).

beating To sail towindward close-hauled,

and zigzagging to reachan objective to windward.

Beaufort Scale Adescriptive scaleused for measuringwind strengths.

berth (1) A place to parkalongside a quay orpontoon, or in a marina.(2) A bed in the cabin.bight (1) Bend in theshore making cove,bay, or inlet. (2) Bendin a rope.

bilge (1) The roundedparts of the hull wherethe sides curve inwardsto form the bottom.(2) The area where watercollects inside the boat.

binnacle A pedestalin which a compass istted and on which thewheel is usually mounted.

boathook Pole with hookused to pick up mooringbuoy or ring whenmooring or berthing.

boom A horizontal spar orpole, used to extend thefoot of a sail and to helpcontrol the sail’s anglein relation to the wind.

boom vang (or kickingstrap) A tackle or strutthat prevents the boomfrom rising under windpressure in the mainsail.

bow The forward end of aboat; opposite of stern.

bower anchor The mainanchor on a boat.

bowline (pronounced“bow-lynn”) A knot usedto make a loop in theend of a rope or to tieto a ring or post.

bowsprit A sparprojecting from the bowof some boats, allowingsails to be securedfurther forward.

breast rope A mooringrope running at rightangles to the boat, frombow or stern, sometimesused in addition to thefour main warps to holdthe boat alongside.

broach When a boataccidentally turnsbroadside to the waves.

broad reach Sailing withthe wind coming over the

port or starboard quarterof the boat.

Bruce (anchor) Type ofburying anchor.

buoy A oating markerused for navigation.

Glossary

GLOSSARY

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293

buoyage A system ofnavigation marks usedto identify hazards andsafe channels.

burgee A small triangularag own from the top ofa mast, serving to indicateapparent wind.

cabin The living quartersbelow deck.

capsize When a boat tipsover to 90° or 180°.

cardinal marks Forms ofbuoyage, used to indicatelarge or individual hazardsin the water.

chart A nautical map.

chart datum The levelfrom which soundings(depths) and dryingheights are measured.

cleat A wooden or metaltting that is used tosecure ropes.

clew The lower aft cornerof a fore-and-aft sail.

clew outhaul The ropeor wire that adjusts theposition of the clew andthe tension in the footof the mainsail.

close-hauled Sailingas close to the wind aspossible, with the sailspulled in tight.

close reach The point ofsailing between close-hauled and a beam reach.

clove hitch A knot usedfor short-term mooringto a ring or post, or forhitching fenders to a rail.

coachroof The raisedcabin roof in the middleof the boat.

cockpit The working area,usually towards the sternof a boat, from which theboat is steered.

companionway A ladderor steps leading downfrom the cockpit tothe cabin.

compass north Thedirection in whicha compass points.If there is no localmagnetic interference(see deviation ), it will

point to magnetic north.control line A ropeor line that adjustsa sail or part of therig—such asthe Cunningham.

convection currents Air currents formeddue to the land heatingup and cooling down.course made good The course achievedafter allowing for leewayand tidal set and drift.

course steered The courseactually steered by thehelmsman and read off

from the compass.crew Either everyone onboard, or everyone exceptthe helmsman.

cringle A metal or plasticeye sewn into a sail.

crossing turn The termused when one part ofa rope crosses another.

cruising chute See gennaker .

Cunningham A controlline for adjusting tensionin the luff of a mainsailor jib.

D, E, Fdanbuoy A oating markerpole with ag that isattached to a lifebuoyto improve visibility.

Danforth (anchor) Type ofburying anchor.

depression An area oflow pressure.depth sounder A deviceto measure distancefrom the seabed to theinstrument’s transducer.deviation The differencebetween magnetic andcompass north as aresult of the effect oflocal magnetic eldson the boat’s compass.Deviation varies withthe boat’s course,and is measured indegrees, east or westof magnetic north.

dinghy A small boatusually designed to

be used by one ortwo people.dip-pole jibe Methodof jibing a spinnakeron larger cruisers andcruiser-racers.direction Measuredclockwise as an anglerelative to north. Seeheading and bearing .dismasting Whenthe mast breaks.See jury rig .displacement The weightof the water displaced bya oating hull.downhaul A rope for

hauling down sails orfor controlling a sparsuch as the spinnakerpole; opposite of uphaul.downwind (or offwind)All courses that arefurther away from thewind than a beam reachare known as downwind,or offwind, courses;opposite of upwind.DR Dead reckoningposition. It is plotted ona chart by drawing thecourse steered fromthe last known position

