Now that you are aware of the fact that you are not driving your car on the water let me walk you through the basic steps of how to drive a boat. First off, before you leave the dock, make sure you have enough fuel, that there is enough oil, and that all your safety equipment is in proper working order (i.e. horn, life jackets, etc). Now is time to start the engine. If you have an outboard, follow the manufacturer’s instructions on how to start. If you have an inboard (engine inside the hull) make sure you turn on the ventilation blowers prior to starting just to make sure there are no gas vapors where there shouldn’t be. Once the boat is started, be sure the engine is running okay, take note of any wind or current, and then cast off in such a way as to use the two to your advantage. Once you are underway and out of the busy marina or launch, turn on your electronics (radar, GPS, sonar). You can never have too many ways of judging conditions, be sure though to have an old fashioned compass aboard as well as know how to use it.

As you go along, you may see buoys that are red, or green as well as other color variations. The red and greens are the most important. They are the channel markers. The best rule of thumb to navigating them is “RED, RIGHT, RETURN” as in red buoys on your right as you return to sea. Once at sea though the buoys will usually disappear, and you will be faced with the open sea. With the sea comes the potential for big waves. With waves is best to hit them at a 45 degree angle, hitting them head-on will make for a wet rough ride that may damage the boat. Hitting them sideways may result in the boat getting swamped and potentially sinking.

There are many skills required to operate a boat and many different skills depending on what type of boat. If you want to get the most out of your boating experience and want to be a safe knowledgeable boater, attend a class offered by Boats US, your local US Coast Guard Auxiliary, and pick up a copy of Chapman’s Piloting.

Many boating sayings are hundreds of years old, with some tracing their origin to dates well before the twelfth century. While there are thousands of these phrases in the nautical lexicon let’s batten down the hatches and explore some of the more commonly used seafaring terms.

Slush Fund: This nautical expression has been around since 1939. It refers to the waste fat or grease left over from meat boiled down on board the boat. Sailors boiled down and stored the fat remains of their salted beef rations; this was then sold to soap and candle makers. The money received from the sale of the ‘slush’ was used for the crew’s comfort and entertainment. Today we may have money set aside to use for fun and entertainment expenses.

Between the Devil and the Deep Blue Sea: This is an old nautical term. The devil being the caulker’s name of the longest seam in a wooden boat’s upper deck planking next to a ship’s waterways. It ran from stem to stern. There was very little space to get at this seam, making it a difficult and awkward job. When at sea and the devil had to be caulked, the sailor hung from a rope and was suspended between the devil and the deep blue sea – a very precarious position.

In the Limelight: The burning of lime to create a strong concentration of light was originally used by lighthouses to mark dangerous coastlines, hazardous reefs and safe entries for boats to harbours before the era of the electric lights. It created an intense spot light effect, and hence the expression ‘in the limelight’.

Cut and Run: In an emergency or desperate situation, rather than haul up an anchor, the sailors would cut the anchor cable then run with the wind.

The Devil to Pay: Originally this boating phrase was ‘devil to pay and no hot pitch’. In a sailing vessel a devil was the seam between planks. This had to be made waterproof. Old rope fibres were firstly hammered into the seam and then a tar-like substance, called pitch was poured (or paid) onto it. If you had the devil to pay and no hot pitch you were in trouble.

Flying colours: If a fleet won an outright victory, the ships would sail back to port with their colours proudly flying from their masts.

Not Enough Room to Swing a Cat: The boating term ‘to swing a cat’ stems from the days of the galley ships when the many rowers were chained below the decks. With very little room to move, it was referred to as ‘not enough room to swing a cat’. The cat was a whipping device used for physical punishment, also known as ‘a cat-o’-nine-tails’. This whipping instrument later became know as ‘The Captain’s Daughter’. A drunken seaman would not be happy being given a taste of the Captain’s Daughter.

Show Your True Colours: Pirate ships would approach their intended victim showing a false flag to lure them into a false sense of security. When it was too late for the victim to escape they would then show their true colours. Today to show your true colours is to reveal your true intentions.

Down the Hatch: This is a drinking expression, but has its origins in loading cargo onto boats as you might expect. As the cargo is put into the hold, it travels down the hatch, and appears to be consumed by the ship.

