GUIDE FOR OFF SHORE PASSAGE MAKERS
On cruising sailing vessels. C
This guide has been compiled for persons
making extended off shore passages,
coastal passages of considerable distances,
traveling a considerable distance from safe, protected waters and the vessel is
not in contact by some form of communication with shore bases and other distant
sources. I have 35 years of ocean going passages on both mono & multihull
vessels in addition to harbour and coastal cruising passages. The guidelines I
out line are just that, guidelines only and nothing more. The guidelines
I out line / list in this document are now the minimum I try to strive for
when I am deciding whether to accept or not to accept boarding a vessel as crew
or as the skipper. Nothing stated is a recommendation or suggestions for others
to follow. I have found a large number of Owners / Skippers I approach do not have verifiable references from past
crew they have sailed with yet they request the same from me or crew intending
to make a passage on their vessel. By reading these guidelines I hope you will
not endure some of the situations I experienced / experiencing still or make the same mistakes that I made / still making, over the years through
lack of knowledge, over enthusiasm to get on board a vessel just to say yeah I
have done an off shore passage or to gain experience on the high seas.
I give no guarantees what so ever and accept
no responsibility what so ever for the result / results of decisions made by yourself or for what you may
experience when you accept to sign onto a vessel of your choice after reading
these guidelines and adhere to the advice given here in. The intent of my
advice is to minimize, reduce any risk or situation that is encountered when one
embarks on an adventure on the high seas.
Thank you for accessing this service and I
wish you a safe, comfortable and pleasurable sailing on all your passages / adventures.
http://homepages.ihug.co.nz/~philclarke/crew.htm
When asking questions regarding equipment,
fittings, safety features, hardware or what ever, pertaining to the vessel, in
particular the vessels and your safety, including comfort, you intend to join,
make sure you ask and get answers to the following questions to your
satisfaction.
(a) Do
you have?
(b) Does
it work to an acceptable standard for what it was intended?
(c) Are
the crew allowed to use it.
(d) When
it was last serviced or inspected by an authorized service agent?
(e) Does
it have a current servicing /
inspection certificate issued by an authorized agent?
Examples of instances that I have encountered,
suffered from, by not asking all of the
5 questions and getting answers to are,
Do you have an electric anchor winch / capstan? Answer was yes. Only to find out later that it did not
work or the Owner / Captain would
not allow crew members
to use it as it was too much of a drain on
the batteries or I don’t like recharging the batteries because I can’t afford
the diesel to do so or it is unnecessary use of diesel.
Do you have a rubber ducky with an out board motor? Answer was yes. Only
to find out later the crew where not allowed to use it unless the Captain was a
passenger at the time of use. One Captain elected not to go ashore for 4 days.
Another boat the out board motor was ceased
and he had no intention of fixing it at the time when he answered yes.
Do you have a shower on board with pressurized water? The answer was
yes. Only to find out once off shore the crew where not allowed to use it
because of a lack of water capacity or water making capacity although the
Captain took a daily shower.
Do you have refrigeration and a deep freeze on board? The answer was yes.
Once on board I found out they where out of commission and had been for
some time.
Ask these questions.
1. Do all skin fittings (out flow) have non-return valves
installed, including cockpit
drains, vanity and galley sinks.
2. Does the vessels have bilge pumps and what capacity
are they? I insist on a
minimum
of at least two bilge pumps on the vessel with a minimum capacity
rating of
2500 gals per hour each, with automatic float switches, float switch
guards
and with light indicators displayed in a common visible position,
preferably displayed on the engine instrument panel because this is
usually
visible
from the helming station. Engine room, should be fitted with a Smart
pump
switch and detector. All bilge pumps should be connected to a three way
rocker
panel switch as well and should not (along with co alarms) be routed
through
the boats battery switch. Do you have at least one float switch in the
spares
department? Bilge pumps are your first and last line of staying afloat
when
taking on water. If you have to abandon ship because of taking on water,
time is
an important factor in sending out a mayday call, launching the life raft
and all
getting a board, with all the necessities one can take to make ones
experience, endurance of such as comfortable as possible. Remember bilge
pumps are
your last line of defence in staying afloat. Check to see if the hand
bilge
pump actually works. In addition all hull inlets and outlets should have
soft
wooded tapered plugs tied to the hull skin fittings, sized to suit each
fitting.
3.
Do you have a life raft, is the regular servicing in date and will it remain in
date
for the passage?
Capacity of life raft? Life rafts, if not serviced regularly can
perish
if insufficient talc powder was used when repacking. A dated test
service sticker is
always attached to the outside of the canister or bag if it has
been serviced by a
registered servicing business. If not ask to see the
inspection serving certificate, issued by the
approved servicing agent. Make
sure it is USCG, ORC,
IOR, CCA, AAA, approved and has independent buoyancy
chambers, at least 4
deep ballast pockets, rain gathering catcher and a
boarding ladder. Deep
ballast pockets types have 4 times the anti capsizing
capabilities compared
to other types and normally have other superior
attributes, such as
less likely to flip upside down when launching. Life support
mechanisms contained
therein also have a use by
date, as do MOB
systems. Annual servicing / survey
is a basic requirement for
life rafts and is the
norm internationally. Manufacturers have designed and built
there life rafts with
the understanding that they would be serviced / surveyed
annually except for
life rafts packed in a vacuum inner-pack. The vacuum inner-
pack type, if no moister is shown to be
present, the repacker can seal the raft
back up for the first
and second scheduled repacks only. If a raft servicing date
is three years out of
date, ask if it is a vacuum inner-pack type. One would
expect some sort off
sticker to acknowledge it has been inspected and re seal
in accordance with
serving / survey requirements for
these type of rafts. If the
seal is broken or
does not look in tact, in all probability it has not been
inspected by a servicing
agent. Life raft manufactures place the burden of
responsibility to
service them with the life raft owner. Is the life raft a
Hydrostatic type or a
manually deployable type? Hydrostatic types need
additional thought
when deploying manually. The word life raft conjures a
thought process that
it’s a piece of equipment that is unfailing when all else
fails. Over look the
importance of this piece off safety equipment and you could
be handing in your
knife and fork earlier than you expected.
www.safetyatsea.co.nz As from
Federation recommends
all life rafts be serviced by a manufacturer approved
and certified company.
If your life raft is serviced by a service station that is
NOT APPROVED BY
THE MANUFACTURER then product warranties may be void
and any liabilities
may well pass to the owner. This also applies when no annual
service / survey / inspection has been carried out what so ever, including
vacuum inner-pack
raft types. The owner under these circumstances is putting
all
on board at risk including himself. For private vessels it is acceptable for
life
rafts
to be serviced every two years. Any longer it is not acceptable
IN
Inspector or New
Zealand Maritime Office in your area. They have a list of life
raft service stations
and the brands of life rafts these companies are approved
to service. These
companies are required by the New Zealand Maritime Safety
Authority to have
manufacturers training, manuals and genuine spare parts for
all life raft brands
they are approved to service. www.msa.govt.nz Also as from
the
21st March the new navigation safety rule became law in
stating the
requirements / responsibility of
Skippers from all on board. See
http://www.stayontop.org.nz/rulepart91.asp
4. Do you have a S.S.B.
transceiver radio installed capable of transmitting and
receiving at a minimum distance of 2000 nms between station to station?
