OLD ANACORTES ROWING AND SAILING SOCIETY BOATS. Revised July 2016

Transcription

1 PROCEDURES FOR ALL OLD ANACORTES ROWING AND SAILING SOCIETY BOATS Revised July 2016 TABLE OF CONTENTS Page Mission Statement Membership Masters Qualifications Masters Responsibilities Minimum Equipment for a Crew of Five Tips for the Care and Use of the Boats Equipping the Boats Boat Commands Getting Under Way Rowing Commands Docking and Securing Rules of the Road Maneuvering Rules Responsibilities of Each Vessel Procedures for Retrieval of a Person or Object in the Water Briefing Prior to Rowing Maneuvering to Retrieve a Person in the Water, i.e. Crew Overboard (COB) Once the COB is Back Aboard

2 Towing at Sea Lifting, Trailering and Launching Procedures APPENDIX (1) Boat and Oar Specifications/Generic Terminology for the Gigs, Wherry and Island Star APPENDIX (1.a) Special Responsibilities of the Master for Out-of-area Rows and Sample Float Plan APPENDIX (1.b) Racing Crew Guidelines APPENDIX (2) How to Row APPENDIX (3) Procedures for Becoming a Master in OARS APPENDIX (3.a) Sea Trial APPENDIX (3.b) Performing the Serpentine without Rudder APPENDIX (4) Special Instructions for the Masters of the Island Star. 46 APPENDIX (5) Elizabeth Bonaventure Schematic Profile APPENDIX (5.a) Elizabeth Bonaventure Crew Positions APPENDIX (5.b) Elizabeth Bonaventure Challenge Able-bodied Seaman Skills Checklist APPENDIX (5.c) Elizabeth Bonaventure Challenge Boatswains Mate Skills Checklist APPENDIX (5.d) Elizabeth Bonaventure Challenge Youth Coxswain Skills Checklist APPENDIX (5.e) Elizabeth Bonaventure Challenge Navigator Skills Checklist APPENDIX (6) Boat Maintenance APPENDIX (7) Bylaws, Officer and Committee Definitions and Duties. 56 Credits

3 MISSION STATEMENT Rowing together to enjoy, honor and promote wooden boats and small craft traditions. MEMBERSHIP Membership in good standing shall be based upon payment of the annual membership fee. Members are required to pay a per-row assessment each time they go out. This is done by means of row cards obtained from the Treasurer of OARS. Members are expected to take part in the operation of the club and the maintenance of its boats in addition to rowing. As safety-minded representatives of the boating community, OARS members are encouraged to obtain a Washington State Boater Education Card. MASTER QUALIFICATIONS To become a Master a person will: Be a member of OARS in good standing. Be a minimum of 21 years of age (exception to this limit may be made on an individual basis at the discretion of Executive Committee). Spend a minimum of 20 hours as a coxswain. Pass a written exam by 80% or better, administered by the Safety Committee, in the areas of Rules of the Road, Seamanship, First Aid and the procedures described herein. Pass a sea trial administered by a Safety Officer. (Refer to Appendix 3) Demonstrate the ability to tie knots, such as the bowline, cleat hitch and clove hitch. Masters will continue to be tested as follows: Pass a sea trial every 5 years. Any Master who has not been a coxswain in an OARS boat for 1 year or more must pass a sea trial. Successfully pass a written exam every 2 years. At least once a year, practice the serpentine without the rudder, crew overboard drill and docking and acknowledge review of Procedures Manual. Documentation of these items to be noted on the log sheet in the front of the logbook. The Safety Committee will maintain a separate record of such documentation. 3

4 MASTER RESPONSIBILITIES Any time an OARS boat is taken out, it must be under the command of a Master in good standing. If there is more than one Master aboard, a Master must be designated prior to manning the boat. The Master is responsible for the general safety and well-being of the crew, the boat and its equipment. Other specific responsibilities of the Master: Attend the first Friday of the month meetings or send a representative from their crew. Be familiar with the Local Rowing Area, which is defined as that area bounded by the Guemes Island ferry docks on the west; southeast shore of Guemes Island to include Saddle Bag Island on the north; Hat Island and north tip of March Point on the east; and south to Tommy Thompson Parkway Trestle. (Refer to the chart below). See Appendix 1.b for Special Responsibilities of the Master for Out-of-area rows. Encourage the use of Personal Flotation Devices (PFDs) and clothing appropriate to the season and rowing conditions, e.g. dressing in layered garments with capability to withstand wind, rain, splash and limited immersion. 4

5 For any after-sunset or before-sunrise operations, the Master is responsible for showing a bright light as required by Coast Guard regulations. Ensure that neither he/she nor any of the crew are alcohol and/or drug impaired. Comply with OARS rowing restrictions: An OARS boat will not leave the dock if any of the following conditions are present in the marina: Wind speed exceeds 15.0 knots. (17.3 mph). Visibility is limited. There is even the thinnest layer of skim ice present. An OARS boat will not leave the marina if any of the following are present outside the breakwaters: Whitecaps are present or wave height exceeds two feet Visibility is less than one nautical mile (1.15 statute mile) or there is likelihood of diminishing visibility in the rowing area. It is one nautical mile from the Cap Sante Marina entrance to the refinery dock. If conditions with limited visibility should develop during a row, a fog signal must be sounded (one long blast every two minutes) and the boat shall proceed to a safe haven. Know the conditions in the area in which the crew will be rowing, including tide, current, wind and waves. Know the abilities of their crew, and when appropriate place strong rowers in the engine room at oars No. 2 and No. 3 or at No. 1 and No. 2. Make a log entry in the logbook at the boat shelter before commencing a row. Such entry shall include the boat rowed, names of master and crew, departure time, date and conditions. Complete the entry with the time at end of the row. Remind the crew to mark their rowing cards. Promptly record in the log book and report to an OARS officer any incident that may have caused vessel damage, visible or not, or any personal injury to crew during the course of the row. Before participating in an unscheduled row, clear the schedule with the OARS designated scheduler, who will record it on the calendar maintained for that purpose. Be familiar with the proper use, care, trailering, storing, maintenance, use of the lift, towing and docking and mooring techniques specific to OARS boats. If rowing out of area, refer to Appendix (1.b) for float plan form which must be completed and submitted one month prior to planned trip. 5

6 MINIMUM EQUIPMENT FOR A CREW OF FIVE United States Coast Guard (USCG) Required Equipment One USCG-approved Type III PFD per occupant One USCG-approved Type IV throwable PFD One USCG-approved sound-producing device (whistle or horn) Flare set or day/night emergency distress signal (Flare kit containing rockets, pistol or hand-held flares and instruction card in the boat s stowage basket or gear bag.) One bright light if going out before sunrise or after sunset. This is the responsibility of the Master of Record. Equipment in addition to USCG Requirements Four oars and two paddles One rudder, yoke and retainer pin (affixed to the transom of the Glide) Four stretchers Three fenders, minimum One bailer and sponge One first aid kit One towline (3/8 inch x 75 feet) and one towing bridle with thimble Three mooring lines (1/2 inch x 25 feet) One extra thole pin or oarlock One knife and spare lashing material Five oar grommets on board the Glide Four thwart cushions One storage basket (the Island Star has a gear bag) Four plastic rain covers for thwart cushions Cell phone or handheld VHF radio (waterproofed) Supplemental lights showing fore and aft if the row takes place during hours of darkness or twilight TIPS FOR THE CARE AND USE OF THE BOATS To avoid undue wear to the boats, soft-soled footwear is required. Clean footwear or feet before entering the boat. Whenever returning from a trip using a trailer, hose the boat and trailer inside and out, bailing, draining, and/or sponging out the water, sand and dirt. A freshwater wipedown of the boat and oars will help preserve the finishes and reduce maintenance. The boats are lightly built, which reduces the labor of rowing and carrying them. Rough use will cause damage. When boarding from a beach or dock ensure that the boat is fully afloat. When moving about the boat, always step on the floorboards near the centerline; don t step on the planks or thwarts. If in some crisis a thwart must be stepped on, aim for a side near the knees or the center where it is supported by the stanchion. Do not use a thwart or stanchion to brace your feet while rowing. Use a properly adjusted stretcher. 6