Swing the Lead: In days gone by the lead was a weight at the bottom of a knotted line used to give sailors a way to measure the depth of the water when nearing land. To swing the lead was considered a simple task. If the leadsman was really lazy he just ‘swung the lead’ at the bow of the boat calling out imaginary readings to the Officer of the Watch. In today’s terms one who swings the lead is lazy and is one who does not pull his own weight.

A sailboat cannot sail directly into the wind but can sail about 45 degrees toward it; this is called being close hauled. When the boat is sailing across the wind, with the wind coming directly over either side (the “beam”), the boat is on a beam reach. When the boat is sailing at a broad angle off the wind (but not directly downwind), the boat is on a broad reach. When the boat is sailing directly downwind, it is said to be running.

Knowing how your boat is positioned relative to wind direction is crucial for how you set the sails and how you position your body weight. A good way to learn to pay attention to the wind is to tie short pieces of light yarn to the boat’s shrouds and keep an eye on which way they are blowing.

Finally, when you are sailing you will find that the motion of the boat affects wind direction, because the boat’s movement through the air creates its own wind. For example, the true wind may be blowing exactly across the boat (beam reach) when the boat is at rest. As it picks up speed, however, it make its own wind by moving forward through the air. This added wind from the front adds to the wind over the side to produce a combined wind at an angle more from ahead – and so the boat may actually be close hauled. When you first start sailing, you don’t have to think too much about the difference between true wind and apparent wind. All that matters is the resulting (apparent) wind over the boat and sails.

1. Don’t allow the warm weather to let your guard down: The air temperatures may be downright balmy, but deceptively cold waters increase the risk of hypothermia even on a “T-shirt” day. Also remember there are fewer boats out on the water that could come to your aid. Bring extra layers or change of clothes and rain gear this time of year.

2. Plan on how to get back in the boat: If you accidentally went overboard, do you have a way to get back aboard? You may be surprised how hard this can be – especially if you are alone or haven’t prepared for it. It could be as simple as having a rope with looped foot holds affixed to a cleat that can easily be grabbed from the water. The BoatUS Foundation also tested after-market boarding ladders for small jonboats, RIBs and larger center console boats. You can view these tests at www.youtube.com/user/BoatUSFoundation/videos?sort=dd&view=0&page=2. A hardcopy of the tests along with a ranking of the best ladders can also be found at www.BoatUS.com/foundation/boardingladders.

3. Refresh your memory: Take a boating safety course now from the comfort of your own home. The no-cost BoatUS Foundation Online Boating Safety course, which is designed so that you can stop and then continue at any time, includes videos that demonstrate important safety devices such as flares, shows the rules of the road, how to get help in an emergency, and the best way to fit a life jacket to a child so they will not slip out. Go to

Thank you BoatUS for these great tipshttp://www.boatus.com/pressroom/release.asp?id=782

FUEL SYSTEM

BELTS, CABLES & HOSES

Inspect the fuel system for leaks or damage; pay special attention to fuel hoses, connections and tank surfaces. Evidence of damaged fuel hoses includes softness, brittleness or cracking. Replace components when necessary and verify all fittings and clamps are properly secured. Ensure the engine, exhaust and ventilation systems are all functioning properly. Belts, cables and hoses are important to check, as they can become brittle and may crack during winter storage. Belts should fit tightly around pulleys to prevent slipping; a worn belt may have a black substance near the pulley and will fit loosely. Cracks or swells on the outer jacket of control cables may be a sign you have to take immediate action.

ELECTRICAL SYSTEM

FLUID LEVELS

Inspect all electrical connections for cleanliness and tightness—corrosion is often a sign a connection may not be safe. To prepare electrical connections for the summer, remove the terminals and use a wire brush to clean them, along with all cable ends. Charge your battery and have it tested to ensure it can hold a charge. Electrical systems should be regularly inspected by a qualified technician.

Check all fluid levels including engine oil, power steering, power trim reservoirs, and coolant. Be sure to change the engine oil, oil filter, and drive lubricants, if these tasks were not done prior to winterizing your boat.