Does
it
have DSC capabilities using NMEA data from the ships GPS or Loran? It is
mandatory for N.Z. flagged vessels leaving N.Z. waters to have a S.S.B.
radio
under
CAT 1 regulations. The DSC capability feature allows a distress
message to be transmitted with one push of a button on all designated
emergency channels, an important feature when one is under stress, in a
panic
situation allowing you more time to gather your wits and grab extra
equipment to take in the life raft should the occasion arise. Ask if the
radios
where
installed by an authorized serving agent. The answer should be yes.
5. Do you have a VHF radio
transceiver having a minimum power of 25 watts and
capable of working on all
standard international channels, with an external
cockpit extension speaker and a
masthead antenna. Both S.S.B. and VHF
radios should have emergency
antennas also. The DSC capability feature is
also, of major benefit. Each
electrical device on the vessel must have its own
fuse located on the positive wire
within seven inches of its source of power in
addition to being connected
through a circuit breaker panel. If the vessel does
not have a masthead antenna’s the
V.H.F. should have a range of 12 miles
minimum.
6. Do you have radar, which has a
minimum of a 16-mile range capability? Does it
have E.P.I.R.B.
directional finding capabilities and does he know how to use this
feature? Does it have
guard mode, watch mode and displays rain squalls
capabilities. The
radar dome should be installed on the spreaders / crosstree for
protection from sails
making contact as the vessel changes tacks. If the dome
is installed on the
mast strong brackets and fastenings are essential for
securing the dome.
The dome should have a guard to protect it from contact of
the sails, when
tacking, preferably starting and finishing from just inside the
shrouds on the
spreaders / crosstree on the mast.
Like wise for the loud haler
speaker if there is
one.
7. Do you have two G.P.S’ s and one
handheld back up G.P.S. with an ample supply
of back up batteries
and / or alternative power source?
8. What is the fresh water capacity of
the vessel? I put 250 gals as the minimum in
determining
whether I accept a position on board a vessel depending on
whether a
working and serviced water maker is on board. Another method is 5
litres of water
per person per 100 nms of voyage.
9. What is the fuel capacity of the
vessel and will there be enough for 6 days
continuous
motoring at a average cruising speed of 6.0 knots into a moderate
head sea [ 2
meters (25 knots winds) ] when we leave port?
10. Are the ships batteries older
than three and a half years of age and what is the
total amp hour’s capacity of such batteries? I accept a minimum of 390
amp
hour’s capacity and 520-amp hour’s capacity if the vessel has a chart
plotter,
Autopilot, radar and refrigeration, which run of the house batteries. A
separate
battery for all radio communications is mandatory. I’m not happy with
batteries
older than 3 and a half years. Two banks are better than one. Do the
batteries
have an amp usage (DC ammeter) and a DC voltmeter? Each bank of batteries
must
have their own, battery selector switch or multi combination switch. With
the chart plotter, autopilot, radar, and one medium size 12 volt
refrigerator on
all together, they can draw 25 amps per hour and at night with the navigation
lights on 30 to 35 amps per hour can be drained from the batteries.
Accordingly
at night over 11 hours 350 amp hours can be drained from the batteries.
Usually something has to be turned off unless re charging is activated.
I
usually choose the navigation lights once the vessel is well offshore
and out off
shipping lanes particularly if the radar has a guard mode, watch mode,
displays
rainsqualls and the vessel do not have two independent sets of navigation
lights. A tri colour set of navigation lights usually draws less than
the primary
set. Most navigating is done in the 6 to 8 mile
range when using radar. It is not
Advised or good for the batteries to be drained under 50% off there capacity.
Two independent sets off navigation lights are now becoming mandatory in
most recognized world rallies.
11. How many alternators are
installed on the main engine? I prefer two to be
installed with a minimum out put rating of 80 amps each. If only one is
installed on the main engine then I would expect a 2nd back up alternator to be
part of the ships spares including two belts. Additional battery charging
systems installed on the vessel i.e. wind generating, solar panels and
genset,
A C alternator, I consider as additional and a bonus.
12. Do the anchors have
a swivel connecting the anchor shank to the anchor?
chain? Most commercial vessels have such swivels. It always amazes me the
number of vessels that don’t have a swivel when I walk down legs of
marinas.
If the vessel does not have
a swivel on the anchor shank it usually is an
indication as to the importance the owner places on the safety of his
vessel. I
carry two or three swivels of difference sizes in my baggage
13. Is
the length of the anchor chain at least 4 times the length of the vessel?
14. What
are the types of anchors on board? I expect a minimum of two and one to be a
Bruce, Plow, and CQR, Claw or similar design.
15. Do
you have a man over board recovery system with a man over board pole, one
lifebuoy with marine grade retro-reflective material, with a drogue and water
contact activating light attached? When was it last serviced? These systems
contain apparatus, with a use by date.
16. Do
you have a parachute sea anchor with panels made from [minimum] 8 oz material?
Most vessels have devices for survival after disaster strikes, yet many do not
stow one of the best devices for preventing
disasters, a parachute sea anchor. Check the vessel has deck cleats of a
size and in suitable positions for such a device if there is no Samson post / Bollard / Capstan, should one be carried on board. Is there a large enough Samson post / Bollard / Capstan, to tie off the rode once set and for adjusting? Is the
rode set up to deploy or to feed out safely? Have the crew given any thought on
a plan to deploy the parachute anchor. You will in all probability have to rely
on the skippers / owner’s statements
and knowledge in this regard but the subject should be discussed. Visit the
worlds No 1 and award-winning manufacturer on this device. www.paraseaanchor.com The best money can buy.
Visit their web site for full details and discover why they are the No 1
and award winning Sea anchor makers. The most advanced sea anchor technology -
Competively priced for off-shore sailing and recreational boating with the most
fully descriptive, easy to follow, without ambiguity, illustrated deployment
manual / instructions that I have
seen to date, free with every purchase.
17. Do
you have an E.P.I.R.B. 406 MHz type or an Inmarsat type , E that has a current
service sticker attached? An additional one in the grab bag is a bonus.
When
was the battery / batteries last
tested? www.safetyatsea.co.nz Take note of individual
crewmembers that have their own personal E.P.I.R.B. and if you have to abandon
ship remind them to take it with them into the life raft.
18. Do
you have a grab bag or rapid Ditch survival bag for each life raft on board?
One crewmember should be appointed to gather additional items in a dry bag,
specifically made available, to
take along over and above the contents of the grab bag, to counter and increase
your survival chances whilst in the life raft. Items such as sextant, charts,
all hand bearing G.P.SӮ s and extra batteries, ships E.P.I.R.B. which is
normally fixed somewhere, all handheld V.H.F. radios as flares are usually not
spotted by passing vessels in the middle of the ocean, hand spears, spear guns,
fishing gear within reason, celestial navigation tables, emergency water
container / s
normally lashed somewhere on deck , in a plastic 20 LT container,
plastic because plastic when full still floats in water, and anything else
which may be useful.
19. Do
you have an emergency water (min 20 litres) container / s stowed on decks?
Water
should be stowed in plastic containers as plastic containers always float even
when full. Have a double throw line attached for use at all times. Same for fuel.
20. Do
you have an emergency fuel container (min 20 litres) stowed on decks and
/ or an emergency tank that
can be switched
to?
