Tokyo Sail & Power Squadron

Tokyo Power Squadron is Bellevue Power Squadron’s 32nd twitter follower which is very special to us.

TSPS provides Class 1 & 2 Japan Boat License test preparation courses in English.

 
This license is necessary for operation of small powered watercraft in Japan, including cruisers and sailboats with engines.

Everyone has to go and check out TSPS website and great videos at:   http://tspsjapan.org/ .

http://tspsjapan.org/

 Tsunami Debris Washes Ashore On Wash. Shores

Debris from the tsunami that hit Japan last March is just now starting to show up on the far northwestern shores of the U.S.

Some fishermen are worried the floats and other rubble may tangle their nets and affect their livelihood. Ashley Ahearn of the public media collaboration EarthFix headed out to Washington State’s Olympic Peninsula to see what’s coming ashore.

Wreckage from the tsunami that struck Japan last March is slowly making its way across the Pacific Ocean. The Japanese government estimated that up to 25 million tons of debris from the wave washed into the ocean. Now it’s beginning to make landfall along U.S. coasts.

From the public media collaboration EarthFix, Ashley Ahearn reports.

ASHLEY AHEARN, BYLINE: John Anderson is standing in his front yard in Forks, Washington. Behind him is a 40-foot tall tower made entirely of buoys from crab pots. The yard around him is filled with bits of flotsam and jetsam that he scoured from Northwest beaches over the past 35 years.

From the public media collaboration EarthFix, Ashley Ahearn reports.

ASHLEY AHEARN, BYLINE: John Anderson is standing in his front yard in Forks, Washington. Behind him is a 40-foot tall tower made entirely of buoys from crab pots. The yard around him is filled with bits of flotsam and jetsam that he scoured from Northwest beaches over the past 35 years.

(Read and listen to the rest of the story at npr.com)

The quarantine flag, also called the “Yellow Jack”, is the international signal flag LIMA.  It is square in shape.  Its display is divided into four smaller squares, with two on top and two on the bottom.

The smaller squares are alternately yellow and black in color.  The flag is flown from a ship that is either arriving in port with known serious health problems or that has been placed under quarantine by the local port authorities.  Once the local authorities have determined that the ship’s health problems have been resolved and removed the quarantine order, the ship may fly the free pratique flag (e.g., the international signal flag QUEBEC), which is solid yellow.

The concept of quarantine is ancient and is mentioned in the Old Testament.  The term itself is derived from the practice of the city-state of Venice during the Middle Ages of requiring ships arriving from locations known to being experiencing diseases such as the plague to anchor or moor off the port for 40 days (quaranta giorni) so that any disease on board might run its course.

The practice of quarantine has varied over the centuries, but the concept of protecting the public health by restricting the movements of individuals who are suspected of possibly harboring serious disease has remained constant.  The World Health Organization (WHO) provides guidelines on how and when quarantine should be used, but its actual implementation is left to the discretion of individual nations.

In the United States, the Center for Disease Control and Prevention (CDC) administers the federal quarantine program, but the separate states and local communities also have broad powers.  Ships arriving in a US port with serious disease on board are required to provide advance notification.  The ship may be required to undertake certain sanitary measures and to exercise various controls over all persons on board to prevent them from serving as disease vectors potentially infecting the local populace.

The closest we have come recently to a general quarantine affecting the maritime industry was during the 2002 SARS epidemic, which heavily impacted southeast Asia.  A future pandemic, whether the result of avian flu or otherwise, may see widespread implementation of quarantine measures and flying of the quarantine flag.

(Thanks to Maritime Professional for the article)

Ballard Locks to close for repairs at end of January 2012

SEATTLE – The 95-year old Hiram M. Chittenden Locks are showing signs of wear and tear from nature’s most destructive force, and repair work beginning Friday will cause visitor and vessel traffic closures near the end of January.

Water has caused erosion along a portion of the small lock wall creating a scour. U.S. Army Corps of Engineers, Seattle District, officials said the lock is safe and there is no immediate danger of failure, but the repair is needed to maintain the safe waterway and stop further erosion.

“There have been scour problems documented in a nearby area for 30 years. The first major repair was done in 1985 to the apron,” said Marian Valentine, a hydraulic engineer in charge of operations and maintenance of the facility. “Water is very destructive so we actively monitor the locks and make interim repairs where necessary.”

A 2009 sonar survey detected an elongated scour hole and during a subsequent dive inspection, a void was noticed under the small lock foundation.

To repair the monolith, the Corps contracted Redside Construction, Port Gamble, Wash., for $1.3 million to drive sheet piles adjacent to the wall. These sheet piles will act as armor, to prevent future erosion, and as forms so concrete can be pumped in to fill the void. As part of the contract, riprap and quarry spalls will be placed in areas where channel scour occurred.

To minimize aquatic ecosystem harm, the Corps worked with state and federal agencies and scheduled work to coincide with U.S. Fish and Wildlife Service time restrictions. The Corps also prepared a Biological Evaluation in accordance with the Endangered Species Act to assure full compliance, according to Project Manager Joshua Jackson.