PROPELLERS & HULLS

SAFETY GEAR

Inspect propellers for dings, pitting, cracks and distortion. Damaged propellers can cause unwanted vibration and damage to your drive train. Make sure the propeller is secured properly, and replace bearings when needed. When inspecting the hull, look for blisters, distortions and cracks. Be sure to clean the hull, deck, and topsides using an environmentally safe cleaning solution. And, make sure the drain plug is securely in place before every launch.

Check your life jackets to ensure they are in good condition and that there are enough on board for all potential passengers. It’s important to ensure that each individual has the correct size life jacket for their body weight. Be sure all onboard fire extinguishers are the correct class for your vessel, and are fully charged and stowed in the proper place. Take advantage of any safety inspections offered by the US Coast Guard (USCG), USCG Auxiliary or US Power Squadrons.

Starboard, as all weekend sailors know, is the right side of the boat (or ship), and “port” is the left. We’ll start with starboard, which appeared in English around 893 A.D. It comes from the Old English word “steorbord,” based on the elements “steor” (steering paddle) and “bord” (meaning, in this case, the side of a boat). On ancient Teutonic ships, the paddle used to steer was mounted on the right side of the ship (as opposed to the stern, where most modern rudders are located). The “steorbord,” or “steering side,” was, therefore, the right side of the boat or ship. “Steorbord” gradually changed to “starboard” over the years, probably because “star” is a modern English word that people recognize, while “steor” is not. But the term has nothing to do with stars.

The other (left) side of the ship was not originally called “port.” It was known as the “larboard” side, but just why is a bit of a mystery. It may be that “larboard” was based on words meaning “back side” (since the helmsman would have his back to that side). Or it may have been based on “lade” (to load) since the left, non-rudder side would be the side tied to a pier and receiving cargo.

In any case, “larboard” turned out to be far too easy to confuse with “starboard,” and was eventually replaced with “port,” referring, again, to the fact that the left side was the side over which cargo was loaded in port.

Why Replace Your Propeller?

Changes in hull designs and the introduction of four stroke engines and high horsepower outboards have all required new approaches to propeller design and manufacturing. These changes have demanded radical and aggressive propeller designs that did not exist even 5 years ago.

Over the past decade, computer modeling has resulted in better understanding of the fluid dynamics of high speed planing hulls and high velocity water flow. Variable rake and pitch blades, multiple geometries, barrel ventilation techniques from the racing circuit, and increased barrel diameters are all designed to increase the performance envelope of most boats – essentially obsoleting your old propeller. Better handling, faster hole shot, improved cornering and rough water capabilities, and higher top end speed are all available with Turning Point Propellers leading edge designs.

If your current propeller is even a year old, minor nicks, dings, scratches or chips that accumulate from the normal wear and tear of boating will result in rapidly degrading boat performance. New propellers perform at their maximum hydrodynamic efficiency, efficiency that falls off quickly with accumulated damage and wear. Changing out your aluminum or stainless steel propeller is quick, easy, and inexpensive with the Turning Point Interchangeable hub system. With a unique lifetime warranty hub, any damaged blade requires only that you replace the housing, which can save you hundreds of dollars over the years compared to competing rubber hub propellers.

Why Carry a Spare Prop Onboard?

Boating without a spare propeller is like driving your car or truck without a spare tire. Having a backup option insures that your boating day will not end prematurely and you will not be stranded on the water if your propeller is damaged.

A History of Solunar Tables

The quest to determine the best times to hunt and fish is not a recent project. For hundreds of years people that made their living hunting and fishing recognized that there were certain times when wildlife was more abundant. The lives of most Native Americans were completely dependent on knowing the best times to hunt and fish. People who base their existence on the ocean or lakes have long understood that solar and lunar influences help determine the best times to fish. What is generally known and almost universally accepted is that fish and game are more active at certain times of the day, most noticeably at dawn and dusk. It is also generally agreed that many game species are more active during certain phases of the moon as well as when the moon is in certain positions in the sky each day. All of these influences have an individual effect that can be observed and in some instances measured.