21. Will
there be at least one person on board that has been off shore before? It is a
mandatory requirement in the country that I reside in, for a vessel departing
on an off shore passage. There have been numerous instances where Crewmembers
have gone completely mental once they loose sight of land when there has not
been any body on board that has completed an off shore passage. It is
considered more than a reasonable safety
precaution by enforcing
agencies, maritime authorities or appropriate regulatory bodies.
22. Does
the vessel have a spray dodger or biminni? It is no fun if you are doing a
watch and it is 0300 hrs, blowing 30 knts plus with heavy rain and the vessel
does not have a protected helming station. Like wise if it is a cloud less day
in the blazing sun.
23. What
lightning strike protection does the vessel have? If none chain can be made up
to wrap around chain plates / stays,
back stays, D shackled and dangled over the sides to the water allowing enough
for the lean of the vessel on the windward side. May not be suitable on
backstays if S.S.B aerial with insulating cups are in place. Plastic covers to
protect marking the sides of the vessel can be added and advisable.
24. Does
the vessel have top operating handle and /
or self-tailing winches?
25. Does
the vessel have a radar reflector mounted in a position at least 20 ft above
deck?
26. Does
the vessel have a manual operated hand
bilge pump securely fitted, on deck or in the cockpit and operable with
companionways and hatches shut with a pumping rating of a minimum of 25 gals
per minute? (Handles should have its own pocket or cradle for storage.) Is
there a spare handle? An additional one installed below decks is also
recommended. Check to see if it actually works.
27. What experience does
the Owner-Skipper / Captain have and
how many ocean
going passages has he / she
done, where, when and how many miles for each
passage? Sailing in unprotected waters over long periods of time is far
different and more demanding than day sailing in protected waters, where
one
can run for shelter or anchor over night. Don’t automatically assume if
the
Skipper / Captain holds
maritime documents the Skipper /
Captain will be
competent and all will be well with the passage and on board.
28. Ask
for references that can are verifiable not only by e-mail but by phone or fax.
Check and verify the authenticity of maritime documents and references. If they
can’t produce these this can be an indication the Skipper / Captain is incompetent, they are false or has a superior attitude
towards crew and requires further investigation. Don’t rely on your instincts
or personal judgments. Ask what are the worst conditions he / she has sailed in, how many times,
for how long and when?
29. Ask
how many other experienced crew is going to be on board? If the
Owner
/ Skipper / Captain is the only experienced person on board there will be
problems on the passage. The Owner /
Skipper / Captain has to go to sleep
some time. Just because he is the owner don’t assume he is experienced enough
to be the Skipper. Some owners think just because they are the owner they
automatically qualify to be the Skipper. Someone experienced has to be on the
helm in a majority of tough situations /
conditions particularly when sailing off the wind at 165 / 170 degrees of wind angle and who is
going to handle / carry out the
manual operations of the vessel that invariably occur in these situations. All
too often you will see crew wanted notices advertising for a number of crew, no
experience required, compatibility is more important. This is because they are
usually asking for a payment towards expenses and for you to provide for your
own travel costs to and from the vessel. Most experienced crewmembers usually do not contribute towards expenses or travel
costs. In a majority of cases they are advertising for novices or no experience
needed because their vessels do not measure up to the safety standards that
experienced sailors expect and coupled with the above statements regarding
contribution towards costs and travel, they know only to well they would not
get any experienced punters to board their vessels. Hence the targeting of
novices. In addition, what if the skipper falls over board or gets sick or
seriously injures himself. Suddenly the novices are in command! Suddenly, you
need to know the basics of how to run the boat, how to use the electronic
equipment, how to use and operate the emergency equipment, what to do in case
of trouble. You join these vessels at your own peril. To go offshore, one has to
have considerable courage; it takes a lot of mental tossing and turning to
actually sail away and see a city disappear behind you and the witness the
entire horizon become one of only sea, that’s is the extreme, incredible,
extraordinary feeling one gets and it does take a lot of courage the first time
to do that. You’re leaving behind the telephone booths, friends, fun parlors,
acquaintances, and possibly people you tolerate, you don’t realize how much you
they mean to you until you get out offshore and you have only the people within
the immediate vicinity for social intercourse. You can’t run to Mum, you can’t
jump on the phone to friends or complain to the police. If you got a stomach
complaint you can’t run off to the doctor, you can’t call for an ambulance, you
can’t call the fire brigade; if you are thirsty, and you can’t head off to the
nearest store. You just can’t get off, and that takes a lot of adjustment,
particularly on your first trip /
passage.
Your
first trip is always the worst and you swear you’ll never go back to sea again,
but you do --- it sort of gets into your blood and the sacrifices that you’ve
made are more than compensated by nature, beauty ” If you are a land lover,
most of your home is decorated with framed pictures or photographs, 50 per cent
of them would probably be landscapes or environmental. The beauty of being on the ocean is
that every night, every morning and every day you have one big picture that is
not framed ---- 360 degrees of the entire horizon, and then it’s changing every
second --- sunsets, sunrises, cloud formations dancing before your very eyes,
birds gliding, whales and dolphins breaking the surface of the sea, -- with
incredible colours, all together with peace and tranquility. It’s like renting a picture to hang on
your wall but they are coming and changing them every 5 minutes. That more than
compensates for what you have left behind pollution free. Plus there is the
adrenalin rush and the sense of adventure and doing something the ancient mariners
used to do --- going out and discovering new peoples, new cultures and customs
--- it sounds like a dream and fantastic. It’s like every dream: it does not
come easy. There are sacrifices and certain suffering you go through to enjoy
that. You must be flexible and not have a closed mind. Life at sea is one big
compromise - everything is a compromise, so if you have not learnt the art of
compromising --- Forget it.
Any
crew agreement you sign that states you are responsible for your own travel
costs and requires you to contribute towards expenses / food / costs, and has
a liability disclaimer clause, the signed agreement does not override any
countries maritime, immigration, Statutory laws or international treaties / regulations. Once you have signed any
agreement that clearly states that your position on board is one of being a
crew member then under most maritime laws anywhere, you have been declared as a
bonafide crew member by the master /
skipper of such vessel. From the moment the skipper
decides to set sail, it is the skipper’s entire, sole and inescapable
responsibility to ensure that all the necessary safety / health / and well
being precautions whatsoever are / have been taken in respect of themselves,
all crew / persons on board and for
the vessel. If you accept to
providing your own travel costs don’t hand over your travel documents, tickets
or what ever to the skipper, under the false statements by some skippers, that
the foreign authorities require him at a moments notice to produce same. In most
countries they require the Skipper /
Owner to sign a document which acknowledges that he (the Skipper / Owner) is liable for all costs,
debts, fees, charges incurred by himself or any crew member on the crew list
when entering a port and during their stay in such country, before entry
permits / visas are granted to
anyone on board. This includes medical costs of any description. They never ask
to see travel documents out of the country or medical insurance documents when
you are entering their country. Also in some countries, maritime laws / regulations, clearly state any
crewmember contributing towards food /
expenses, is not a crewmember and designates the vessel to be a commercial
vessel. This also puts the vessels insurances in another category. A lot of
countries have loose wording, allowing shared expenses as being acceptable for
the vessel / craft to remain as a
private pleasure craft within there maritime laws providing the owner is on
board. However what is the definition of shared expenses? Is a portion off the annual marine
insurance off the vessel, anti fouling, general maintenance and repairs, fuel and oil, which they are / have / incurred anyway for their own presence off being or doing the
passage [The owners] and such expenses are incurred without you being on board
any way, could be deemed not to be
shared expenses. Shared expenses
to my mind are additional and over and above expenses that would have been
incurred. If the Owner claims for a mishap
/ damage to his vessel under pleaser craft insurance policy conditions
whilst paying crew members are on board and the owner is not on board, in these
countries in all probability it is a fraudulent insurance claim if this was not
disclosed on the application for insurance. This could also apply even if the
owner is on board. It’s only a matter of time before investigators start
checking crew member’s conditions for being on board pleasure craft vessels in
such instances and asking for a copy of individual crew members crewing
agreements. It’s only when the
Skipper / Owner applies to have any
body to sign of the crew list that the appropriate authorities demand the
skipper to provide valid travel documents out of the country for such people,
adding clearly, you brought them into our country, it’s your responsibility to
get them out off our country. If he does not, then signing of registration
cannot and will not happen and a clearance certificate will not be issued.