7 Handle the oars with care to avoid denting and scratching them. Ensure that they do not hit the gunwale or each other when shipping, rowing, boating or stowing them. Take care not to hook the grip of an oar under a thwart, or hit the thwart knee, especially on thwart No. 3. Rower No. 3 will be responsible for ensuring that all oars are boated in such a manner to prevent hitting a knee. Stow oars such that the blades do not rest on the stern sheets. When in a sea or in approaching waves from wind or wake slow down and ensure that the boat takes them on the bow or forward quarter. If waves are coming from aft, then maintain way and take them directly astern or on a stern quarter. Whenever turning in a sea minimize the time that the boat is broadside in the trough. OARS does not allow pets aboard its boats. OARS does not allow smoking, nor the use of snuff or chew aboard its boats. Master of record is responsible to ensure that neither he/she nor any of the crew are alcohol and/or drug impaired. EQUIPPING THE BOATS (Refer also to Appendix 1.a) Be aware of the differences between the Erica, Glide, Annie C., Elizabeth Bonaventure and Island Star. Thwart cushions should be positioned on the thwart opposite the corresponding thole pin or oarlock, with the narrow part of the cushion between the thwart knees, seam down and the grommeted flanges lashed below the thwart. Stretchers are pieces of wood against which the rowers brace their feet while pulling. On the Erica and Glide the stretchers ride on stringers so they do not contact and chafe the planking. They are equipped with knotted cords that are passed through appropriate holes in the stringers so they can be adjusted to position the stretchers to suit individual rowers. On the Annie C. and the Island Star the stretchers fit in slots for length adjustments. While rowing, always use the stretchers; never place feet against a thwart or stanchion. Thole pins are to be lashed securely to the seat risers with a midshipman s hitch. A loose thole pin will move in its socket and affect the tight fit required. 7

8 The stowage baskets for the Erica, Glide and Annie C. are lashed to the boats and fit forward of the bow thwart. The Island Star has a gear bag that is stowed aft of the coxswain s thwart. The Elizabeth Bonaventure s equipment is stowed in the stern locker. Bailer, sponge, flare kit, first aid kit, towline and bridle are stowed in the stowage basket, gear bag or stern locker. Life jackets (PFDs) are stowed in canvas bags lashed near the thole pins or oarlock by each thwart and at the stern sheets for the coxswain for the Erica, Glide and Annie C. The Island Star does not have PFDs aboard. The crews of the Island Star are to obtain PFDs from those stored in the shelter or provide their own. Upon boarding the boat, the coxswain will install the rudder and rudder yoke. The rudder, when shipped, is retained by a pin through the sternpost and transom on the Erica and Glide. For the Annie C. there is a metal clip outboard on the topmost gudgeon. The rudder yoke is installed with the arm ends pointing aft and correct side up. The Island Star rudder must be swung hard to port before the pintels can be inserted into the gudgeons as the retaining device is part of the upper pintel. The yoke is to be installed with the arm ends pointing forward. The coxswain s backrest is to be installed after shipping the rudder. In the situation where any OARS boat is going to be beached, remove the rudder before beaching. Stow the rudder and yoke at the stern sheets, with ample padding to prevent chaffing. Do not ship the rudder again until the boat is fully afloat with ample water depth. BOAT COMMANDS Controlling the boat under oar power will commonly involve separate commands for particular rowers. The designations for individual oars, beginning at the aft oar, are No. 1 oar, or stroke, then No. 2 and No. 3 oars, together referred to as the engine room, then No. 4 oar, also called the bow oar. Oars are also referred to in relation to the side of the boat on which they are shipped, i.e. port oars or starboard oars. The coxswain usually gives the boat commands. In the absence of a coxswain, the stroke (rower at No.1 thwart) or the Master of Record may give commands to the crew. Commands can be divided into three groups: preparing to get under way, rowing commands under way, and docking and stowing commands. Commands are of two parts. The first part is preparatory followed by the command of execution. 8

9 GETTING UNDER WAY OARS OVER -- The coxswain and crew are aboard and the rudder is shipped. At this point the oars are still stowed in numerical order on the thwarts. Depending upon which side the vessel is docked, two of the oars will have to be passed to the other side of the boat over the heads of the rowers. For example, the coxswain or stroke may give the command OVER OAR No. 2, then OVER OAR No. 4. Locate your oar and check that the grommet is at the leather. This is the time to adjust your stretcher. CAST OFF This means unfasten the dock lines. This is customarily done by rower No. 4 and the coxswain, or the rowers on the dock side of the vessel. SHOVE OFF This means selected rowers will push the vessel clear of the dock or beach. OUT OARS -- Oars may be cleared simultaneously from both sides of the boat or sequentially as ordered by the coxswain. The oars are placed aft of the thole pin with the leather on the thole pad and the grommet looped over the thole pin. For the Annie C. place the oar in the oarlock aft of the pin. For the Island Star place the oar in the oarlock and tighten the gate. Hold the oar blades above the water at about right angles to the gunwale in the rowing position. Rower should be sitting such that the hip is snug against the gunwale opposite the thole pin or oarlock. Minor adjustments to the position of rowers on the thwarts may be necessary to trim the boat. POINT YOUR OARS -- Keeping the oar blades above the water, bend at the waist and extend your arms aft in preparation for taking a full stroke when you hear the next command. Crews may use a four stroke pattern for getting the boat under way. The first two strokes are ½ length, followed by a ¾ length stroke, then a full stroke. In all cases follow the cadence of the stroke oar. ROWING COMMANDS GIVE WAY This is the preparatory command for getting under way or setting the boat in motion. It is followed by the command TOGETHER, which is the command of action or execution. On hearing GIVE WAY TOGETHER, rowers begin taking strokes, keeping cadence with the stroke oar. Continue to pull steady strokes until you hear another command. The coxswain may also give any rowing command to selected rower(s) by calling out the oar number, e.g. No. 4 (or bow) GIVE WAY. An example of the chronological order of commands 1. OARS OVER 2. CAST OFF 3. SHOVE OFF 4. OUT OARS 9

10 5. FENDERS IN 6. POINT YOUR OARS 7. GIVE WAY TOGETHER PORT OARS or STARBOARD OARS Commands intended for rowers on only one side of the boat precede one of the other commands, e.g. PORT OARS GIVE WAY TOGETHER. WAY ENOUGH This means to stop pulling and return to the position of OUT OARS and await the next command. This command is always given before a change in rowing is made. HOLD WATER This command is used to stop or slow headway or sternway, or in turning. When HOLD WATER is ordered, carefully immerse the oar blade, holding the grip firmly and bracing the body to keep the oar from being swept aft or forward by the inertia of the boat. BACK WATER This command is given to make sternway, or to quickly slow or stop the boat, or in turning. This stroke is in the reverse direction of a normal stroke. The rower pushes on the oar instead of pulling it as in the normal rowing stroke. The command should not be given when the boat has much way on. It is preceded by WAY ENOUGH and HOLD WATER. All rowers should keep cadence with the stroke oar, or with the aft oar on their side of the boat when doing BACK WATER on only one side. TRAIL OARS This command is used in passing obstructions that would interfere with the extended oars, or in preparation for boating the oars. Upon hearing this command, finish the stroke, push the oar outboard to the end of the leather if possible, let the grip pass your body allowing the oar to trail close alongside in or above the water. Exercise care to prevent the oar from slipping through the grommet or oarlock and floating away. Trailing oars may involve the rower s need to lean back or away from the inboard loom to let it pass without hitting the rower s body. THWART OARS This means slide the oars inboard, with or without the grommet on the thole pin, and rest them athwart ship, from gunwale to gunwale. This may be done to free one or more rowers to adjust a foot stretcher, doff a jacket, retrieve an object from the water, bail, etc. CHEERILY or SMARTLY Encouragement to row more heartily, vigorously or quickly. as in CHEERILY NOW! It might be used to quickly negotiate a fairway or to avoid another vessel. EASY or HANDSOMELY Commands that may be used interchangeably in maneuvering to slow rowing cadence and vigor but maintain way. Specifically, EASY means to lessen effort. HANDSOMELY means to row slowly and carefully. These might be thought of as the opposite of CHEERILY. 10