GLOSSARY

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294

and measuring off thedistance sailed accordingto the log. See also EP .drift The strength of atidal stream; the distancethe stream will move aoating object in an hour.drogue An object towed,usually over the stern of aboat as a way of reducingits speed in heavy weather.ebb tide When the tide isgoing out, between highand low water; oppositeof ood tide.eddies Circular current,the area of reversedcurrent that forms behinda rock or headland in acurrent or tidal stream.EP Estimated position.A DR (dead reckoning)position plus tidal setand drift. EPs are plottedat regular intervals on achart and compared witha x to identify any errorsin plotting.EPIRB (emergencyposition indicating radiobeacon) Transmits distresssignals to satellites thatare part of the GMDSS.fairlead A bolt, ring, orloop that guides a rope.fathom An old unit of

length for measuringwater depth. Onefathom is 6ft (1.8m).fender A protector hungover the side between theboat and a pontoon oranother vessel.ddles The raised lips onworktops in the cabin.gure-of-eight A stopperknot, used to prevent arope end running outthrough a block or fairlead.n keel A single, central,xed, ballasted keel.

ogging When a sailaps noisily it is saidto be ogging.

ood tide The tide thatis coming in; oppositeof ebb tide.

uke The barb or hookof an anchor.

foot The bottom edge

of a sail.fore At, near, or towardsthe bow.

foredeck The part of thedeck nearest the bow.

forestay A wire that leadsfrom the mast to the bowtting. A headsail may

be attached to it.Fortress (anchor) A typeof anchor made fromaluminum, with ukeangles that can beadjusted to suit sandor mud bottoms.

G, H, Igalley A boat’s kitchen.gennaker A sail thatis a cross between agenoa and a spinnaker.Sometimes calleda cruising chute.

genoa A large headsailthat overlaps the mastand usually sweeps thedeck with its foot. See jib.

gimbals Fittings thatallow an object (suchas a galley stove) toswing so as to remainupright when theboat heels.

GMDSS (Global Maritime

Distress and SafetySystem) A set ofstandards to whichmodern radio sets,satellite communicationsystems, andEPIRBs conform.

goosewinging Sailingdirectly downwind(running) with themainsail set on oneside and the headsailset on the other.GPS A global positioningsystem receiver that usesinformation from anetwork of satellites to

determine and display aboat’s position accurately.GRIB Gridded binarydata les; small lesof weather informationeasily transmitted overthe Internet.ground track Thecourse followed,

relative to the seabed.See water track .GRP Glass-reinforcedplastic (berglass), fromwhich many boat hullsare made.guardrails Another termused for lifelines. Seelifelines (1).gunwale (pronounced“gunnel”) The top edgeof the side of the hull.guy A rope that controlsthe spinnaker on thewindward side. It runsthrough the end of thespinnaker pole.

halyard A rope or wirethat is used to hoist asail, ag, or other signal.hank A metal or plastichook that is used tosecure a sail to a stay.hatch A cover over anopening on deck.head The top corner of atriangular sail, or the topedge of a four-sided sail.heading The directionin which you are steeringthe boat measured by acompass. See bearing .

GLOSSARY

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295

heads Sea toilet orthe compartment thatcontains the toilet andwashing facilities.

headsail A sail set on theforestay; a jib.

head-to-wind The pointat which the boat isheading straight intothe wind with thesails lufng.

heaving-to Bringing aboat to a halt, usually bysheeting the headsail towindward. After the event,a boat is described as“hove-to.”

heel (1) When a boat tilts

over to one side, it heels.(2) The heel of the mastis its bottom end.

helmsman The personwho steers the boat.

hoist To raise a sailor ag.

horn cleat A metal,

wooden, or plasticcleat with two hornsaround which the ropeis wrapped to createsufcient friction tohold the rope fast.

hull The main bodyof a boat.

IALA InternationalAssociation of LighthouseAuthorities, whichorganizes buoyage.

in-irons Stuck head-to-wind with sails appingand no steerage.

inversion (1) Weather—when warm air lays ontop of cold air. (2)Boat—capsizing so mastpoints vertically down.