Accordingly the vessel must leave port with every body on board. So if you think
the Skipper has unjustifiable requested you to leave the vessel, and in
addition, such action is going to cause you
/ burden you with non budgeted additional payments, you have a remedy
already in place if you decide to leave the vessel. The skipper / owner pays and you cash in your own
tickets as compensation. In some countries it is a distinct advantage for a
crew member to have a signed crew agreement, French territories is one that
comes to mind. [ If you are at sea when you are advised that you will be
leaving the vessel at a port earlier than a port you have previously agreed to
by the Captain, with no transport costs provided, then just refuse to hand over
your passport, don’t agree to obtaining a visa and advise the authorities you
are prepared to place your passport with the police station and you will be
applying for deportation back to your homeland. The authorities in these
circumstances will stipulate to the captain that a airfare out of the country
to your homeland must be provided for you or the vessel must leave port with
all crew on board within a certain time frame. Usually within 24 hours. ] When my travel costs are being paid
for, it is reasonable for the Skipper / Owner
to hang onto them provided I witness them and I am provided with a photocopy.
Owners / Captains are guarded
regarding these regulations and there implications. Don’t abuse the use off this knowledge. Conversely
understand the thought process off a Captain entering a foreign port with a
casino ashore and one off his crew members has a known / not known, gambling problem or drink problem. If you do sign a
crew agreement, obtain two copies of it for your reference and possibly
insurance investigators.
Some
crewing agreements put the onus on the crew-member that they have satisfied
themselves as to the safety of the vessel, the competency of the skipper / captain and incorporate such clauses;
in addition, disclaimer clauses for negligence are included. Below are two
typical clauses you may come across,
(1) ”°The skipper hereby declares their belief that the boat is
properly
equipped and prepared for the planned voyage, and that they are fully
competent to manage, alone or with crew. THEY invite the crew to test
this statement in any way they wish - by their own inquiries and
judgment, or with the help of others. When you sign this you agree that
you have fully investigated and found that the boat is properly equipped
and that the skipper is capable, fit and competent.”±
(2) ”°or my heirs, next of kin, legal representatives, successors
and
the yacht _____________, do hereby waive any and all claims which I may
have against ____________, or any other duly qualified and
authorized captain appointed by him, arising out of, or in any way
connected with, my participation as a members of the crew of the
yacht, and understand and agree that, as a member of the crew of said
yacht, I have no recourse or claims of any kind against
__________________,
and shall hold them harmless against all consequences of my
participation
as a crew member aboard the yacht”±.
Now
if you are a novice, never participated in an off shore passage, never been
sailing before, never sailed on the vessel or with the skipper
/ captain prior to signing such an
agreement, the mind boggles to legal arguments that will transpire, could
transpire or should transpire. If
the Captain has not been offshore before don’t sign such agreements
under any circumstances even if it means they don’t take
you on board; there is always the next boat around the corner. If you
decide to pay your own travel costs to join a vessel of your choosing,
you run the risk that when you arrive at the designated port someone has
been having you on and no such vessel can be found or the Owner /
Skipper has signed another crew person on in your place, that has
fronted the vessel in person whilst you are in the process of traveling to
such vessel. Additionally as I have determined from website forums, he /
she states his / her girlfriend / boyfriend has decided to return to the
relationship with him / her and states that you have to leave the vessel
after only being on board for a day or so. Accordingly to protect
yourself with some form of redress you should have faxed an agreement
for the person, owner / skipper to sign stating / acknowledging
liability / reimbursement of such travel costs in the event of them
stating you must leave the vessel within 30 days of arriving at the vessel,
faxed back to you before you book and pay for such travel costs. If they
refuse to sign such an agreement you don’t travel. Here is a sample
of a possible agreement
Joining
vessel travel costs agreement:
Between. ”””””””””””””””””””””””””””””””
Residential
address.”””””””””””””””””””””””””
Passport No. ””””””””””””””
Issuing country. ”””””””””””””””””.
AND
Name. ”””””””””””””””””””””””””””””””””.
Residential address. ””””””””””””””””””””””””””
Position. Owner / Captain.
Passport No. ””””””””””””””..
Issuing country. ””””””””””””””””””
I captain / Owner of the said vessel ””””””””””””””””..
Registered No””””””.
Registered at the port of. ””””””””””””””.. and on the
Boat /
Ships registry of ØC country ”””””””””””””””””.. herby
agree
that I shall compensate in full all travel costs incurred by ”””””””..
””””””””””””””””””””””””””””in arriving at
the
said vessel.”””””””””””” at the Port off”””””””””””””
”””””””””””””””””””””””””””.
should I decide for
whatever reason his / her crew position offered is no
longer available / vacant within 30 days from the date of arrival in
person
at the said vessel, at the Port of. ””””””””””””””””””
In.
””””””””””””””””””””..””.
Signed. ”””””””””””””””””. Captain / Owner
Dated. ””””””””””
Witnessed. ””””””””””””””””
Residential
address. ”””””””””””””””””””””””””””..
””””””””””””””””””””””””””””””””””””””..
Phone No. ”””””””””””””””.
---------------------------------------------------------------------------------------------
30. Ask if they
are going to provide you with a PFD SOSPENDERS type, manual
or hydrostatic inflatable lifejacket
combined safety harness with lifeline
(tether) that
has double clips (snap hooks) and has a crotch strap. Make sure
it is at least USCG approved
type1 with a minimum of 35lbs buoyancy rating,
In addition make sure there are
some spare rearming kits on board for auto
Type inflating PFD’s Don’t accept
life jackets.
Inflating type’s out of date and
a thing of the past. Hydrostatic fire when submerged
in 10 cm of water, don’t fire
when wet, in rain, dampness, humidity, from spray,
and only need servicing every 5
years unless fired, have a easy viewed inspection
panel to see the state the firing
mechanism is in. They are sold by westmarine.com
Don’t have standard type
lifejackets.
Nobody wears them when sailing as
they are to restricting & bulky, as was
evident in the
manual inflatable combined safety
harness with two tethers, crotch strap, a
mini flare gun with 6 cartridges
and strobe tied inside so they are not lost
once inflated in the event off me
going over board, particularly at
night. I
have the mini flare gun as a
strobe visibility and the
E.P.I.R.B. signal at water
level is only of assistance to vessels trying to rescue you, for
approximately
1
nautical mile. I also have my own pocket E.P.I.R.B. & another
strobe, which
are always carried in my vest
pocket. I have another strobe I carry in my
offshore wet weather gear
jacket. www.safetyatsea.co.nz
In N.Z. it is the law [ March
2003 ] that you must carry an approved lifejacket
for everyone on board your boat
and wear them in dangerous conditions.