11 SHIP or BOAT FENDERS This means the fenders should be deployed (i.e. SHIPPED) or brought aboard (i.e. BOATED). Similar to BOAT OARS but applied to the fenders. TOSS OARS or UP OARS The command to lift the oars smartly to a vertical position, grips resting on the floorboards amidships, blades trimmed fore and aft, with one or both hands steadying the oar. This command may be given as a salute to another vessel or person(s) ashore, or when coming alongside a dock or another vessel. It may be prudent to toss oars by the numbers, i.e. No. 1, No. 2, No. 3 and No. 4 in order. LET FALL The command to bring down tossed oars. Bring the oars gently down to the water, positioning the oars in the oarlocks, or the thole pins, and engaging the grommets onto the thole pins. Then hold the grip to keep the oar blade above the water. Again, by the numbers may be best. DOCKING AND SECURING Prior experience has shown that inattentiveness in the process of boating the oars is a major source of damage to a thwart or the oars themselves. A specific and repeated type of damage has been breakage of thwart No. 3 by striking the thwart knee with the grip of an oar. Another type of damage has been oar breakage at the grip by running the grip under a thwart. The weight of the oar is sufficient to crack the grip when it is trapped under the thwart. To prevent such damage when boating the oars, Masters are strongly encouraged to ensure that two oars be boated well before docking. Experience has demonstrated that oar No. 1 is the offending oar. That is, it is the one that damages thwart No. 3. The procedure begins with the TRAIL OARS command, then all crew assisting in boating selected oars. The suggested method is for oars No. 4 and No. 3 to be boated, either down the middle or down the side, as the coxswain commands. The boat is then brought to the dock using the two remaining oars. The fenders may be shipped at this time. Masters retain the option to use other methods as may be required by circumstances. BOAT OARS The Island Star has oarlocks that have gates that need to be opened prior to boating the oars. In the Erica and Glide, with the blade flat in the water, briskly lift the inboard loom of the oar upward to pop the grommet off the thole pin, or lift the oar out of the oar locks in the Annie C. Carefully bring the oars aboard the boat and position them on the thwarts, fore and aft, grip forward. Rowers must help each other to gently boat and stow the oars. Again, rower No. 3 is responsible for ensuring oars No. 1 and No. 2 are boated safely. Rowers should remember to lift the grip ends to prevent contact with the thwart knees or entrapment under a thwart. FEND OFF The command for rowers to get ready to hold the vessel off of the dock or other obstacles while it comes into the dock or at other times as needed. 11

12 Fending off is commonly done by rower No. 4. Special care is demanded of rower No. 4 when entering the shelter. Watch both sides of the boat, as there is minimum clearance in the shelter. SECURE THE VESSEL The command for rowers on the dock side to secure the vessel to the dock. There are minimally tie up lines (bow and stern), which can also act as spring lines. An extra spring line may be added for additional security to prevent chafe or movement. Secure the lines with a proper cleat hitch (refer to knots on OARS website search bar). STOW OARS The command to place the oars on the thwarts such that they are out of the way of the disembarking or embarking rowers. This will entail passing two of the oars over the heads of the rowers to the side of the boat away from the dock at the OARS OVER command. The oars are to be nested snugly, but gently, to prevent their movement and possible chafing. The oars are rested in numerical order, with No. 4 nearest the gunwale. The blades shall not rest on the stern sheets. RULES OF THE ROAD Right of Way Precedence In general, vessels with more maneuverability give way. Vessel status examples: 1. Not under command (no steerage, no power). 2. Restricted in ability to maneuver (underwater operations, surveying, dredging, seaplane on the water). 3. Constrained by draft (deep draft vessel in narrow channel). 4. Fishing or trawling (using lines, nets or trawls, but not trolling). 5. Sailing (under sail only, no power). 6. Power driven (includes vessels under oar power). 7. Seaplanes landing, or on the water (give way to all other watercraft) Source: USCG Navigation Rules MANEUVERING RULES 1. Overtaking vessel gives way. 2. Vessel to starboard stands on. 3. Vessels meeting shall both change course in a decisive manner, normally altering course to pass port to port. 4. Vessel crossing a channel is always the give way vessel. 5. U.S. Homeland Security rules require all vessels to maintain a 100-yard standoff zone around tankers, naval vessels, ferries and commercial shipping under way, anchored or docked. Source: USCG Navigation Rules 12

13 RESPONSIBILITIES OF EACH VESSEL 1. Stand on vessel: Maintains course and speed. If the risk of collision exists, take evasive action to avoid collision. 2. Give way vessel: As early as appropriate, alter your course to pass aft of stand on vessel so as to give it a clear course. If there is a risk of collision, make substantial changes in course so as to make your intentions clear to the stand on vessel. 3. Remember: Tonnage always wins! PROCEDURES FOR RETRIEVAL OF A PERSON OR OBJECT IN THE WATER BRIEFING PRIOR TO ROWING 1. Encourage all rowers to always wear a USCG-approved PFD, especially if they are not competent swimmers. Remind crew that cold water limits any swimmer s ability to help themselves in the event of immersion. 2. Ensure that everyone understands how important it is to keep the boat trimmed. 3. No one should stand up in the boat once it is under way, unless directed by the Master. Don t panic if someone should go overboard. Follow the instructions of the Master. 4. It is important for the person in the water to stay put. The boat and the crew will come back. 5. Rescue the person overboard without further injury to anyone else in the boat. 6. Avoid actions that will jeopardize the crew or the boat. MANEUVERING TO RETRIEVE A PERSON IN THE WATER, I.E. CREW OVER BOARD (COB) 1. The Master of the boat is to take charge, but if the Master is not the coxswain, the Master has the option to delegate command to the coxswain if considered competent. All commands are to be firm, direct and clear. 2. Throw flotation to the COB. 3. Appoint a lookout to continuously point toward the COB. The lookout is one of the crew who will not be rowing, and whose oar may be trailed, thwarted or boated to best keep it clear of the rescue. 4. Assign two rowers to power the boat. At some point, someone should prepare a large enough bowline knot in a line to slip over the COB. 5. Quickly maneuver the boat back to the COB. When maneuvering, ensure that the boat is upwind of the COB. This way the boat can float toward the COB rather than being pushed away. 6. Once alongside, capture the COB using the bowline. 7. While the crew amidships gets the victim aboard, other crew members will counterbalance the boat. 13

14 8. If you have difficulty bringing the COB back aboard, you may need to use an oar or floatation device to help support their body weight. ONCE THE COB IS BACK ABOARD 1. Converse with the person. Try to keep them coherent and warm. 2. If possible, strip off wet clothes and have the person don dry clothes from other crew members. Use the coxswain s blanket. 3. Call emergency 911 if it is suspected that the person is suffering from even moderate hypothermia, or is incoherent or unconscious. Observe for slurred speech, lack of shivering or of awareness of the situation, which are all indications of hypothermia. 4. If the person is capable, have them row to help warm themself. If not, have them lie in the bottom of the boat to stay out of the elements as much as possible. 5. Get back to shore as quickly as possible. Continue to monitor for hypothermia. If symptoms of hypothermia develop, take the person to the hospital ASAP. In the event of swamping, capsizing, boat-strike or other major accident to the boat: First check your own PFD, then help other crew members. Make sure all crew are wearing PFDs. Stay with the boat. Keep track of all equipment: gear basket with flare kit, etc., and the oars. Immediately begin issuing Mayday distress signals. This may be done by arm waving, cell phone, VHF (Channel 16), flares, flashing light(s), horn, whistle, etc. Continue distress signals until rescue is imminent. Begin bailing the boat if the hull is still mostly intact. If the boat is floating upright, even though full of water, determine if one or more crew members can get into it to get out of the water. Continue bailing until all crew can get aboard. Do not attempt to go for shore unless all crew members can do so safely together. Remember, it may be possible to row the boat even if it is not completely emptied of water. Maintain order and calm. TOWING AT SEA Each boat is equipped with towing gear: a 75-foot towline and a towing bridle. The bridle is about 40 feet long with a thimble in the middle, thus leaving two 20- foot legs. One proven towing method is to tie each leg of the bridle to the riser just aft of thwart No. 4, such that the thimble rests near the stem ring or hole. 14