ISAF InternationalSailing Federation—theinternational governingbody of sailing.

isobars Lines on weathermaps that connect pointsof equal pressure.

J, K, L jackstays Lengths ofwebbing or wire thatrun the length of bothsidedecks, to which thecrew attach their lifelines

when working on deck. jib A triangular headsail(a sail set in front of theforward mast). jib sheets Ropes used totrim (or “sheet”) the jib. jibing Turning thestern of the boatthrough the wind.See tacking . jury rig A makeshift rigthat you construct to getyou to safety followinga dismasting.katabatic winds Sinkingcurrents of cold air thatrun down the slopes

of mountains.kedge anchor A lighteranchor than the main(or bower) anchor.keel The lowest partof a sailing boat, usedto resist sidewaysdrift (leeway).kicking strap Seeboom vang .knot The unit of speedat sea, dened as onenautical mile per hour.latitude The angulardistance north or south ofthe equator. The linesof latitude are the gridlines on a map or chartrunning east to west, andparallel to the equator.See longitude .lazy guy A leeward guyleft slack (not in use)when using a spinnaker.

lazyjacks Restraininglines rigged from themast to the boom toretain the mainsailwhen it is lowered andstowed on the boom.

leeboards (lee-cloths)Wooden boards (orcanvas cloths) ttedalong the inboard

edge of a sea berth,to prevent the occupantfrom being thrownout of the berth inrough conditions.

leech The aft edge ofa sail.

lee helm If a boatturns to leeward whenyou let go of the tilleror wheel, it has lee helm.See weather helm andbalanced helm .

lee shore A shore ontowhich the wind is blowing;opposite of weather shore.

leeward Away from

the wind; oppositeof windward.

lifelines (1) Safety railsor wires tted aroundthe deck edge, supportedby stanchions. (2) Theline or strap of a safetyharness that is attachedto a jackstay, rail, or otherstrong point on deck.

longitude The angulardistance west or eastof the Greenwich meridian.The lines of longitudeare the grid lines on a mapor chart running north tosouth. See latitude .

luff (1) The forward

edge of a triangular sail.(2) A sail luffs, or islufng, when its luffshakes due to the sailnot being pulled insufciently. (3) To turntowards the wind.

GLOSSARY

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lufng (1) When a boat isturned towards the wind(also known as lufng up).(2) When the luff of a sailshakes or aps.

lying a-hull Drifting withall sail stowed.

M, N, Omagnetic north Thedirection to which amagnetic compass points.Magnetic north differsfrom true north andmoves over time.

magnetic variation The angular differencebetween magnetic northand true north, whichalters year by year asthe magnetic poles move.

mainsail (pronouncedmains’l) The principalfore-and-aft sail.

mainsheet The ropeattached to the boomand used to trim (oradjust) the mainsail.

marlinspike A pointedtool used to loosen knotsand assist in splicing rope.

mast A vertical pole towhich sails are attached.

MAYDAY This is aninternationally recognizedradio distress signal foruse when you are in graveor imminent danger. Ittakes priority over anyother kind of message.See PAN PAN .

mean direction The termused to describe theaverage wind direction.

meridian A line oflongitude that runs fromnorth to south poles.

mooring A permanentarrangement of anchorsand cables, to which aboat can be secured.

multihull A boat withmore than one hull.A catamaran or atrimaran.

nautical mile The unitof distance at sea, denedas one minute (1’) oflatitude. It is standardizedto 6,076ft (1,852m).

navigation lights Lightsshown by a boat thatindicate relative course,position, and statussuch as sailing, shing,or towing.

neap tides Tides withthe smallest rangebetween high and lowwater; opposite ofspring tides.

no-sail zone Sinceboats cannot saildirectly into the wind,there is a no-sail zoneon either side of thedirection of true wind.The closest that mostboats can achieve isan angle of 45° oneither side.

occluded When acold front overtakesa warm front, the frontbecomes occluded.

offshore wind A wind thatblows off the land.

offwind See downwind .onshore wind A windblowing onto the land.

outboard engine Anengine mountedexternally on a boat.

outhaul A rope, suchas the mainsail clewouthaul, which adjuststhe tension in the foot.

overfalls Rough watercaused by the tidepouring over a roughor precipitous seabed.

P, Q, Rpainter A mooring ropeattached to the bow of asmall boat.