The work is expected to take 60 days to complete and the locks are likely to close to all visitor and vessel traffic for a couple days during the last week of January.

For more information and updates follow the Chittenden Locks on www.facebook.com/chittendenlocks and www.twitter.com/chittendenlocks.    Original release from Army Corp of Engineers site.

(Thanks to BSPS Member and Bellviews Editor Laurie Stevens for the information)

First Snow Hits Puget Sound Boat

Snow is fairly rare in the Puget Sound, so a layer of the white stuff always is a treat.

We’d spent the weekend in LaConner, where 2-3 inches of snow had fallen overnight, and left around 7 this morning for the run back to Seattle.

The trip through Swinomish Channel was magical in the dark.

Check out the rest of Jennifer and James Hamilton article at their great boating blog at blog.mvdirona.com

Safe Boat Operations – Anchoring Techniques

An often-overlooked safety related operational procedure is the simple act of anchoring your boat in different sea and weather conditions. Anchoring must be performed correctly in order to be effective. In this Posting we will discuss the techniques necessary to properly anchor a boat.

The three basic elements of anchoring include having the proper equipment available; knowing how to use that equipment; and having the ability to select good area to anchor in.

Anchoring involves good communication between the boat operator and crew. With noise from the engine(s) and the wind, it is difficult to hear voice communication. The boat operator should ensure a pre-arranged set of hand signals that the crew understands. Keep the signals as simple as possible.

There are several important precautions that must be taken when considering an anchorage area:

•If possible choose a sheltered anchorage area in shallow water (40′ or less).

•Check charts to ensure that the anchorage area avoids any submerged cables or other obstructions.

•If other boats are in the same area, be careful not to anchor too close to another vessel.

•Never drop within the swing area of another boat.

•Always approach the anchorage into the wind or current.

Having selected a suitable spot, you should run in slowly, preferably on some range ashore selected from marks identified on the chart, or GPS data to aid in locating the chosen spot. Use of two ranges will give the most precise positioning. Later these aids will be helpful in determining whether the anchor is holding or dragging.

Bottom characteristics are of prime importance. The following characteristics of the bottom are normally shown on charts:

Firm Sand: Excellent holding quality and is consistent.

Clay: Excellent holding quality if quite dense, and sufficiently pliable to allow good anchor engagement.

Mud: Varies greatly from sticky, which holds well, to soft or silt that has questionable holding power.

Loose Sand: Fair, if the anchor engages deeply.

Rock and coral: Less desirable for holding an anchor unless the anchor becomes hooked in a crevice.

Grass: Often prevents the anchor from digging into the bottom, and so provides very questionable holding for most anchors.

As the anchor is lowered into the water, it is important to know how much rode is paid out when the anchor hits the bottom. It is advisable to take a working turn on the forward bitt or cleat to maintain control of the anchor rode. If anchoring in a strong wind or current, the anchor rode may not be held with hands alone. Never stand in the coils of line on deck and do not attempt to “heave” the anchor by casting it as far as possible from the side of the boat. Many an anchor has been lost for failure to attach the rode properly.

The scope is a ratio of the length of rode paid out to the depth of the water. Enough rode should be paid out so the lower end of the rode forms an angle of 8° (or less) with the bottom. This helps the anchor dig-in and give good holding power. Scope of the anchor rode should have a ratio range between 5:1 and 7:1. For heavy weather use a 10:1 scope. (Example: For the 5:1 ratio, anchoring in 20 feet of water would require 100 feet of rode.) Markers along the line, show the amount of rode that is out. It also helps to decide the scope necessary for good holding of the anchor.

An anchor must be set properly if it is to yield its full holding power. The best techniques for setting an anchor will vary from type to type; only general guidelines can be given here. Experimenting will help determine the best procedures for the boat, the anchors, and the cruising waters.

There are several ways to make a positive check to ensure the anchor is holding, and not dragging.

•If the water is clear enough to see the bottom, movement may be detected easily.

•If the anchor rode is jerking, or vibrating, the anchor is most likely not holding.

•Monitor bearings taken on at least two landmarks (if available) that are a minimum of 45° apart, or use radar ranges and bearings. Small changes usually mean that the wind, tide, or current has caused the boat to swing around the anchor. If the compass heading is constant, but the bearings change, the anchor is dragging.

•If using a buoyed trip line from the crown of the anchor, apply reverse power to test the anchor’s holding. The float on this line should continue to bob up and down in one spot unaffected by the pull on the anchor rode.

•Some electronic navigation units (GPS/DGPS) have anchoring features that will warn if the vessel has drifted out of its swing circle. These can be used, but should not replace visual and radar methods.

After the anchor has gotten a good bite and the proper scope has been paid out, the line should be made fast to the connection fitting (bitt, cleat, etc.). A check should be made to ensure the vessel is not dragging anchor before shutting off the motor.

Maintain a live watch whenever anchored to monitor the conditions and equipment. Things to watch for are:

•Dragging anchor.

•Changes in the weather.

•Other vessels dragging their anchor or anchoring near your vessel.

•Connection of the anchor rode to the fitting.