15 Pad the towing bridle as necessary to prevent chaffing. A short length of line can be used to keep the thimble at the stem hole to distribute some of the strain of towing to the stem. The towline can then be tied to the thimble. Towing speed must not exceed 5 knots. No crew members shall be aboard a towed OARS boat unless it would be dangerous to disembark owing to sea conditions. Lash oars to the thwarts to prevent loss or chafing, and stow rudder and yoke in the boat or in towing vessel. LIFTING LIFTING, TRAILERING AND LAUNCHING PROCEDURES An OARS-approved Lift Master, trained by an OARS-approved instructor, must be in charge of any lift. Such a Lift Master has sole responsibility for the safety of the boat, lift crew and passers-by. In the lift crew, there must also be one additional person who has experience as a lift crew member, and a minimum of two other crew members to assist with the lift; i.e. a minimum of four in a lift crew. If the Lift Master has any indication the lift could jeopardize either boat or crew, or if the proper lifting harness is not available, or is not complete, or there are any factors such as wind conditions suggesting the lift cannot be done with complete safety to boat and crew, then the lift shall be aborted, or the lift should be done by staff at the Cap Sante Marina B Dock hoist. Marina staff will assist with the lift at Cap Sante Dock for a fee. Lift fees will be paid for by OARS for boat maintenance, repairs and other club-directed purposes. Lifts that are part of the activities of a specific crew, such as races or other out-of-area rows, shall be covered by that crew s approved float plan. Fees for those lifts will be borne by that crew. Only the OARS lifting harness may be used to lift boats at the PQ Dock hoist. This harness, found in a labeled bag, is located under the W.T. Preston in a waterproof locker. The bag contains the lifting bridle with leathered eye and four stainless steel snap links. There are four short lifting strops, two long lifting strops and two 3/8-inch diameter 40-foot tag lines, two wire hook tools, several leather or fabric chafing pads and a set of procedures. (Fig. 1) 15

16 Fig Contents of lifting bag Each of the OARS boats has slightly different lifting points for the four lifting strops of prescribed lengths. These lifting strops will either be threaded around the thole blocks (Fig. 2), or around oarlock blocks (Fig. 3), or at thwart knees. (Fig. 4) Fig. 2 Strops around the thole blocks, Fig. 3 or oarlock blocks, 16

17 Fig. 4 or at thwart knees. Description of the PQ Dock Hoist The hoist is electrically operated by turning on power with a magnetic key card obtained from the Harbormaster s Office. The small-boat hoist is a swing davit crane equipped with a two-speed winch and a turntable motor that will swing the davit crane through an arc. The winch has a limit switch to prevent two-blocking the hook pulley into the sheave at the top, and has a load-weight limit switch. If either of these switches is activated, the hoist will shut down. The hoist control has a two-speed lift-and-lower-button. Light pressure lifts or lowers the hook slowly; firm pressure increases the lifting or lowering speed. Take note that the wooden deck joints below the guardrail on the west side protrude beyond the width of the deck. Swing boats well clear of these protrusions before lifting or lowering; look first. The Lift Master is in charge and should fully explain the conduct of the lift before beginning the procedure. Be aware of passers-by on the dock and other boats in the fairway. 17

18 Descriptions of Lifting Points for Selected OARS Boats 18

19 Erica and Glide (Fig. 5a) The thole pin blocks and the gunwale filler blocks will take the load of the boat. Four lifting strops will be used to sling the boat; two long strops forward and two short strops aft. The forward lifting strops will be located at the port and starboard thole pin blocks for thwart No. 4. On each side, thread one of the long strops down through the first available gap between gunwale and inwale forward of the thole pin block, then bring it up through the first available gap aft of the block. (Fig. 2) One of the wire hook tools can expedite this process. (Fig. 6) Fig. 6 Wire hook tools for installing lifting strops Bring the ends of each individual port or starboard strop together, and then fasten each securely in a snap link on one of the two forward legs of the lifting bridle. (Fig. 7) Fig. 7 Snap links being installed on lifting strop The aft lifting strops will be located at the port and starboard thole pin blocks at thwart No.1. On each side, thread one of the short strops down through the first available gap between gunwale and inwale forward of the thole pin block, then 19

20 bring it up through the first available gap aft of the block. Bring the ends of each port and starboard strop together and fasten securely in a snap link on one of the remaining two legs of the lifting bridle. Refer to Lift Out Procedures. Annie C. (Fig. 5b) The oarlock blocks will take the load of the boat. Four short strops will be used to sling the boat. At each of the oarlock blocks for thwarts No. 4 and No. 2, thread one of the short strops down through the first available gap between gunwale and inwale aft of the oarlock block. (See Fig. 3.) Bring the ends of each separate strop together and fasten each securely in a snap link on one of the legs of the lifting bridle. Refer to Lift Out Procedures. Island Star (Fig. 5c) the thwart knees at No.1 and No.3 will take the load of the boat. Four short lifting strops will be used to sling the boat. At the juncture of the thwart knee and the end of the thwart, thread the end of the strop through the space that has been opened to accept the strop. Use one of the wire hook tools as an aid to thread the strop through the hole. (See Fig. 6.) Bring the ends of each of the strops together and fasten each securely in a shackle to one of the legs of the lifting bridle. Lift Out Procedure (applies to all boats) Secure the empty boat trailer to a hand dolly from the storage area and, when the way is clear, roll it out the pier and position it below the hoist. With proper docking lines and fenders, position the boat at the lift float below the hoist, bow facing north. Sponge or drain any water that is in the boat. The drain plugs in the Annie C. (Fig. 8) Fig. 8 Drain plug in Annie C. in starboard bow 20

21 and Island Star (Fig. 9) are located at the forefoot starboard side. There is no drain plug in the Erica or Glide. Stow the rudder and secure the oars so they do not shift position during the lift. Fig. 9 Drain plug in Island Star is in starboard bow Rig the lifting strops according to the boat-specific procedures in the instructions. Lay out the lifting bridle on the float. Separate the forward and aft legs. Attach the four individual lifting strops to the legs of the lifting bridle. Fig. 10 Lifting strops attached to the four legs of the lifting bridle Tie the two 40-foot tag lines at bow and stern. 21

22 Fig. 11 Attach the two 40-foot tag lines at bow and stern Assign and instruct crew members on how to manage the tag lines so as to prevent the boat from contacting any parts of the dock, pier, railing or trailer. The Lift Master will describe the lift and make sure all crew understand how the lift will proceed. Caution the crew to take care to stay clear of the weighted lifting hook. Fig. 12 Weighted lifting hook 22

23 Fig. 13 Snap lines installed on the lifting strops and lifting harness in the Island Star Energize the hoist with the magnetic key card. With the lift control module, rotate the crane counterclockwise (CCW) to a position over the boat. Lower the hook and attach the leathered lifting eye to it. When all rigging is secure, begin lifting the boat slowly to just clear the water. Check for level trim. If adjustments are necessary, slowly lower the boat into the water to adjust lifting rig or the stowed gear as needed. Be aware that the boat may move or swing as slack is taken out of the lifting harness. Agree on some effective commands or hand signals to protect the crew, passers-by and the boat. Instruct all personnel to shout STOP if there is any suggestion of a safety problem. Announce intention to lift. Order all personnel to STAND CLEAR OF THE BOAT. Treat these orders like rowing commands. Proceed with the lift and clockwise (CW) rotation of the crane while lift crew assists to maintain orientation of the board with the tag lines. Lift the boat until it is clear of the guardrail and rotate the crane to place the boat squarely over the trailer. 23