Much of the early research and understanding of solar and lunar influences was pioneered by John Alden Knight. In 1926 Knight began his studies of various influences that affect wildlife activity. This research resulted in his publication of tables that illustrated periods in each day of major activity and minor activity. To substantiate his research and theory, Knight analyzed data for over 200 record catches of fish. His analysis concluded that 90% of the catches were made while in the effect of the new moon and while in a “solunar period”. Additional proof of Knight’s theory was provided by a biologist at Northwestern University. Dr Frank A. Brown had live oysters flown in to his lab in Chicago, Illinois. Oysters open their shells at each high tide. Dr. Brown wanted to see if this opening and closing was the actual result of the changes in water flow from the tides or from lunar influences. Dr. Brown discovered that after about a week the oysters had changed their opening and closing to correspond to the times that the moon was directly overhead and underfoot for Chicago. Solunar tables have been used in some form since 1936. Since that time, the most significant improvement in our understanding of influences on wildlife activity has come with more recent capabilities to calculate and observe the combined effect of multiple solar and lunar influences. The days and times of these combined influences result in periods of significantly increased activity, which are shown in Weather and Wildlife Charts.

Solar Influence

The sun is the largest body in our solar system and some would say exerts the greatest influence in our daily lives, as well as that of wildlife. The primary solar periods that are factored in Weather and Wildlife charts are dawn, dusk, midday and midnight. Each of these periods is determined based on the exact time of sunrise and sunset for that specific location and date. The sun has its greatest influence when it is at its zenith or most directly overhead. That point occurs around June 21st each year in the northern hemisphere. Even though the solar influence on wildlife within each day is significant, the day-to-day and even the week-to-week change resulting from this solar influence is incremental and not very noticeable.

Lunar Influence

The moon is also a large factor in the day-to-day lives of people as well as wildlife. Some of the lunar influences are obvious while some are not. The most obvious and measurable affects of the moon on the earth are seen with tides. The gravitational force of the moon is one of the primary influences in the rise and fall of tides. The period that the moon exerts its greatest influence at any specific location on earth is based on the relative position of the moon, the distance the moon is from the earth, and the angle of the moon above a certain location at that specific time. Most evidence and conventional wisdom indicate that the periods of greatest lunar influence on wildlife are when the moon is most directly overhead and then again when it is most directly underfoot (opposite side of the earth). These two positions are usually referred to as “major” activity periods or in other charts as “excellent” activity periods. There are two other daily periods of lunar influence that occur halfway between the overhead and underfoot positions, and they are usually called “minor” or “good” activity periods. When the moon is at perigee (closest to earth) all other lunar influences are magnified. This is also the case when the moon is at its highest declination or so called high moon. The moon phase has also been shown to indicate, if not directly cause, certain heightened periods of activity.

Weather and Wildlife Charts

What determines why one specific day is a better day to fish than another? Why are you more likely to find fish feeding at certain times of the day than others? These are good questions that anyone is likely to have when looking at a solunar table. Virtually all wildlife repeats certain activities each and every day. All fish and animals must eat and rest to sustain life. The movement necessary to accomplish these basic needs is what provides all of us with the opportunity to observe and to harvest more game and fish. Our ability to understand how these solar and lunar influences affect feeding activity has made hunting and fishing more predictable. Weather and Wildlife charts are a simple way to graphically combine the solar and lunar influences discussed above and illustrate the results in a clear and easy to read format.

Best Time of the Day or Peak Activity Time

During each day the sun and moon exert their individual influence on each and every hour. Each hour and day will have a different combination of these influences. The Best Time of the Day Chart shows the entire day graphically so that you can quickly determine the peak activity times for fishing at your specific location. Times that show a higher rating have a greater combination of solar and lunar influence and thus a higher probability of heightened wildlife activity. Sunrise and set, the two most significant solar periods, are also indicated on the chart. All Weather and Wildlife charts are generated for the specific latitude and longitude from the data entered. The Best Time of the Day Chart can also be viewed for a total of ten days including the current date.

Declination and Diurnal Inequality

Anyone who has used solunar charts or tables (sun and moon) to predict wildlife feeding activity is probably familiar with the terms “major” and “minor” period. As discussed earlier they are also often referred to as “excellent” or “good” times. These major times occur when the moon is directly overhead or underfoot and the minor times follow the major times by approximately 6 hours. The lunar event from which each of these times are calculated is called “transit”, or the daily point that the moon passes the meridian at that specific location. Transit occurs sometime between moonrise and moonset, but not always halfway between.