Stowage of ground tackle depends upon the size of your boat. In smaller boats, it may be on deck, with the anchor secured in chocks to prevent shifting as waves cause the boat to roll. Some boats have the working anchor attached to a pulpit and the rode in a forward locker. The ground tackle should always be ready for use when the boat is underway.

(thanks to CaptainBob for the article)

iSail: Seven apps to set sail to

Setting sail this weekend and want the latest information to help you along? Well look no further than your phone for everything you need. There is a wealth of data available through the thousands of apps on the market. But how do you know what is best for you?

Joe White from AppAdvice says it’s important to consider whether you will have cellular coverage on your journey to determine which apps you should use. “If it’s a navigation app that requires GPS then you’ll need to have good cellular coverage,” White explains. “But there are other apps out there that can be used offline.”

Check out the entire article at on CNN.

Boat Safety Equipment: Marine GPS

When it comes to all the gadgets and gizmos you want on your boat, one piece of boat safety equipment you shouldn’t live without is a marine GPS. You may find it fun to “explore” the open seas on your own, without the need of technology, but let’s face it, it might get a little dangerous if you’re venturing out on the ocean. Just like the wife may have nagged you to get that GPS for your car, it’s a good idea to get one of these nifty little devices.

Depending on the brand you choose, these can run you a few hundred dollars, but are well worth the investment. Garmin is not only popular with land vehicles, they have a good number of marine GPS’s too. The better the model, the more features. Most will come preloaded with U.S. coastal maps, a compass, a barometric altimeter, and a high-sensitivity receiver. Expensive models will be touch screen and in color, of course.

This piece of boat safety equipment will not only safely guide your way, it can let you learn about new areas to explore and a handheld will also work on land too. Always be on the right track with a marine GPS.

(thanks to boatsafetyinfo.com for the article.)

HAPPY NEW YEAR! JANUARY 2012

The beginning of another year is upon us and we plan to start at the January
dinner, by introducing the nominees for squadron offices for the 2012-2013
year. An excellent program is also planned; more information on the program
is given on the previous page with dinner reservation details.
Later in the month is the annual Crab Feed (21 January – don’t miss it!), followed
by the Seattle Boat Show several days later (27 January – 5 February). Please notice that the Crab Feed
does not fall on the first weekend of the show this year. Also, the USPS Annual Meeting is in the same time
frame (25 – 28 January), which I will attend along with several others, so it will be a busy month.
Those of you that work in the Boat Show booth, or go to the show and stop by, will see a big change. The booth
layout is being redesigned, and the clutter reduced drastically. The booth will be focused on our new On Water
Training activities, and will feature a pair of 32-inch TV sets, one showing video clips and one advertising
classes and showing the squadron locations. The goal is to advertise our presence and teaching abilities
in Washington, rather than focus on individual squadrons, as happened much of the time in past years. The
front desk (that booth staff tended to hide behind) will be gone, encouraging people to get out and talk to
passers-by. Our squadron is well represented in this effort with Lt Bill Munroe, Lt Laurie Stevens, AP, Stf/C
Chris Brown, SN, who are all heavily involved in the redesign of the booth and handout material. Lt/C Dennis
Kinch, AP, will be coordinating the boat show booth operation while the district continues to search for a new
permanent chairperson.
I particularly want to thank all those who contributed to Bellevue Sail and Power Squadron operations
in 2011. We have had 69 Merit Marks approved for the year. We tried, but couldn’t
give squadron credit to our Chief Commander, Frank Dvorak, SN, but higher powers reserve that
for themselves. With my congratulations, the 2011 Merit Mark recipients are listed on the facing page.
A special thanks to P/C Paula Seeger, AP and Steve Krogh, AP, for their photography at the Holiday Gala.

MARINE RADIO INFORMATION FOR BOATERS

I have had a lot of requests for a course on radio procedure. Bellevue is blessed
with instructors that can explain the subject in great detail. Currently, Lt Ray
Huggins, SN is expanding on his knowledge of the VHF Radio to include
Digital Selective Calling. This winter Ray will be explaining the DSC functions
in his VHF Seminar to be held March 14th. (editor’s note: See Ray’s article later in this issue.) Starting
January 10th, Lt Robert Cooper, P will be sharing the knowledge he has gained over the years as a boater and in his career with the Boeing Company with his course on Marine Communication Systems. Marine Communication systems have been rapidly changing and this would be a great course for all boaters.
Robert will cover such topics as:
WHO NEEDS A RADIO?
• Who needs a radio license?
• Do I need a permit to operate a VHF radio?
• What are the requirements to operate a radio in Canada?
• Do I have to listen to all that noise?
• There are so many channels, which one do I use?
• What about an emergency situation like Mayday! Mayday! Mayday!
• What do you do if you hear a distress call?
• What about radio checks, how do I know that my radio is working?
The very popular Engine Maintenance class is being offered this winter with Lt Jim O’Sullivan, AP explaining
how all those parts fit together and move us over the water. Lt Harry Johnson, AP is instructing students
on how to get from A to B without hitting C.
Our winter class schedule for Advanced Grades and Seminars has been posted and we are already getting
students signed up.