24 Fig. 14 The Island Star being swung over guardrail, ready to be lowered on to the trailer with extension With all crew helping to position the boat, slowly lower the boat to the trailer ensuring that the bow nestles into the trailer s bow stanchion and the keel is on all the rollers. Ensure that the bunks support the boat evenly. Slack the lifting bridle; remove the strops and tag lines. Replace the lifting bridle and all its parts to the mesh bag. Return the bag to storage under the W.T. Preston after the lift is completed. Tie the boat down to the trailer with at least two lines across the gunwales. Place chaffing gear to prevent the tie downs from scoring the gunwales. Fig. 15 Gunwale being protected by chaffing pads Return the magnetic key card to the Harbormaster s Office. 24

25 TRAILERING OARS trailers and wooden dolly are stored under the W.T. Preston in the OARS bay. Lock combination is available from club officers. The trailers all have 2-inch trailering sockets. Contents of the OARS bay: Blue and white trailer, with extension (Fig.16) or without extension. This trailer is used without extension for the Erica, Glide and Annie C. It is used with extension (Fig. 14) for the Island Star. A sound way of tying a hold down line is with some form of trucker s hitch that is finished off with half hitches. Fig. 16 Trailer showing extension for accommodating the Island Star The red and white trailer may be used for either gig or wherry. An aluminum trailer fitted for the Annie C. can also be used for Erica and Glide. The galvanized 16-foot trailer is for the Rescue. The large tandem wheel trailer is to be used for the Elizabeth Bonaventure. The wooden dolly can be used for moving and maintenance of boats. The tongue dolly is to facilitate lifting the heavy trailer tongue, and for maneuvering trailers by hand. Two foot lockers containing lifting harness and assorted lines and gear. Two spare tires The Master and/or driver must determine that the trailer is in full working order. The trailers are currently licensed with the State of Washington. The trailer license must be up to date, and a copy of the trailer registration is to be kept in the receptacle located on the tongue of the trailer. When the boats are empty of 25

26 all gear, they are easier to lift on and off of the trailer. When loading or unloading on a ramp, try to prevent or at least minimize immersion of the wheel bearings. Both aft boat chocks shall be removed from the trailer to facilitate loading and unloading the boat at a ramp or on the hard. Be sure to keep track of the chocks, bolts and wing nuts, and where they go. The boat fits on the trailer with its bow snugged to and secured at the trailer s bow pulpit. Protect the gunwales from chafing by the tie downs by inserting a piece of suitable chafing gear under each tie down. Tie downs should be snug, but not over-tightened, so that they do not strain the hull. When trailering the Island Star, install the flag mast with a flag to make the long trailer and boat more visible, especially when turning at intersections. Some type of flagging on the other boats is recommended. Carry as much gear as possible in the towing vehicle or in other vehicles. Any gear carried in the boat should be secured, with ample padding at all contact points. Oars are probably best protected by lashing them in the boat, with thwart cushions and/or life jackets as padding. The driver of the towing vehicle shall be well-acquainted with the demands of trailer handling, especially when cornering and backing up. The trailer lights, safety chain and hookup shall be double-checked before proceeding, and at each stop. Be sure to take one of the spare tires with you. You will need to take your own jack to replace a damaged tire. Post a person to help direct the driver when backing the trailer. Splash / Lowering Procedure Secure the boat trailer to a hand dolly from under the W.T. Preston, roll it out the pier and position the boat squarely below the hoist, bow facing north. Untie the lines securing the boat to the trailer. Bail or drain any water that is in the boat. Be sure to replace the drain plug. Stow the rudder and secure the oars so they do not shift position during the lift. Rig the lifting strops according to the boat-specific procedures in the instructions. Lay out the lifting bridle and separate the forward and aft legs. Attach the four individual lifting strops to the legs of the lifting bridle. 26

27 Ship the fenders on the starboard side and get breasting lines set for docking below at the hoist float. Tie the two 40-foot tag lines at bow and stern. Position a competent crew member with the ends of the tag lines near the mast of the hoist at the southwest corner of the dock to maintain orientation of the boat as it is lowered. Boats can be easily damaged if tag lines are not managed so as to avoid contact with various parts of the dock, pier, railing and trailer. The Lift Master will describe the lift and make sure all crew understand how the lift will proceed and agree on some effective commands or hand signals. Energize the hoist with the magnetic key card. Begin to slowly raise the boat from the trailer. Be ready to keep the boat from moving so as to prevent damage as it leaves the trailer s bed or at the guardrail. Once the boat is free and clear of the trailer, stop the lift and check for level trim. If adjustments are necessary, slowly lower the boat back to the trailer to slacken the lifting lines and adjust lifting rig as needed. When the boat is fully clear of the pier, begin lowering. Be sensitive to vagaries of the wind. Rotate the crane as the boat is lowered such that the boat is fully in the water before moving it toward the floating dock. Slacken the lifting bridle sufficiently to move the boat toward the dock by hand. Secure the boat to the dock with breasting lines. Lower the hook to allow a crew member to unfasten the lifting eye from it. Undo the lifting strops from the shackles and set the lifting bridle aside before retiring it and the tag lines to their bag, which goes into storage under the W.T. Preston. 27

28 Return the trailer to the staging area, thence to storage under the W.T. Preston. Move the boat to the OARS shelter. Return the magnetic key card to the Harbormaster s Office. LAUNCHING When loading or unloading on a ramp, try to minimize immersion of the wheel bearings, but care of the boat comes first! Depending on which trailer you are using, the aft boat chocks shall be removed from the trailer to facilitate unloading and loading. Be sure to keep track of the chocks, bolts and wing nuts, and where they go. The boat fits on the trailer with its bow snugged to and secured at the trailer s bow pulpit, and with the keel on the rollers. Protect the gunwales from chafing by the tie downs by inserting a piece of leather, canvas or other suitable chafing material under each tie down on the railings. Tie downs should be snug, but not over-tightened, so that they will not strain the hull. 28

29 APPENDIX (1) BOAT AND OAR SPECIFICATIONS ERICA, GIG* Commissioned 1982; recommissioned 2016 Length: 21 2 Beam: 54 Depth: 19 Weight: Approx. 300 pounds Oar 1 is 13 beam 52 ; distance to inboard edge of leather is 33 Oar 2 is 14 beam is 58 ; distance to inboard edge of leather is 40 Oar 3 is 14 beam is 57 ; distance to inboard edge of leather is 40 Oar 4 is 12 beam is 51 ; distance to inboard edge of leather is 29 Recommissioned under direction of Andy Stewart, Emerald Marine Carpentry and members of OARS. GLIDE, GIG* Commissioned: 1984 Length: 21 2 Beam: 54 Depth: 19 Weight: Approx. 300 pounds Oar 1 is 13 beam is 52 ; distance to inboard edge of leather is 33 Oar 2 is 14 beam is 57 ; distance to inboard edge of leather is 40 Oar 3 is 14 beam is 55 ; distance to inboard edge of leather is 39 Oar 4 is 12 beam is 46 ; distance to inboard edge of leather is 28 *Gig: Naut. a light boat rowed with four, six or eight long oars. 29

30 ANNIE C., WHERRY** Commissioned: 2008 Length: 21 4 Beam: 53 ½ Depth: 19 Weight: Approx. 280 pounds Oar 1 is 11 8 beam is 48 ½ ; distance to inboard edge of leather is 31 Oar 2 is 12 beam is 53 ½ ; distance to inboard edge of leather is 34 Oar 3 is 12 beam is 53 ½ ; distance to inboard edge of leather is 34 Oar 4 is 11 8 beam is 47 inches; distance to inboard edge of leather is 29 Built by Scott Foss, boatwright. Contracted by OARS. **Wherry: 1. a light rowboat for one or more persons; skiff. 2. any of various barges, fishing vessels, etc., used locally in England. 3. to use or transport in, a wherry. ( ; late ME wherry) ISLAND STAR, GIG Commissioned: 2010 Length: 27 4 Beam: 48 Depth: 18 Weight: 410 pounds Oar 1 is 12 4 carbon fiber* Oar 2 is 12 5 carbon fiber* Oar 3 is 12 5 carbon fiber* Oar 4 is 12 4 carbon fiber* 12 6 yellow cedar 13 yellow cedar 13 yellow cedar 12 6 yellow cedar *All carbon oars are privately owned and loaned to OARS to use only, not to possess. 30