PAN PAN This is aninternationally recognizeddistress signal that takespriority over all except aMAYDAY message.

passage A journeybetween two ports.

pile moorings Wooden ormetal stakes (piles) driveninto the sea bed, to whichmooring warps are tied.

pilotage Navigationby eye, compass, andchart, when in sightof land.pinching Sailing tooclose to the wind insidethe no-sail zone.

plotter A device forplotting a course ona paper chart.

Plow (anchor) Type of

burying anchor.point of sailing Thedirection in which aboat is being sailed,described in relationto its angle to the wind.

pontoon A oatingplatform to whichboats can be moored.

port The left-handside of a boat, whenlooking forward.

port tack A boat ison port tack when thewind is blowing overthe port side and theboom is out to starboard.See starboard tack .

prop walk The effect of aturning propeller, whichpushes the stern of theboat sideways in the samedirection in which thepropeller rotates.

GLOSSARY

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pulpit An elevated andrigid metal rail aroundthe bow of a boat.pushpit An elevated andrigid metal rail aroundthe stern of a boat.reaching Sailing withthe wind roughly atright angles to the foreand aft line of the boat.See beam reach andbroad reach .reef To reduce sailarea when the windbecomes too strongto sail comfortablyunder full sail.reef knot A knot that isused for tying the endsof rope of equal diameter,as when putting in a reef.reef points Lines sewn tothe sail to tie up the loosefold in a reefed sail.rigging The system ofwires and ropes used tokeep the mast in place

and work the sails.roller furling This is amechanical system to rollup a headsail or mainsail.roller reeng This isa mechanical systemto reef a headsail ormainsail.round turn A completeturn of a rope or linearound an object.rowlocks (pronounced“rollocks”) U-shapedttings that support theoars and act as a pivotwhen rowing.rudder A movableunderwater blade thatis used to steer theboat, controlled by atiller or wheel.run/running Sailingdirectly downwind (thatis, with the wind right

behind you, or nearlyso) on either a port orstarboard tack.

S, T, Usafe track The courseyou follow throughconstricted water.seacock A valve thatcan be shut to closea through-hull tting.seizing Binding two linestogether, or a rope to aspar, or a loop in a rope.sheet Rope attached tothe clew of a sail, orto a boom, used to trim(adjust) the sail.

sheet bend A knot usedto join two ropes.shrouds The wireropes on either sideof the mast that supportit sideways.side deck The deck atthe side of a boat.

skeg A projecting partof the hull that supportsthe rudder.slip line A doubled linewith both ends made faston the boat so that it canbe released and pulledfrom on board.slot The gap between the

luff of the mainsail andthe leech of the headsail.Spade (anchor) Type ofburying anchor.spinnaker A large, light,downwind sail set froma spinnaker pole.spinnaker pole A poleused to extend thespinnaker tack awayfrom the boat.splicing Joining twolines, or creating a loopin one, by interweavingthe strands of rope.

spreaders Small polesextending outwards fromone or more places onthe mast. Shrouds runthrough the outer ends.springs Mooring warpsto help prevent the boatfrom moving ahead orastern when moored.spring tides Tides thathave the largest rangebetween high and lowtides. See also neap tides.

stanchion An uprightpost used to supportthe guardrails.standing part The partof a rope that is not beingused to tie a knot.starboard The right-hand side of a boat,when looking forward.starboard tack Thecourse of a boat whenthe wind is blowing overa boat’s starboard sideand the boom is out to

port. See port tack .steerage way Havingenough speed through thewater so that the ruddercan be used to steer.stern The rear or afterpart of a vessel; oppositeof bow.storm jib A small, strongheadsail used in verystrong winds.tack (1) The forward lowercorner of a fore-and-aftsail. (2) Under sail, a boatis either on starboard tackor port tack. See tacking .tacking Turning the bowof the boat through thewind. See jibing .tackle An arrangementof a line led throughtwo or more blocks tomove objects or handleheavy loads.