The other two lunar events that affect the intensity of the feeding activity periods are “perigee” and “high moon”. High moon is another name for the monthly point of maximum lunar declination. To understand the “high moon” effect it is important to understand that the lunar orbit is not on the same plane as the earth’s equator. The moon’s orbit is tilted in two different planes 28.5 degrees off the earth’s equator. At some point in its orbit, the moon will be 28.5 degrees above the equator and approximately two weeks later it will be 28.5 degrees below it. The moons orbit varies between these two positions during the month, appearing to advance to the north and then retreat back to the south. This advancing and retreating is what is called lunar declination. The highest declination or “high moon” is determined when the moon is at its highest altitude angle.

Diurnal inequality is what causes one of the “major periods” to be less intense or weaker than the other major period during the same day. This is also why the two high tides during the same day are almost never equal. Most solunar tables are based entirely on daily transit times. A few tables include a “high moon” effect with no consideration of declination. Only Weather and Wildlife charts incorporate all the above-mentioned factors to provide the most accurate ratings possible.

Game Fish

Understanding the affects of the sun and moon on wildlife is only one part of the complex puzzle that helps predict when game animals and fish are most active. First and perhaps most important to putting together the puzzle is a good understanding of the individual species being pursued. Most game fish species are carnivores and will eat a wide variety of foods, but quite frequently they feed on other smaller fish. Fish are opportunistic feeders and will feed ravenously when hungry, and when food is readily available. However when full they may totally ignore the food source. There is an extremely large number of different species of fish that are sought after in both fresh-water and salt-water. Weather and Wildlife charts rate the lunar and solar events that generally affect all fish. However, each species has certain specific habits and diet that requires specific knowledge and individual study in order to understand their feeding tendencies.

Weather

Weather is the single most significant factor that affects wildlife activity. Every one that has spent time fishing knows that changing barometric pressure or frontal activity can bring fishing activity to a halt even in peak activity times. Weather and Wildlife Charts are based on steady fair weather. Changing weather may result in activity levels less than what is shown in the chart. It is also true that knowing when weather will stabilize is equally important to predicting heightened feeding activity.

Understanding the impact of weather on the individual species of fish you are pursuing as well as other factors including depth fished, water temperature and clarity are also important factors in your success. Perhaps the most important reason for viewing and understanding weather as a factor in your fishing plans relates to safety. High winds and cold temperatures can be a deadly combination when you are unprepared. There is a great deal of information available on the Internet for people who want to learn about the anatomy, habits, diet, reproduction and many other facts about various game

These tall triangular sails are called the Bermuda rig, or sometimes the Marconi rig, named for their development more than two centuries ago in Bermudan boats. Because of the physics of how force is generated by wind blowing past a sail, tall thin sails generally have more power when the boat is sailing into the wind. This is why most sailboats today have a Bermuda rig.

A popular rig for midsize cruising boats is the ketch, which is like a sloop with a second, smaller mast set aft, called the mizzenmast. The mizzen sail functions much like a second mainsail. In all, a ketch carries about the same total square footage of sail area as a sloop of the equivalent size.

The primary advantages of a ketch are that each of the sails is usually somewhat smaller than on a sloop of equivalent size, making sail handling easier. Smaller sails are lighter, easier to hoist and trim, and smaller to stow. Having three sails also allows for more flexible sail combinations. For example, with the wind at an intensity that a sloop might have to double-reef the main to reduce sail area, a ketch may sail very well under just jib and mizzen. This is popularly called sailing under “jib and jigger”—the jigger being an old square-rigger term for the aft-most mast flying a triangular sail.

While a ketch offers these advantages to cruisers, they may also be more expensive because of the added mast and sail. The sloop rig is also considered faster and is therefore used almost exclusively in racing sailboats.

A yawl is very similar to a ketch. The mizzenmast is usually smaller and set farther aft, behind the rudder post, while in a ketch the mizzenmast is forward of the rudder post. Aside from this technical difference, the yawl and ketch rigs are similar and have similar advantages and disadvantages.

A typical schooner also has two masts (sometimes more), but the masts are positioned more forward in the boat. Unlike in a ketch or yawl, the forward mast is smaller than the aft mast (or sometimes the same size). One or more jibs may fly forward of the foremast.