31 Mast: 8 x 1 5/8 x 1 ; Sprit: 8 L x 3/4 x 1 Sail rig: Sprit sail 6 on the mast, 4 8-1/2 on the top, 8 5-1/4 on the side, /8 on the bottom Built by Emerald Marine Carpentry and members of OARS. RESCUE, QUEEN S GIG Commissioned: 1991 Length: 18 2 Beam: 3 Depth: 13 Weight: 182 pounds Oars: a pair at 8 8-3/4 each ELIZABETH BONAVENTURE Length overall: 26 3, Length waterline: 24 Beam: 7 Depth: 3 Draft: 1 8 Weight: Light displacement: 1,800 pounds; Historical average full crew displacement: 3,600 pounds; Displacement with 185-pound average crew weight: 4,020 pounds. Sail areas in square feet: Mizzen: 22.5 Main: 95.5 Fore: 66 Total: Sail areas with 1 st reef: Sail areas with 2 nd reef: Mizzen and Fore: Mast length: Information on the boat dimensions was obtained by Donn Wilson, Torgy Torgersen, David Jackson and the Lady OARS Racing Team of

32 GENERIC TERMINOLOGY FOR GIGS and WHERRY Fig

33 APPENDIX (1.a) SPECIAL RESPONSIBILITIES OF THE MASTER FOR OUT-OF-AREA ROWS Out-of-area is defined as all waters that are beyond the Local Rowing Area of Fidalgo Bay. Rowing out-of-area carries with it special responsibilities for the Master. Masters for out-of-area rows must have completed the equivalent of the Basic Seamanship course conducted by the U.S. Coast Guard Auxiliary or Power Squadron. The Master will retain total responsibility and authority for all planning and execution of the trip. Prior to any out-of-area rowing the Master will obtain the permission of the club by advance acceptance of a detailed float plan by the Safety Committee. The Master may be requested to meet with the Safety Committee for a review of the float plan prior to departing for the scheduled trip. The purpose of the float plan is to show the Safety Committee that the Master and crew have exercised due diligence and prudent planning for the protection of the crew for the proposed trip. Elements that should be covered in the float plan, but not limited to the following, are: 1. Consideration of weather, tides, currents, equipment and physical capability of the crew members. Overall, the Safety Committee counsels that a trip shall not be started if the weather forecast calls for winds in excess of 15 knots, or wave action of 2 feet or more, or visibility 1 nautical mile or less along the proposed route. What precautions are planned for an adverse turn in sea conditions, winds or current? 2. Proposed route with appreciate waypoints and safe havens. For example, enroute positions with projected times might be plotted every few miles on the onboard chart. The method of determining the fix should be annotated in the float plan. 3. Potential emergencies and appropriate actions. Examples of requirements for corrective action plans are schedule deviations or the need for emergency tow. The float plan should demonstrate that at no time will artificial time constraints trump good seamanship and common sense practices related to safety. 4. A discussion of the need for a chase boat of sufficient size and seaworthiness to ensure safety of the crew. What would be the proximity of a chase boat? Are there crossings or passages of significant, potentially hazardous bodies of water and/or shipping lanes on the planned route? 33

34 5. State a prearranged contact person and their location ashore during the time of the trip. This contact person would be kept up to date on overall progress of the row, including arrival at destination, safe haven, time and progress, and return to Anacortes. 6. Confirmation that at a minimum the following USCG-prescribed emergency equipment will be carried onboard: An adequate anchor and sufficient rode for the proposed area of the row Towing line and bridle Extra clothing, food and drinking water An extra bailer A VHF radio and extra batteries carried in a waterproof container. This is to allow contact with the chase/safety boat, the Coast Guard, Puget Sound Traffic Control (Seattle Traffic) and if necessary, other vessels. There will be one or more crew who have experience with radio protocol and are familiar with operation of the radio on board. Additional alternate forms of communications and navigation should be considered (cell phone, GPS, etc.). Up-to-date charts and a compass Bright light adequate for signaling and showing location First aid kit Flares After returning from the trip, the Master and crew will review the trip with the Safety Committee. SAMPLE FLOAT PLAN (to be submitted to Safety Chair in time for review and approval prior to date of activity). Plan to include: Date of activity Boat to be used Description of trip (i.e. racing or pleasure) Intent of use (i.e. annual La Conner race or circumnavigating Guemes Island) Description of expected sea conditions. Launching and trailering, including time and date. If boat pulled prior to activity, assurance must be met that all gear is stored in a locked and secured area. Safety and communications: per Safety Committee and race requirements Knowledge of safe havens (local knowledge plus charts and experience) 34

35 Acknowledgment of leaving and returning to boat shelter to Safety Committee Signature / date APPENDIX (1.b) RACING CREW GUIDELINES OARS racing crews are subject to all rules pertaining to out-of-area rows. However, during the race the usual Coast Guard-required safety equipment rules are suspended as long as the race is a sanctioned race, meaning the hosting organization has an Application for Approval of Marine Event (sample following Appendix 1.c) on file with the Coast Guard and has sufficient chase boats with the required equipment on board. Racing participants may remove all required Coast Guard safety equipment OARS places in the boat basket during the race except for PFDs for each crew member and a sounding device (whistle). It is advised to retain the towing harness and lines in the boat during the race. It is further advised to have a VHF radio and / or cell phone in the boat during the race. The Master has the discretion to retain all safety gear if they so choose during a race, but it is not required. 35

36 36

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38 APPENDIX (2) HOW TO ROW 1. GETTING STARTED Happily, rowing in OARS gigs or wherry doesn't require a high entry level of skill. Almost everyone has had some life experience rowing some kind of a rowboat, skiff or dinghy. Basically, you're going to just sit down on an aft-facing seat, grab an oar handle and start pulling. The first consideration is how to get into our boats without doing damage to you or to the boat. Ask the Master or an experienced rower to show you how to get in safely, either by handing you in or by using the provided hanging ropes to hand yourself in. Either way, don't step on either the gunwale (which tips the boat sideways and may capsize it) or on the seat or thwart (that's where you'll sit). Take a long step down directly into the center bottom of the boat and then immediately sit down. Once seated, slide yourself close to the gunwale opposite the oarlock or tholepin where your oar will be placed. If that tips the boat, the coxswain (or cox) will instruct other rowers to distribute their weight to balance the boat. The next step is to adjust the stretcher (foot rest) so you can push against it with your legs just comfortably extended, but with your knees slightly flexed and not locked. Ask for help, as the adjustment method varies from boat to boat in our fleet. Both feet should be pushed against the stretcher; don't put your feet against the next thwart or try to row with only one leg. When the coxswain gives the command OUT OARS, move your oar in place to get ready to row, with the leather (or sleeve) resting in the oarlock, or on the gunwale thole pad and against the thole pin. Take your time, ask for help and try not to bang the end of the oar against the boat or your fellow rowers. Next, ask for help securing the oar to the thole pin or in the oarlock, as the method is different in each of our boats. Now you're ready to row! Follow the coxswain s commands, POINT YOUR OARS (push your oar handle out, bend forward at the waist, get ready to row), and then GIVE WAY TOGETHER (start rowing). Have some fun poking holes in the water, but try to start each stroke at the same time as the No. 1 rower (the rower farthest aft, also referred to as stroke oar) so you don t clash oar blades by being out of sync with the other rowers. Keep on rowing until the coxswain calls out WAY ENOUGH (which means to stop rowing). At the end of the row, pay attention to the coxswain's commands and don't be afraid to ask for help to TRAIL OARS and then BOAT OARS. When the coxswain gives you permission, get out of the boat by reversing the way you got in. Either use the hanging hand rope or ask someone already ashore to hand you out, taking a long step from the center bottom of the boat up to the boat shelter dock. 38