GLOSSARY

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tender A small boat

used to ferry peopleand provisions to andfrom a larger boat.tidal atlas Small chartsshowing tidal streamdirections and rate of ow.

tidal drift The strengthof a tidal stream.tidal range The differencebetween a tide’s high andlow water levels.

tidal set The strength orspeed of a tidal stream.tidal stream A ow ofwater caused by the riseand fall of the tide.

tide The regular rise andfall of the sea’s surface.tide tables A record of thetimes and heights of highand low water for everyday of the year.tiller A rod by which therudder is controlled,for steering.

topping lift A roperunning from themasthead to the boomend used to supportthe boom when themainsail is not hoisted.

transit Two prominentmarks that can be alignedto determine that a boat

lies on a certain line.traveler A slide thattravels along a track,used for altering sheetangles.

trim To let out or pull in asheet to adjust a sail.

true north The directionof the True North Pole.See also magnetic north and compass north .

true wind The speed anddirection of the wind youfeel when stationary. Seealso apparent wind .

trysail A small, strong

replacement for acruiser’s mainsail that isused in severe weather.uphaul A rope foradjusting the heightof the spinnaker pole;opposite of downhaul.upwind All courses thatare closer to the wind

(heading more directlyinto it) than a beamreach are called upwindcourses; opposite ofoffwind or downwind.

V–Zvector A line drawnto indicate both thedirection and magnitudeof a force, such as atidal stream.VHF (very high frequency) A common radio systemused on boats.wake Waves generatedastern by a moving vessel.warp Any rope used tosecure or move a boat.watch (1) A division ofcrew into shifts. (2) Thetime each watch has duty.water track The course tosteer through the waterto achieve a ground trackafter allowing for theeffects of any tidal stream.waypoints Importantpoints along yourroute that are oftenprogrammed into GPSor chartplotter systems.weather helm If theboat, under sail, turnsto windward when youlet go of the tiller, ithas weather helm.See lee helm andbalanced helm .weather shore Whenthe wind blows off theland, the shore is called

GLOSSARY

a weather shore; opposite

of lee shore. See alsooffshore wind .whipping To bind the endsof a rope with thin cord(whipping twine) toprevent it unraveling.winch A device toprovide mechanicaladvantage for pulling

in sheets and halyards.windage The drag causedby the parts of the boatexposed to the wind.windlass A mechanicaldevice used to pull in acable or chain, such asan anchor rode.windward Toward thewind; opposite of leeward.working end The part of arope used for tying a knot.

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299INDEX

Aaccidents see safetyanchor bearings 130 cable 127, 157 dismasting 280 dropping routine 128–29 sea, and storm tactics

196–97 stowing 31, 127, 131 types of 126 weighing 130–131anchorage chart symbols 171 judging 124–25 weather forecasts

213anemometer 63, 203

Bbatteries 150, 152 see also enginebeam reach points of sailing 42–43 sailing downwind 72–73 sailing on a reach 68berthing see mooringberths and stowage

144–45 see also stowagebilge pumps 149, 157, 283boat parts 30–31boom 30 jibing 80

mainsail, dropping 57 maintenance 225 turning head-to-wind 51boom vang downwind sailing 73 mainsail hoisting 54–55 mainsail twist 47, 64 reeng mainsail 95 sailing on a reach 69 sailing to windward 71

bowline (knot) 242–43broad reach

points of sailing 42–43 sailing downwind 72–73 sailing on a reach 68buoyage and pilotage 67,

162–65, 171

Cchannelscharts paper 172–73 symbols 162–63, 167,

170–71, 183, 215 understanding 170–71 underwater hazards 67 see also navigationcollisions, avoiding 282 IALA markings 165 transit marks 67cleaning schedule 143, 148close-hauled course heaving-to 83 points of sailing 42–43 sailing to windward 70–71 tacking 74–77clothing 10–13, 156 footwear 14–15 gloves 15clouds 207, 210–11 see also weatherclove hitch (knot) 246–47cockpit

safety 18collisions, avoiding 112,

186–87, 282–83communication systems

158–59, 161, 289compass 30 degrees 167 position nding 181 rose 168, 170 types 174

use of 67 see also navigationcooking on board 146–47crew cooking on board 146–47 departures 115, 120 dropping anchor 128–31 jibing 78–81, 90–93 heaving-to 83 mainsail, dropping 56–57

mooring 102, 105,106–09, 132

passage preparation156–57

repair skills 220 roles 26–27 space sharing 142–43

steering under power40–41

tacking 74–77 tender, getting in and out

136–39

Ddepth (water) anchorage, judging

124–25 electronic measurement

175 fathom 167 navigation charts 170 shoals (shallow water)