While some modern schooners may use triangular, Bermuda-like sails on one of both masts, traditional schooners like the one shown here have gaff-rigged sails. At the top of the sail is a short spar called the gaff, which allows the sail to extend back along a fourth side, gaining size over a triangular sail of the same height.

Gaff-rigged schooners are still seen in many areas and are well loved for their historic appearance and sweeping lines, but they are seldom used anymore for private cruising. The gaff rig is not as efficient as the Bermuda rig, and the rig is more complicated and requires more crew for sail handling.

Many people have their own remedy for how to have a less nauseated voyage as does Admiral Nelson. Whenever he encountered a seasick sailor, (Admiral Nelson,) the British hero at Trafalgar, suggested his own fool-proof remedy: “You’ll feel better if you sit under a tree.” Nelson, who made a few trips to the rail himself, was obviously a funny guy but not everybody shares his sense of humor about seasickness. The same motion—up, down, up, down—that reminds some people of Joseph Conrad reminds others of what they had for lunch. In the almost 200 years since Nelson met his Waterloo at Trafalgar, modern medicine hasn’t been able to improve on his tree remedy, but they’re working on it.

For anyone contemplating a lumpy voyage, there are various pills and patches that have been concocted—Dramamine, Marezine, Bonine, Phenergan, Scapolamine (ear patches), etc. These anti-motion drugs all affect the inner ear, which is where seasickness originates before it drops—thud—into the stomach. While some people swear by one or the other of these remedies, there is no one drug that has proven to be ideal for everybody. None of the pills work immediately and all must be taken well before symptoms occur. There is also something called Phenergan, a suppository that is said to be effective when someone is already seasick.

If you are going to try one or the other you might want to start with Marezine, since it is the least likely to cause drowsiness. Scapolamine is probably the most effective and its effects also last the longest, about 72 hours. It can have some strange side effects, however, and requires a doctor’s prescription. Marezine, Dramamine, and Bonine are antihistamines, which means they can be bought over the counter. Phenergan can also be purchased over the counter.

Many people think of pills or patches as a last resort to fighting motion sickness. One alternative is ginger root powder, which is a seasick remedy that was first brought to our attention by an enthusiastic BoatU.S. Member in Washington State. Ginger root powder settles the stomach and has gotten some good press, including a recommendation in Lancet, a well-regarded English medical journal. Ginger root powder capsules are available in health food stores.

Acupressure, which puts pressure between the flexor tendons on the wrists, is a remedy that seems to be gaining a widespread and enthusiastic following. Exactly what the wrists have to do with the brain and stomach isn’t clear. (Maybe the “let’s get sick” message from the brain to the stomach is relayed via the flexor tendons.) However it works, when it does work, acupressure wristbands can be simple and effective. Unlike other remedies, wristbands can be effective even when someone has already begun to feel nauseous. More recently, a high-tech wristband has been developed that uses electronic signals to stimulate the acupressure point. Both types of bands are available at BoatU.S. and West Marine. (A more sophisticated version that’s used to prevent nausea from chemotherapy or during pregnancy as well as from motion sickness is also available by prescription.)

Other solutions to seasickness include eating saltine crackers and drinking Coca Cola. If nothing else, these are usually handy and can work as a placebo when nothing else is available. (I believe this to be true since it has been shown to work for morning sickness as well.)

Some foods should be avoided. Anything greasy or rich, for example, that makes your stomach feel uneasy on land will probably make it feel even worse on a rolling and pitching boat. Doctors strongly recommend that alcohol not be consumed by anyone who is prone to seasickness, as it affects the functioning of the inner ear. Caffeine should also be avoided.

Whatever approach you take, when you’re feeling even slightly queasy, the fresh air and steadier view on deck is preferable to being down below in a damp, stuffy cabin. Watching the horizon and oncoming waves helps you anticipate motion and steadies the inner ear. Taking the helm is an ideal job, so long as it doesn’t require staring at the compass. Working up close—watching a compass, reading, plotting a course, etc.—is almost guaranteed to quickly make you feel worse, maybe much worse.

If all else fails and you do get sick, use a bucket. Don’t lean over the rail when you’re already feeling unsteady. When you’re finished, lie down on your back in the middle of the boat (where the motion is easiest) and close your eyes. Try and relax. Sooner or later the boat will reach shore and you’ll be able to sit under a tree.