39 2. GETTING BETTER It may take one or two outings to get comfortable rowing and getting in and out of the boat. It's now time to think about improving your rowing skill to row more comfortably, effectively and efficiently. As you take each stroke, be aware of the muscles at play in your body. Most of the work should be done by upper leg and lower back muscles, with the arm muscles just coming into play near the end of each stroke. For purposes of discussion, the cycle of each stroke may be broken down into four parts: The catch (when the oar blade enters the water), the drive (when the oar handle is pulled to propel the boat), the release (when the oar blade is taken out of the water), and the recovery (when the oar is moved back to the starting position to begin the next stroke). These should all be smoothly blended together, of course! At the catch, lift the oar handle quickly as you start to pull with the swinging back and braced legs, using your arms and hands as connecting rods to the oar handle. Lift the hands at the catch just enough to fully bury the oar blade. If the oar blade is buried too deeply, the part of the loom (the oar shaft between the sleeve and the blade) nearest the blade will actually drag in the water, thus slowing the boat down. To achieve the most effective and efficient stroke, the catch should be made cleverly, just hooking the oar blade in the water, as if there were an imaginary vertical post stuck in the sea bottom with the upper end just at water level. The goal is to hook the blade behind the post as quickly and neatly as possible, so as to get the best push against it during the drive. Another way to visualize this is to make the oar blade act at the catch like the action of a swimmer's hand at the catch when swimming the backstroke. During the drive, the lower back and hamstring muscles are in play, while the arms and hands just hang on to the oar handle (as from a chinning bar). The back should swing comfortably toward the bow, with the arms still just hanging on. Near the end of the drive, the arms are brought into play, pulling the back upright to avoid falling into the lap of the next rower, just before quickly taking the oar blade out of the water (the release). Also note that if the blade has been buried too deeply during the drive, it will be necessary to lift some water vertically just to get the blade out. That's called washing out rather than simply releasing the water. Because the back and upper torso do most of the heavy work of rowing, the rower s head should be moving fore and aft with the shoulders. If a rower s head moves not at all, or only minimally, then the rower is rowing with the arms, not with the more powerful back and torso. With the oar blade well hooked into the water, the drive should be a strong, sustained pull right up to the release. Think of pushing your niece on a playground swing, trying to make her swing higher and higher. Each time she passes by, you quickly place your hands on her back and her give a long, strong push. If instead you give her a vicious punch to the kidney as she passes by, she not only won't swing much higher, but will also report your abuse to her mommy. (Also note that your niece won't swing much higher if you only give her a friendly pat on the back as she passes by.) 39

40 So don't just swat the water as it passes by. Hook onto it, and give it a long, strong push. Just as the goal of pushing your niece is to make her swing higher, rather than use her for a punching bag, so the goal of rowing is to move the boat through the water, NOT to move water past the boat. The recovery is the only time during the stroke cycle that the body gets to rest. So don't be in a hurry to take the next stroke. Instead, consciously relax the muscles (especially the hands and arms) to let the blood flow in the veins and arteries, and remember to breathe deeply as you reach out for the next stroke. Also, don't sky the blade during the recovery. If the blade is carried too high above the water when it's time to take the next stroke, it won't be possible to achieve a clean catch. 3. IS THERE MORE? YES! ROWING AS A TEAM (CREW) Those of us in OARS who row regularly in the Erica, Glide, Annie C. or Island Star appreciate a wonderful hour spent on the water enjoying the companionship and viewing the birds and aquatic wildlife. For many of us, this experience, possibly together with the satisfaction of periodic maintenance on the boats, is enough to keep coming back for more. Others may find their rowing experience further enriched by thinking a little more about what goes into the act and experience of rowing as a crew. First, a little historical background. Of course, there was little joy of rowing to be found amongst galley slaves, but sailors who rowed navy captains' barges and gigs took great pride in their appearance and skill, and looked for opportunities to test their speed against crews from other ships. The skill part of rowing was (and is) called watermanship, and includes how smartly the crew can launch (OUT OARS) and pull away from the dock (POINT YOUR OARS GIVE WAY TOGETHER), and how smartly and smoothly the approach to the dock can be made (WAY ENOUGH TOSS OARS). (Of course, in OARS we don't toss the oars, but rather boat oars and/or trail oars.) The satisfaction of doing these things together, without scrambling or confusion, follows from devoting just a few minutes of each outing to stop conversation and focus on the task at hand, and to be attentive and responsive to the coxswain's commands. Of course, the coxswain must also command attention and response by how crisply those commands are issued. The great satisfaction of rowing as a crew may be experienced when all four rowers catch and release at the same time, called timing. When this happens, everyone can feel the impulse on the catch from the other rowers, and a pleasant feeling of the boat surging forward as a unit results. When no one is paying attention to timing, each rower adds power at the catch independently of the others, leading to the impression that each person is trying to row the boat alone. The coxswain should once in a while call the rowers to consciously catch together for a 10-stroke drill. If the rowers become aware how the boat responds to the power pulse when all four rowers catch at the same time, they will be motivated to stop catching in alphabetical order and truly row as a crew. Efficiency in rowing is not very important in a 50-minute social outing, especially if everyone is merely paddling or rowing handsomely. However, for expedition or competitive rowing, efficiency becomes much more important. Basically, you should sit close to the gunwale opposite your pin, with both legs extended (but slightly flexed) and both feet braced against 40

41 the stretcher bar. This position allows the big hamstring muscles in the legs to work in tandem with the lower back muscles to pull the oar past the pin during the drive. Rowing with one or both legs tucked under the thwart doesn't allow the hamstrings to participate, and thus weakens the drive. Reach out as far as is comfortable without dropping your chin onto your chest to enable a long pull during each stroke. A good guideline is to reach to your strong point, not to your long point. The arms should just be flexible connecting rods to the oar handle while the back and legs pull, with the back swinging just a little behind the vertical; then the arms come into play to finish the stroke and draw the back up to the upright position. The oar should be moved outboard or inboard, depending on water surface and wind conditions, to feel the right gearing of the oar against the pin. The stroke rate should not be so high that there is no time on the recovery for you to gather yourself for the next stroke. Rowing is very inefficient when you feel rushed to get to the next stroke. Bearing in mind that the only rest you get while rowing is during the recovery, the coxswain and stroke oar should collaborate to ensure that the crew is not fatigued prematurely or unnecessarily by too rapid a stroke rate. A good guideline is to never row faster than a 3-count stroke rate, where the oar catches on "1", releases on "2", and recovers through "3, so the next catch is both "4" of the stroke just completed and "1" of the next stroke. For long rows, a 4-count works very well: catch on "1", release on "2", recover on "3" and "4", then catch again on "5" ("1" again). There is surprisingly little difference in boat speed between a rushed, no-rest stroke rate, a 3-count stroke and a 4- count stroke rate, but there is a big difference in how rapidly the crew is fatigued! By Dave Pratt - January 17,