171, 213 sounder and fog 192 steering under power 41 wave effects 214dinghy, inatable see tenderdragging, and anchoring

125, 130

Eelectric power generators 151, 153 inverter 153 sources 150–51 usage control 152–53emergencies see safetyengine access 218 batteries 150, 152

care 218–19, 220equipment checklist 157 fuel levels 37, 218 tender 134 use 36–37

Ffathom (depth) 167fenders 98–99

clove hitch 246–47 height adjustment 99 line knot 244–45 mooring 105, 114–15, 118 roving 98, 112 skirt 98gure-of-eight knot 240

Index

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rst-aid

burns 266 cuts and grazes 265 drowning (near) 270 fractures 267 head injury 267 heatstroke 268 hypothermia 268 kit 23, 157, 264 recovery position 265, 270 resuscitation procedure

271 seasickness 269 shock 270 sprains and strains 266 sunburn 269sherman’s bend knot 253fog 211foghorn 157, 158, 161, 192 psychrometer 203 sailing in 192–93 sound signals 193fouling anchorage 125 propeller 280, 281fuel levels 37, 218 see also engine

Ggennaker 85 see also spinnakerGPS 167, 174, 176, 184 see also navigation

Hhalyards 31 clutches 48–49headsail 59

jib 63 and mainsail 54–55, 63,95

spinnaker 86, 87, 89 stowing 239 see also ropes (sheets)harbors engine use 36 transit marks 67 see also mooring

headlands 213heads and plumbing

148–49headsail furling and unfurling

58–61, 94 hanked 59, 61, 94

leach, and slot 62

roller-reefed 58–59 steering control 45 stowage 60–61 see also jib; spinnakerheaving-to 82–83 storm tactics 196–97heeling 34 berth leeboards 144 crew safety 18 reducing sail 94–95

steering a course 66helmsman compass use 67 downwind sailing 72 engine use 37 feeling loads on wheel 66 heaving-to 83 mooring 104, 109,

118–19, 121, 133 reversing and visibility

102 sailing to windward 70–71 spinnaker, dropping and

hoisting 87, 88 steering under power

40–41 tacking 74–77 weighing anchor 129,

130–31 see also crew; navigation;

wheelhull mooring bow-to 110 repairs and maintenance

228–31 stability 34 see also keel

J jib angle control 46 bearing away 51 bowline 46, 242–43 changing tack 52 furling and unfurling

59, 60 goosewinging 43, 73 halyard 63

sailing on a reach 69 slot adjustment 65, 69 tacking 74, 76 see also headsail; sheets;

sails jibing 78–81, 92–93 dip-pole spinnaker

92–93

end-for-end 90–91 jibe preventer 72

Kkeel 34 steering control 38, 44–45 see also hullknot (speed) 167knots

bowline 242–43 clove hitch 246–47 double overhand 241 double sheet bend 252 gure-of-eight 240 sherman’s bend 253 reef knot 248–49 round turn and two

half-hitches 244–45 sheet bend 250–51

Llandmarks chart symbols 171 and pilotage 67latitude and longitude 166lee side rough seas 215 sideways force 32, 33, 34 wind shadow 212, 213lifebuoys 22 man overboard 274, 276life jackets 16–17, 144, 194lighthouses 162, 163, 164lockers 142, 144logbook 169, 180

Mmainsaildropping 56–57

attening 63, 69 halyard 54–55, 63, 95 heaving-to 83 hoisting 54–55 jibing 53, 78–81,

90–91, 93 lufng 50, 62, 63, 69

reeng 95 sailing on a reach 69 sailing to windward 70–71 setting 47

spinnaker, dropping88–89

steering control 41, 45

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stowage 57

tensioning foot of 64 twist, controlling 47, 64 see also jib; repairs and

maintenancemainsheet

sail controls 47man overboard actions to take 274–75 alarm system 23 bowline 242–43

danbuoy 22 drill practice 276–77 engine use 36 see also safetymaneuvering basic 38, 50–51 bearing away 51 changing tack 52–53 engine use 36 jibing 53, 78–81 lufng up 50 steering under power 41 stopping see stopping towing see towing turning under sail 50 under power 38–39 windage 38, 51 see also navigation;