An approved lifejacket is one
that meets the
has been approved / accepted for use in
Also the navigation safety rule
became law on March 21 2003. A brief
summary of the key points and the
Skippers responsibilities under N.Z. law,
can be found at http://www.stayontop.org.nz/ as well.
31. Does the vessel have softwood plugs and
securely attached adjacent to each
skin
fitting, to enable any through hull fitting to be closed off, should the skin
fitting
fail, with spares on board. This also applies to plastic logs and other
through
hull fittings such as navigation apparatus.
32. Are the vessels skin fittings hoses
clamped with double hose clamps or are
they
crimped? Either is satisfactory.
33. Does the vessel have an offshore rated
medical kit and manuals? It is not
necessary
for you to take your own medical kit except for your own medical
condition. As mentioned the Captain is liable for your safety and well
being.
Space in
your bags is at a premium. By all means have a packet of band aids /
sticking plasters as the off shore
medical kit is usually in a difficult place to
get at
and also a nightmare to open and find what you require in a short space
of time.
If you have first aid skills /
qualifications, C.P.R. ect or other medical
skills
let it be known or advertise them on crewing web sites. The one fear all
Skippers / Captains have is a major injury on
board during a passage and not
being
able to cope with such by him self. A radio operator’s license in addition
would
almost guarantee a place on board. This would allow you to
communicate by the ship’s radio whilst the Skipper controlled the rest
of the
vessel.
34. Does the vessel have an emergency tiller
or secondary steering device?
35. Does the vessel have a minimum of five
fire extinguishers and a fire blanket?
36. Does the vessel have a large set of bolt
cutters at least 4ft in length?
37. Does the vessel have a depth sounder?
38. Does the vessel have at least one
handheld VHF radio and charger and /
or
alternative power source?
39. Does the vessel have storm sails or a
4-reef main?
40. Are the gas bottles fitted with a VR1
Solenoid Valve & regulator?
41. Is there a gas detector (LPG) with
automatic shut off sensor, self test
capability and a Fume detector, for petrol installed motors or
generators,
installed
in the appropriate places, if such fuels are used on the vessel?
42.
I
prefer as a safety requirement all navigation and instruments (including
laptop screen,
auto pilot) to be displayed, in addition and controllable by the
helmsman
at the helm. A GPS set up with independent 4 ENERGIZER 9 volts
batteries
as power source, plus 12 volt DC cable connected at the pedestal to
the vessel's 12 volt power supply via 12 volt female plug at the
pedestal. It
does not take to much thinking to determine the benefits re this and the
safety factor in restricted water ways.
43. It is desirable and ideal for the
vessel, as a rule, to have a hull inspection on
the hard
(out of the water) before any offshore passage and to be present at
such
inspection; however in most cases this is not possible for one to be
present and you have to rely on
the owners / captain word regarding
this.
44. Check on what air ventilation is
available when all hatches are closed. Check
your area
or cabin too see if there are two hatches. One opening forward and
one
opening aft. If there is only one hatch which opens forward only, then
conditions are going to be unpleasant when it is closed and the vessel
is
pounding
to windward, particularly in the tropics. If there are no air cowls
vents,
with or without boxes your cabin is going to be unbearable; you are not
going to
sleep easily, there will be mildew through out the boat and it is going
to be a
major problem with the fungus and you are going to perspire a lot.
Sleep depravation is to be avoided at
all times. Air conditioning is a bonus,
ideal
especially in the galley, navigation and engine room areas especially so
in a
steel vessel.
45.
Be aware Tahiti and it’s territories are the most expensive Islands in the
South
Pacific. To fly
out of Tahiti it is three times more expensive than close by Islands
Rarotonga and
Tonga. Meals are 2 1/2 times more
expensive than meals in N.Z.
A cup of coffee
is 3 times more expensive than in N.Z.
Other
tips and advice to consider before signing on.
Visit http://www.dorlon.co.nz
http://www.paraseaanchor.com
Consider taking with you some after shave
lotion or perfume to dab on your nose for when a fellow crew-member offends
your sense of smell, which invariably happens. It is not uncommon to go 7 days
with out a shower on some vessels. If the boat smells or a fellow crew member
smells, it is far easier to put a dab on the end of your nose and that will be
all that you will smell for at least 4 hours, rather than for you to turn it
into a major issue with the Skipper /
Captain or the crew member concerned. I have found that if the offending person
sees you putting the dab on the end of your nose or asks you what the hell are
you doing, that person usually apologizers and corrects the situation, after
explanation, with out a major fuss transpiring. If you have certain skills i.e.
cooking, medical, mechanical, navigation, previous ocean passages, anything
that can add to the self reliance of the vessel, these skills are important so
advertise them or make them known. Keep in mind that there have been more
relationships started or ended as a result of sailboat cruising than just about
anything else. You will be in very close quarters with the other crew-members
for days if not weeks at a time.
Don’t cause a fuss when the Captain requires
you to hand over your passport, once you have signed onto the crew list, until
such time you are signed off the crew list. Captains at a moments notice have
to produce such documents when requested to by the authorities when entering a
port, whilst in port and when application to depart port is made. Heavy fines
are liable for breach / breaches of
foreign countries regulations, custom and immigration laws if they choose to
enforce them.
Take a photo copy of the main front pages of your passport, any
visa’s and your travel documents for your own personal use and in the event of
the originals being lost or misplaced. It is also advisable to have all these
and other important details on a computer disk / cd. Also have another photo copy of your out ward
bound travel tickets to give to the Skipper / Owner, when you sign off the crew list, as the Skipper / Owner has to prove you have left the
country or intention to leave the country, when the vessel applies for
departure clearance. A lot of Countries are making it mandatory for the Skipper
/ Owner to sign a bond of at least 4
figures U.S. which he is liable for payment or forfeiture in the event of you
missing your date of departure or you change your plans and breach immigration
regulations by becoming a over stayer.
So don’t get upset if they insist on escorting you to your departing
means of transport.
Don’t get upset if the Captain asks you to sign a crewing agreement as a
condition of you signing onto the vessel, which includes clauses as to your
liability in the event of you breaching any regulations, customs, laws,
incurring any fines, debts, costs, as a result of your transgressions, actions,
misdemeanors, any liability in the event they or the 1st mate have
to post bail for you as a result (directly or indirectly) of any of your
actions or behavior. The Captain, in nearly all
ports has to sign a document covering such events, for all crew-members on
board the vessel at the time of entering a port, until such time the vessel
clears such port or country. The
vessel is prohibited from leaving port until such payments are made or until
such time you have been processed through there legal system or you are
released from jail.
Adhere to your crewing agreement, the ships rules as they have been put
in place usually as a result of prior inexperienced, novices, unreasonable,
inconsiderate and irresponsible crew members. These agreements serve to put you
on notice that if you have lapses of memory, blatant / and repeated breaching of the rules and regulations that a vessel
and its Skipper / Owner must adhere
to, you are forewarned of the consequences should it be decided to implement
them.
If you make a demand or request and it is agreed to, make sure it is
carried out, fixed, put right, done, working or honoured before you sign on or
you hand over any funds.