42 APPENDIX (3) PROCEDURES FOR BECOMING A MASTER IN OARS An OARS member wishing to become certified as an OARS Master should first notify the OARS Safety Officer of their intent. The Safety Officer will see that the candidate s basic qualifications are adequate and guide the candidate through the certification process. In summary, to become a Master the candidate must: Be an OARS Member in good standing. Have prior boating experience. Have rowed and coxed OARS boats extensively. Take, successfully pass and review with an examiner the Masters written exam. Successfully demonstrated practical skills via a sea trial. Following are details on the written exam and sea trial. Written Exam The exam subject areas include nautical rules of the road, seamanship, first aid and material in the OARS Manual. The candidate should obtain a copy of Masters Examination Sample Test Questions from the OARS website. This sample of test questions covers most of the areas of knowledge that could be represented in the Masters written exam. No specific answers are provided for the test, as the candidate s research is part of the goal in the testing process. Sources for answers to the test questions may be found in: Chapman Piloting - Seamanship & Small Boat Handling and/or Washington State Parks Adventures in Boating Washington Handbook and/or U.S. Coast Guard Auxiliary s Boating Skills and Seamanship and/or the seamanship text of the United States Power Squadrons. Candidates with limited boating experience, other than in boats of OARS, are urged to take a basic course in boating skills and seamanship offered locally by either the U.S. Coast Guard Auxiliary or a Power Squadron. When comfortable with the sample test material, the candidate will contact the chair of the Safety Committee to get a take-home copy of the Masters Exam and be assigned a Master who will administer the test on a mutually agreeable date. The exam is open book, and when completed, the candidate will meet with the testing Master to go over the answers. Some additional verbal problems might also be expected so as to test the candidates understanding of overall concepts included in the questions. Knowledge of tide and current tables and how to teach basic knots, bends and hitches referred to in the OARS Manual may also be tested. Sea trial When the written and verbal tests have been passed, the Safety Officer will assign a sea trial examiner. The sea trial is designed to determine the candidate s knowledge of safe boat handling and crew safety. A list of the elements tested during the sea trial follow in Appendix 3.a. When the candidate has successfully passed the sea trial, the Safety Committee will award the Masters certificate. 42

43 APPENDIX (3.a) SEA TRIAL Skill sets for on-the-water OARS Masters Exam This is a checklist for the on-the-water (sea trial) exam, which is the final qualifying step to becoming certified as an OARS Master. Not every item will be tested, but the expectation is that Masters should know these things. At the dock: Demonstrate the ability to provide an overview of all the OARS boats and their features to a first-time rower. Care in boarding; thwarts, floorboards and planking; moving about in the boat. Proper adjustment for stretchers. Location and use of safety equipment. Question swimming ability / PFDs suggested. Introduce rowing commands, oar strokes and naming of oars and thwarts. Review four basic paddling strokes (forward, back, draw, pry). Shipping the rudder in the gigs and wherry; rudder pin at transom. Differences relative to the handling of the wherry and Island Star. Getting away from the dock: Yoke direction on respective boats. Care of oars; instructions for shipping and boating the oars on thole pin, oarlock and Concept II racing oar locks. Review rowing commands; including casting off, shoving off, turning, stopping, trailing and controlling speed (easy, handsomely, etc.). Knowledge of proper rowing techniques: point, catch, pull, recovery, stroke rate. Adequate push-off. Marina Traffic: Proper lookout. Right of way in the fairways and crossing channel. Back door tide restrictions. Front door right side, broad entry. Lights when rowing in the dark. Running the Gauntlet and Serpentine: No rudder; straight down a fairway (gauntlet) and serpentines (slalom and/or series of right angles). Instructions to crew. Audible commands. Row handsomely / easy. Crew Overboard (COB): (throw something for retrieval) Discuss the conduct of crew during an overboard drill and give crew assignments. Direction of wind relative to retrieval. Responsibility of the designated lookout to continuously point to the COB. Need to trim the vessel during retrieval; how to. Bowline loop around COB. 43

44 Docking maneuver: Announce port or starboard tie. Discuss need to fend off; order of boating oars. Docking lines to proper side. Placement of fenders; need for roving fender. Discuss approach in relation to wind, current, etc. Proper breast lines and/or spring lines. Getting away safely. Optional use of paddle(s) and basic paddle strokes. Hazards in Fidalgo Bay and Guemes Channel: Rocks. Anacortes Marina; Fidalgo Bay Channel; back door entry at low water? Significance of the red-and-green buoy at head of dredged channel. Cap Sante Marina entrance, navigational markers, hailing radio channel. Hazards near Seafarers Memorial Park. Cap Sante head steep? deep? dangers? Dakota Creek shipyard and drydock. Currents where? What is general set in Fidalgo Bay during ebb vs. flood? Prevailing winds, fetch, waves and boat wakes; how to take the seas. Dredged depths; Cap Sante Waterway; significance to deeper draft vessels. Log: Proper logbook entries. Rowing cards. When appropriate have Liability form completed and signed by Master. Lifting and Trailering: (Note: additional testing is required to be certified to use the small boat lift.) Describe location of lifting harness, where is it stored? How it is used for each of our boats and location and features of hoists in the marina. Tell about the various trailers used by our club. Describe how to secure a boat to a trailer; chafing gear for tie down lines; how to prevent chafing of the oars, etc. What are some precautions when trailering. Towing: Where is the towing gear in each boat and what are its parts. Show how to rig a boat for towing. What precautions need to be taken when towing (crew, gear, speed of tow). Beaching: Discuss precautions to protect the boat, oars and rudder in landing and getting off. What about securing the boat; tide, waves, crew, etc.? Knots in use on OARS boats: Cleat hitch * - tying to the dock. Bowline * - rescue loop, general utility. Clove hitch, round turn with half-hitch(s) or girth hitch - hanging fenders. Stopper knot * - slipped figure eight or variant for hanging fenders. 44

45 Grommet - for holding oar to the thole pin; can you tie one? Sheet bend, single/double * - general utility for joining one rope to another. Midshipman s hitch - for holding thole pin down to stringer. Trucker s hitch - for securing boat to trailer. Double constrictor - on oar leathers. Baseball or diamond stitch - for sewing leathers to the oars. * Should be learned such that you can teach these knots. APPENDIX (3.b) PERFORMING THE SERPENTINE WITHOUT RUDDER The serpentine tests the cox s ability to maneuver the boat without the use of the rudder in tight quarters as it weaves back and forth between a line of pilings. The boat s course should be as close to a straight line as possible on each pass through the pilings. Ideally, the maneuver is a sequence of straight passes and tight turns (see lines with long dashes above). Start the maneuver with the stern of the boat abeam the outermost of the four or more selected pilings. Give way as needed, then make tight turns to turn around 45

46 and go straight through the first and second pilings. Now turn around and go back through the second and third pilings. Turn around and go between the next adjacent pilings, and so on, until the last two pilings are traversed. For more practice, the cox may turn the boat around and complete the course in reverse of the above, ending up where the boat started. This might be requested during a Masters test. An alternate method of doing the serpentine without rudder is to make a curving, slalom-like run between a series of pilings (see solid line above). Masters are expected to be able to execute all forms of this maneuver and are required to demonstrate them annually to the satisfaction of one or more other Masters. APPENDIX (4) SPECIAL INSTRUCTIONS FOR THE MASTERS OF THE ISLAND STAR 1. The Island Star slides over the water a long way. Shove off handsomely. Be ready to use the paddles. 2. The Island Star has a much smaller rudder and longer length than the gigs or wherry. Expect less responsive steering especially at slower speeds. Be ready to use oars or paddles for maneuvering. 3. The Island Star has no PFDs on board. Be sure each person wears or takes one. 4. The Island Star rudder is to be shipped hard to port, as the retaining device is part of the upper pintle. The yoke is installed with the arm ends pointing forward. The coxswain s backboard is to be installed after shipping the rudder. 5. In the shelter the Island Star s stern line clips to a ring on the keelson. The clip can be clipped back on one of the overhead lines. A floorboard goes over the ring when under way. 6. The coxswain backboard must be carefully seated all the way in its place. The bag for the back board should be retained on board. 7. The rudder yoke lanyards should go over the backboard so they do not tend to lift it out of place. 8. Oarlocks must be inserted in the sockets and secured by cleating their tethers to the cleats provided. The oarlocks will be removed and the gates closed for storage. This is to protect the other nearby boats from chafing by the oarlocks. 9. When docking, be especially cautious. Rower No. 4 should face forward. The fore and aft paddles should be ready for maneuvering. Fend off as needed. 10. Cleat the bow line. After all crew have disembarked, determine if the bow line needs to be cleated more tightly. 46

47 APPENDIX (5) ELIZABETH BONAVENTURE SCHEMATIC PROFILE 47