speed; steeringmarina berth see mooringmast alignment, and rafting

116 dismasting 280–81 masthead wind indicators

31, 63, 209 stowing ropes 239MAYDAY message 160, 272,

285, 286

mobile phones 158, 161mooring alongside 104–05 and anchorage 108, 110,

130–31 angle and onshore wind

103 arrival 112–13, 132–33 bow rst approach and

departure 102, 106–09,

118–19 cleat 30 fore-and-aft 132 into the tide 103 leeward 112, 115 mast alignment 116 pile and pontoon 111

prop walk 38–39, 113, 115

rafting 116 rope knots 242–47,250–51

slip lines, use of 117 steerage way, retaining

103 stern rst approach and

departure 102, 108–09,120–21

warps see warps

wind direction 103, 133 wind speed 112–13 windward 113, 114 see also harbors

Nnautical mile 167navigation Automatic Identication

System (AIS) 176 buoyage and pilotage

162–65, 171 chartplotter 173, 176,

177, 182–85 collisions, avoiding 112,

186–87, 282–83 compass see compass course correction 66 course planning 35, 157 cross-track errors (XTE)

185 Dead Reckoning (DR)

position 180 degrees 167 Estimated Position (EP)

180, 181 GPS 167, 174, 176, 184 instruments 157, 174–77

laptop use 177 latitude and longitude 166 lights 157, 187, 188–89,

190 logbook 169, 180 night sailing see night

sailing passage preparation

156–57 position and direction

166–67, 180–81 radar 176, 177, 181, 192 shaping a course 182–83 shaping a course on a

long passage 184–85 storm tactics 196–97 and tides 178–79

velocity made good (VMG)

185Navtex receiver 202night sailing 190–91 clear skies 211 collisions, avoiding 187 navigation lights 189 watch system 191

Oovertaking, collisions,avoiding 186

PPAN PAN message 160, 272phonetic alphabet 160pilotage and buoyage 67,

162–65, 171plumbing 148–49pontoon, rafting 116port steering control 44 tack 52propeller fouled 280, 281 maintenance 229prop walk 38–39, 113, 115psychrometer 203pulpit 31pumps and plumbing 149

Rradar 176, 177, 181, 192rafting, pontoon 116rain 12, 207, 210–11 see also weatherreach

points of sailing 42–43 sailing on a 68–69see also beam reach;

broad reachreach to reach tacking

74–75reef knot 248–49reeng 94–95rough weather 195 storm tactics 197

repairs and maintenance galvanic erosion 229 hull 228–31 sails 226–27 simple repairs 220–21 steering 222–23right of way, collisions,

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avoiding 187

rocks and wrecks, chartsymbols 171ropes anchor cable 127 coiling 236–37 ends, sealing 254–55 halyards see halyards joining 252 sailmaker’s whipping

256–57

and salt water 235 securing end 240–41 sheets see sheets splicing 260–61 stowing 235, 238–39 types of 234–35 warps see warps whipping 254–57 see also headsail; knots;

spinnakerrough seas 205 dismasting 280–81 downwind sailing 73 hatches 194 and headlands 213 heaving-to 82–83 lee side 215 overfalls, avoiding 215storm tactics 195, 196–97 see also rough seasrudder failure 223 jibing 80 maintenance 229 steering control 38,

44–45 see also steering

Ssafety clipping on 19, 21 collisions, avoiding 112,

186–87, 282–83 collision holes, sealing

283 on deck 18–21 dismasting 280–81 distress signals 160–61,

272–73, 284–87 electrical systems 151 emergency procedures

22–23, 272–73, 286–87 EPIRB radio beacon 25,

158, 161, 289 equipment 22–23

re on board 24, 157,

278–79 rst-aid see rst-aid ag distress signals 285,

287 ares 25, 157, 284, 291 fog see fog GMDSS system 284–85 grab bag 25 helicopter rescue 291 life jacket and harness

16–17, 157, 194 life rafts 24, 157, 288–89 lifebuoys 22 lighthouses 162, 163, 164 man overboard see man

overboard night sailing see night


156–57 rescue at sea 290–91 rocks and shoals 171,

213 SOS signal (Morse) 287 tender, getting in and out

136–39 towing see towing VHF radio 157, 158–59,

285, 289sails balanced helm 34 controls 46–47 downwind sailing 73 holes in hull, sealing with