Get agreement on the length off watches and the length off time off
between watches. I now refuse to join vessels that have standard watches longer
than 4 hours on and 8 hours off between watches. I’m flexible if I’m getting
paid or travel costs to and from the vessel are compensated for. I prefer 3
hours on personally. A lot of vessels also target novices, inexperienced crew
because they know no better and accept the grave yard shift, to do all night
watches, which means you sleep all day and the Skipper gets to sleep all night.
If there are other experienced crew members on board and you accept to
contribute towards costs for being on board, I hope the following will help you
in deciding how much is reasonable. The food you consume in most
cases does not cost more than $15 U.S. per day in my experience even
when the vessel has a deep freeze capacity containing expensive cuts of pork,
steak, chicken, turkey breast, venison, lobster, duck, seafood and gruyere
cheese, however if the vessel is relatively new and has most of what I have
outlined plus creature comforts such as air-conditioning, BBQ, deepfreeze, ice
maker, electric winches, electric capstan (anchor lifting mechanism) fresh
water vacuum toilets (salt water ones tend to smell), more than one head &
shower, Sat phone, genset (normally means the galley is equipped with electric
appliances), computers, a bank of microwave ovens in the galley, drinks included,
including pure fruit juices daily, the vessel is going to tie up in marinas
instead of anchoring in bays, going to pay your departure taxes, the vessel is
over 50ft in length, furling head sails and main, Gennaker, light weather
sails, shore power capabilities, e-mail capabilities, water maker, Carbon
Monoxide Detectors then expect to pay up to $35 U.S. per day or more depending
on your desire to be on board and the availability of other vessels going to
where you want to go. I don’t prescribe to the
argument that crew members are getting a free ride anyway, besides stating the
obvious, owners can’t sail their vessels in enjoyable, relaxing, with peace off
mind, safely, which is the aim of all passage makers, without excellent crew.
Also most jobs require two or more people. If the vessel does
not have freezer capacity be wary of the provisioning of the vessel as you will
in all probability be dieting on can foods, rice, pasta, genetically modified
foods, parmesan cheese, two minute noodles, flour based fritters, and fruit
drink instead of pure fruit juice, which does not justify $20 U.S. a day
contribution.
On these vessels don’t pay any more than
$6.50
Check to see if one of the
mast head halyards can reach the water
plus an extra 4 meters to spare. On most vessels they will not. I carry my own
halyard extension, which is a 15 meter Maxi Braid Plus rope with a stainless
ring on one end, so the vessels halyard can snap onto to it and a drop forged
swivel snap shackle to clip onto my inflatable safety harness ring, in the
event of me being washed over board, falling overboard. I can now be winched on
board with ease, mid ships on the wind ward side without fear on being injured.
It’s a major exercise getting someone back on board in heavy conditions. Most
commercially made throw lines just are not long enough and unsuitable for
attaching to halyards. Don’t attempt to get on board on the leeward side on or
by the stern for obvious reasons. I have also made up a throw line similar to a
water skiers tow line but twice as long with the thickest bungee cord I could
get my hands on, looped 4 times between stainless rings and clamped, in the
middle off the line, with a floating water skiers handle. I just don’t trust
the helmsman of any vessel coming to close to me, in heavy conditions, in the
event of me going over board, in order for me to grab the handle or sling of
commercially made recovery systems. Also how often have you seen a line being
thrown and it does not reach its mark. I have watched too many vessels trying
to enter their marina berths in heavy conditions. My passed experience doing
water ski deep water starts lead me to the construction of these two lines. In
heavy conditions, it is reasonable to expect the vessel will be traveling in
excess of 5 knots, when a throw line is thrown to you and you have to grab it,
in the event of man overboard recovery maneuvers. These two systems are stowed
in a red bag and attached to the stanchions near the vessels recovery systems,
after explanation and discussion, with the Skippers permission.
There has been 3 instances over the last 10
years where a husband and wife team have been sailing from America, reaching
our coastal waters, only for the husband to loose his balance, fall over the
side, over the stanchions with his tether attached upside down, head and
shoulders in the water and his wife did not have the strength to pull him back
on board, nor could he get himself back topsides. Tragically all drowned, in
one instance; she crashed into to our arrival wharf some 3 days later,
completely distressed with her dead husband still dangling over the side. The tether
was not longer than 2 meters. Their lives could have been saved if they had
attached a halyard and / or halyard
extension and winched them back top sides. Another instance involved the son of
well known newspaper magnet, who went to the top of the mast in coastal waters
to get a photograph, fell into the water whilst endeavoring to take a photo,
with no survival aids. Tragically the crew of novices did not know how to lower
the sails, use the VHF, start the motor and carried on to crash into a wharf to
raise the alarm some 5 hours later. He has never been seen alive since. It
continually amazes me the number off wives on board vessels I have been on that
do not know the procedures to turn /
start the motor, that they constantly sail on, yet know how to use the VHF or
S.S.B. radios. I was please to witness recently in
Handling
sails. Don’t flog sails. Some flogging of sails is
inevitable but it should be minimized. Flogging sails weakens fibres and
shortens the sail life. Don’t allow sails to back against the rig. When tacking
release head sail sheets before the sail sets hard against the rig / stays. This will prevent excessive
loading and distortion of the designed shape. Don’t over tension lines. Over
tensioning halyards, outhauls and sheets causes fibre in the sail cloth to
stretch. When lowering a sail don’t pull it down from all points. Bring it down
by pulling on the luff. Don’t release halyards when the sheets are taut. Ease
sheets when lowing sails to prevent excessive non-design loading and potential
luff tape pull out. Change fold lines. Avoid flaking sails along the same lines
as this causes localized breakdown due to flex fatigue. Use battens in sails
that are designed for them and flying sails without battens will cause
excessive flogging. Normal wear will cause some threads to fray, especially on
the leach. When this happens have them refurbished. Ultraviolet rays, moisture,
mildew are the enemy of all sail cloth. Most sails are made to take a beating
while maintaining performance, but a little care will increase their life
considerably and an astute Captain / Owner
will not let a knowledgeable, caring crew member go unrewarded or without
recognition.
Communication and the orderly running of the
vessel.
Communication and the orderly running of the
vessel with the Skipper / Owner are
vital. Most Skippers / Owners have
set the vessel up to run to there preferred ideology / system so advising them of exactly what you have done or not
done when given a task, closed or left open, is paramount to minimizing damage
and maintaining good relations with all on board. Most Skippers / Owners get annoyed / frustrated when they go to do / get / operate something and find it has been changed, not put back in
usual place of keeping or has been altered. Accordingly here are some
guidelines to adhere to.
Leave every thing as you find it.
If you make a mess, you clean it up.
If you move it you put it back.
If you use it you take care of it.
If you break it you repair it.
If you can’t repair, get the Skippers / Owners permission to call someone who
can.
If you open it you close it. If you close it
you open it.
If you turn it on you turn it off. If you
turn it off you turn it on.
If it belongs to some one else and you want
to use it, get their permission first.
If you borrow it, you return it in the same
condition as it was given to you.
If you don’t know how to use it / operate it, leave it alone.
If it does not concern you, don’t mess with
it.
If you are given an order / task by the Skipper / Owner, confirm it by a reply of o’k,
yes
or copy that, and carry it out immediately. A
reply of in 5 minutes or no reply and walk away is usually not acceptable.
Don’t carry on board or take on board any
parcels / packages / envelopes for third parties for
delivery.
SAIL
TRIMMING
Spinnakers
Correct position. Top
Half will curl evenly.
Pole to low. Very
top will break first.
Death roll.
Pull sheet in: over sheet. This
Kills it.
Sails
Sail
out to far. Inside flying high.
Sail into far.
Outside flying high, flutter or drop
Main leech T/T Top T/T should just curl be hide
leech for optimum.
A genoa / jib should have
three sets of telltales. They should be evenly spaced up the
Sail roughly at a foot from the luff, at about quarter, half and three
quarters of the way
up. A helmsman’s nirvana is reached when all three sets are flying aft
in unison.
You should aim to get the headsail and mainsail working in unison and
trimmed so
that the slot is the same all the way up. www.sailmakers.co.nz
MALARIA.
A new treatment on the market at the moment is “Artesunate”
tablets, Manufactured
by Guilin Pharmaceutical Co Ltd.
You take three tablets TWICE a day for the first day, then
THREE tablets daily for FIVE
days. On day
FOUR you take three SULFADOXINE/PYRIMETHAMINE tablets.
On determining the symptoms of Malaria one takes the
treatment above, within 12
hours of taking the “ARTESUNATE” tablets the symptoms
are noticeably arrested and
the SULFADOXINE/PYRIMETHAMINE tablets clears up any
residue in your system.
This treatment treats both types of major Malaria.
These tablets for one course [cost] in
MARITIME
OPERATIONS CENTRE:
www.msa.govt.nz/safety/radio/radiointro.htm
Avalon
Studios,
Inmarsat-C 582 451200067
MOC
= Maritime operation
centre. [MARITIME RADIO] Percy Cameron St, Avalon
Studios. [Ph above:]
MSI
= Maritime safety
information.
MSA = Maritime safety authority. P.O. Box 27006
Wellington. Ph 473 0111.
Fax 494 1263. Director. 0 21 426 344.
Deputy Dir. 0 21 963 847.
Level 8 gen-1 Tower. 109
Featherston St, Wellington. www.msa.govt.nz.
SAR
= Search and rescue.
MAF
= Ministry of agriculture
and fisheries.
TMR
= Taupo maritime radio.
SOLAS
= Safety of life at sea.
MOC
Services =
Telephone patch and messages relay facilities for search
rescue (SAR) purposes on VHF & HF.
Reception and processing via HF & VHF of - TR's (Trip reports)
- Meteorological Obs
- AMVER ØC Naval
messages - Incoming MAF & Customs
Clearance reports.
NAVAREA XIV
Calling frequency:
Working frequency: Alternate
working frequency:
2182
2207
Nil
4125
4146
4149
6215
6224
6227 6230
8291
8297
8294
12290
12356
12353 12359 12362 12365
16420
16531
16528
16534 16537 16540 16543 16546 22159
METSERVICE: N.Z.
Met
service high seas forecasts are sent on HF Frequencies: 6224 - 12,356 at 0303(Z) 0903(Z) 1503(Z) 2103(Z)
Met
service Fax frequencies are HF
3247.4 5807 9459 13.550.5
16.340.1 at 2300(Z) to
2359(Z)
WEB
SITE: http://www.metservice.co.nz/service/radiofax_schedule.asp
Bob
McDavitt Met Service guru:
mcdavitt@metservice.com
You
can log yourself on - off from http://www.pangolin.co.nz/yotreps/list_manager.asp
Weather
gram WEB SITE =
http://www.pangolin.co.nz/yotreps/weathergram.asp
To
get the latest weather gram send an e-mail to pangolin@xtra.co.nz with the word WEATHERGRAM somewhere in
the body.
Weather
gram list is free.
RUSSELL
RADIO P.
O. Box 108 Russell, N.Z.
64 9 402 7574
Bay of Islands Marine Radio Ass
Position
reporting and Daily roll call on HF Frequencies 4445 0730 hrs
& 1900 hrs NZST 13.101
0800 hrs to 0830 hrs 1600 hrs to 1645
hrs. 2000
to 2030 hrs. NZST.
All
New Zealand registered vessels (Private) leaving for offshore must meet Cat 1
Regulations. Cat 1 Certification expires on entry into your first port of call
after clearing N.Z. Cat 1 regulations are found in Yachting N.Z.’s Racing Rules
of Sailing & Safety Regulations 2001 ØC 2005. This booklet can be purchased
from Chandleries and book shops for about $26.50.
Ports of Entry into New Zealand:
Vessels arriving from overseas should do so at a designated Port
of Entry, and secure at the appropriate Customs or Quarantine berth. See V.H.F. Radio
Frequencies List through out N. Z. List below to arrange through same, at the appropriate Port via V.H.F. radio and visit Customs web site for documentation details.
The Ports of Entry are:
|
NORTH ISLAND |
SOUTH ISLAND |
|
Opua |
Nelson |
|
Whangarei |
Picton |
|
Auckland |
Christchurch |
|
Tauranga |
Timaru |
|
Napier |
Dunedin |
|
Wellington |
Invercargill |
|
New Plymouth |
Onehunga |
SAIL
MAKERS
Dave
Giddens.
(Auckland). N. Z.
dgiddens@ihug.co.nz
64 9 846 5001(Fax) www.sailmakers.co.nz
Scott Smith.
(Darwin). Australia. Seafleet Marine
61 8 8981 5880
seafleet@bigpond.com
Rolly Tasker Sails
www.rollytasker.com (
WEATHER WEB SITES
http://www.metservice.co.nz/maps (N.Z.)
http://www.born.gov.au/difacs/IDX0894.gif?
www.weather.com (us)
www.catsailor.com/cs_sailing_links_weather.html
http://www.met.gov.fj/aifs_prods/0640.html
(
http://www.met.gov.fj/aifs_prods/0642.html
(
http://metoc.npmoc.navy.mil/jtwc/warnings/sho603.gif
http://www.bomgov.au/weather/national/charts/synoptic.shtml
(Aussie)
http://www.born.gov.au
(Aussie)
http://app10.internet.gov.sg (
http://www.bruneibay.net/bbradio/bbrschfvoice.htm
(
http://homepages.ihug.co.nz/~philclarke/Weather.htm
TROPICAL WEATHER CHARTS:
PANAMA CANAL WEB SITE:
SUEZ CANAL WEB SITES:
http://www.atlas.com.eg/scg.html http://www.noonsite.com/Members/webmaster/R2001-01-26-1
http://www.kadmar.com/suez_canal_services.shtml
PIRATES INFO WEB SITES:
SEA ANCHORS:
Coppins Sea Anchors. (Motueka) N.Z. www.paraseaanchor.com
Free phone / fax. 0800
100 774 wacoppins@xtra.co.nz
Ph 64 3 528 7296
enquiries@paraseaanchor.co.nz
Fax 64 3 528 9523
CREW AVAILABLE / CREW
WANTED WEB SITES:
http://homepages.ihug.co.nz/~philclarke/crew.htm
http://lever.cs.ucla.edu/ficus-members/geoff/cruisecrew/
WORLDWIDE MARINE INFO WEB SITE:
VOLVO OCEAN RACE WEB SITE:
HURRICAN / CYCLONE
SEASONS:
Caribbean = JUNE to NOVEMBER
Pacific = NOVEMBER to APRIL
MARITIME WEATHER V.H.F. CHANNELS AND TIMES. N.Z.