283 jibing see jibing lufng 47, 50, 62, 63, 69 maintenance 157,

226–27

no-sail zone 42–43 points of sailing 42–43 reducing 94–95 reliance on 36 repair tools 227 sideways force 32 steering see steering storm tactics 196–97 tacking see tacking trimming 47, 62–63

twist 47, 64 wind and drag 32 see also headsail; jib;

mainsail; mast;spinnaker

sheet bend 250–51sheets

sail controls 46

shelter anchorage, judging124–25

rough weather 195shoals (shallow water)

171, 213side forces 32, 33, 34skipper 26 emergency procedures

22–23, 272–73

heaving-to 83 man overboard see man overboard

mooring 108, 114–15 night sailing see night


156–57 see also crewSOS signal (Morse) 287speed electronic measurement

175 mooring 112–13steering under power 41storm tactics 197 see also maneuveringspinnaker asymmetric 85 dropping 88–89 gennaker 85 jibing 90–93 hoisting 86–87 pole 73, 92–93 types 84–85 see also headsail; sailsstarboard collisions, avoiding 186 steering control 44

tack 52steering autopilot 223 close-hauled course see

close-hauled course controls 44–45 course 66–67 emergency 223 maintenance 222–23 problems, reducing sail

94–95 sailing on a reach 69 tiller 222–23 under power 40–41 see also maneuvering;

rudder; wheelstopping

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heaving-to 82–83

steering under power41storm tactics 195, 196–97 see also weatherstowage anchor 31, 127, 131 berths 144–45 headsail 60–61 mainsail 57 ropes 235, 238–39 tender 135sump pumps 149sunlight protection from 12–13,

269symbols, navigation

162–63, 167, 170–71,183, 215

Ttacking 74–77 changing tack 52–53 collisions, avoiding 187telltales 64, 65temperature and humidity,

psychrometer 203tender

engine 134

getting in and out136–39

stowing 135 towing 135thunderstorms 207, 211 see also weathertides anchorage, judging

124–25 Estimated Position (EP)

calculating 181 heaving-to 82–83 height calculation 179 and navigation 178–79tidal atlas 157, 178tidal curves 179tidal streams 35, 213 and wind 179, 213,

214–15

tiller 222–23 see also steeringtool kit, repairs 220–21towing dismasting 281 rescue at sea 290 tender 135

VVHF radio 157, 158–59,

285, 289visibility 205 collisions, avoiding 282 ag distress signals 287 fog see fog steering under power 41

Wwarning calls, jibing

78–79warps knots 244–45, 250–52 mooring 100–01, 114–15,

117, 133water conservation 148water depth see depth

(water)water ingress, bilge pumps

149waves see rough seasweather anchorage, judging

124–25 dawn mist 211 fog see fog land effects 212–13 lee side and wind shadow

212 rain 12, 207, 210–11 rough see rough seas storm tactics 195,

196–97 sunlight, protection

from 12–13, 269 synoptic charts 201 thunderstorms 207, 211wind and tide, effects of

214 see also cloudsweather forecasts anchorage 213 anemometers 63, 203 daily changes 210–11 depressions and

anticyclones 204, 205,206–07

electric barometer 202

nding 200–01 GRIB (gridded binary)

les 203 interpreting 204–05 low and high pressure

areas 204 Navtex receiver 202

psychrometer 203

satellite images 205 terminology 205 understanding 201weather fronts 201, 205,

206–07Weatherfax system 202weighing anchor 130–31wheel binnacle, engine use 37 feeling loads on 66

heaving-to 83 steering control 44–45 steering maintenance

222 see also helmsman;

steeringwhipping (rope) 235, 255,

258–59winches and clutches 30 angle control 46, 47 self-tailing 48–49 servicing 225 tacking 74wind apparent 33 backing 205 cumulus clouds 210 driving a boat 32 land breeze 212 little, and engine use 36 points of sailing 42–43 power 151 sea breeze 212 shadow and lee side 212,

213 thunderstorms 207, 211 and tides 179, 213,

214–15 true 33

veering 205wind direction changing tack 52–53 electronic measurement

175 judging 63 mooring 52–53 steering control 45Windex 31, 63, 209windward, sailing to 70–71

wind speed anemometers 203, 209 Beaufort Scale 208–09 gale warnings 205 jibing 81 and headlands 213 heeling in gusts 66

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