TIMES FOR BROADCASTS. 0533 -
0733 - 1033 - 1333 -
1733 - 2133
CHANNEL
16 and Channels listed below.
MARITIME RADIO STATIONS N.Z._______________________________
Akaroa Maritime Radio
68
Auckland Maritime Radio 71
Bluff Maritime Radio
68
Cape Reinga Radio
68
Charmers Maritime Radio 71
D’urville Maritime Radio 67
Farewell Maritime Radio 68
Fiordland Maritime Radio 71
Fox Maritime Radio
67
Great Barrier Maritime Radio 67 68 71
Havelock
Radio
65
Kaikoura Maritime Radio
67
Kaitaia Maritime Radio 71
Napier Maritime Radio
68
Picton Maritime Radio
68
Plenty Maritime Radio
68
Puysegur Maritime Radio 67
Runaway Maritime Radio
71
Stewart Island Radio
71
Taranaki Maritime Radio
67
Tolaga Maritime Radio
67
Wairarapa Maritime Radio 67
Waitaki Maritime Radio
67
Wanganui Radio
69
Wellington Maritime Radio 71
Westport Maritime Radio
71
Whangarei Maritime Radio 67
Marine pollution regulations in New Zealand waters.
If you want to discharge untreated sewage from your boat in New Zealand
waters, you must be more than:
č
500 meters from the shore
č
500 meters from a marine farm
č
500 meters from a mataitai
reserve {customary fishing reserve}
č
200 meters from a marine reserve
č
and in waters more than 5 meters
deep.
Ministry for the Environment www.mfe.govt.nz
NATIONAL POISONS CENTRE N.Z. 0800 76 47 66
U.S.A. Marinas:
www.boatowners.com/marinasindex.htm
MARINAS INFO:
SPEED
and DISTANCES:
6
knots = 607ft in 60 seconds. 1 nm mile in 10 minutes.
FLAG
ETIQUETTE
All
Definition of a
Definition of ”°Territorial sea of New
Zealand”± means the territorial sea of New Zealand as
defined by section 3 of the Territorial Sea and Exclusive Economic Zone Act
1977:
National flags, house flags and Flag
Officer’s flags are traditionally known collectively as colours and are not ‘flown
”but “worn”. Other flags, such as prize flags, racing flags, logo
flags, courtesy flags, sponsorship and international code flags, which are not
of the suit colours, are “flown”.
The
Ship Registration Act 1992: Allows New Zealand Ships to fly either the New Zealand
Ensign (New Zealand Flag) or the New Zealand Red Ensign.
Club (house) flag may only be worn by a
vessel on that particular Club’s register.
Non
New Zealand registered vessels. Owners / Captains should consult the
equivalent of the N.Z. Ships Registration Act with regards to their vessels
requirements in the particular country, which their vessel is actually
registered. It will probably be found it is not too dissimilar to the
requirements of New Zealand registered ships / vessels.
The Flag Officers may fly their flag when on
board any vessel, but only when they are present on board.
The national flag is worn near the stern (but
not when racing). The Club flag or Flag Officer’s flag is worn (when not
racing) at the main masthead. It may be worn at the starboard crosstree / spreaders when racing in a race
controlled by the Club. Others flags should be displayed where they can be best
seen.
A widespread practice is for foreign ships to
fly the national flag of a host country a (Courtesy Flag) as they
have become known as. If this flag is flown, it must be flown in a position so
as not to confuse / misrepresent the
vessel to the observer or mislead the observer that it is a national flag. As
National flags are worn near the stern, courtesy flags and other flags are
usually flown under the starboard crosstree / spreaders on the mainmast.
The courtesy flag if flown as a courtesy must
be on top or the 1st flag if other flags are also flown. The Request
for free pratique (Q) coded flag is flown (under the courtesy flag)
2nd flag. Other flown flags (except courtesy, (Q), house, burgee
and Flag Officers flags) are flown on the port crosstree.
The starboard rigging is a position of honour
and accordingly this is the position (starboard flag halyard) to fly
courtesy, (Q) and burgee flags. House and flag officers flags are worn here also
as previously mentioned.
Be careful not to fly the (Q) up
side down.
Salutes:
Slowly lowing to a dip position (approx. 2/3
rds of full hoist) held in such position until the function is acknowledged and
returned in the same manner as it was lowered
CRIMINAL NUISANCE.
In New
Zealand for the first time a jury in Christchurch had found Astrid Anderson
guilty of criminal nuisance in August 2003-09-04 in the death of Vanessa Caldwell
in the 2001 Le Race from Akaroa to Christchurch. This was a cycle race and
Astrid Anderson was the official organizer of the race. Vanessa Caldwell was an
entrant in the race. Anderson had
been found guilty because her deficient safety procedures contributed to the
death of Mrs. Caldwell, who was pregnant with her first child. Event organizers
had to make clear statements about safety was the message from the out come of
this trial. Anderson was an experienced sport organizer and had exceptional safety
features in place for the race however a competitor died as a result of an
accident during the race.
Wet weather Gear and Boating
wearing Apparel. http://www.dorlon.co.nz
When purchasing or wearing wet weather gear
and wearing apparel on board vessels at sea,
make sure the colours of same are bright [
Red or Yellow ] These colours are
easily seen from searching vessels where as colours like grey, black
mustard, white, ivory and brown are almost impossible to been
seen once you are in the water, standing on a rock, standing in your dingy or
rubber duckie. One does not get to choose the timing when one
disappears over board into the savage sea or when someone comes searching for
you.
http://homepages.ihug.co.nz/~philclarke/crew.htm
http://www.stayontop.org.nz/rulepart91.asp
http://www.stayontop.org.nz/lifejackets.asp
Now that you are in a better position and
possibly able to make an informed decision on which vessel to crew on, I wish
you fair winds and clear skies.
This guide has been compiled for persons
making extended off shore passages,
coastal passages of considerable distances,
traveling a considerable distance from safe, protected waters and the vessel is
not in contact by some form of communication with shore bases and other distant
sources. I have 35 years of ocean going passages on both mono & multihull
vessels in addition to harbour and coastal cruising passages. The guidelines I
out line are just that, guidelines only and nothing more. The guidelines
I out line / list in this document are now the minimum I try to strive for
when I am deciding whether to accept or not to accept boarding a vessel as crew
or as the skipper. Nothing stated is a recommendation or suggestions for others
to follow. I have found a large number of Owners / Skippers I approach do not have verifiable references from past
crew they have sailed with yet they request the same from me or crew intending
to make a passage on their vessel. By reading these guidelines I hope you will
not endure some of the situations I experienced / experiencing still or make the same mistakes that I made / still making, over the years through
lack of knowledge, over enthusiasm to get on board a vessel just to say yeah I
have done an off shore passage or to gain experience on the high seas.
I give no guarantees what so ever and accept
no responsibility what so ever for the result / results of decisions made by yourself or for what you may
experience when you accept to sign onto a vessel of your choice after reading
these guidelines and adhere to the advice given here in. The intent of my
advice is to minimize, reduce any risk or situation that is encountered when
one embarks on an adventure on the high seas.
Thank you for accessing this service and I
wish you safe, comfortable and pleasurable sailing on all your passages / adventures.
Phillip Clarke:
Experienced offshore passage sailor.
R.I.M.N.L.
Fair winds and clear skies.
Enjoy your cruising where ever you are
cruising.
http://homepages.ihug.co.nz/~philclarke/crew.htm
