PROCEDURES FOR ALL OLD ANACORTES ROWING AND SAILING · • Demonstrate the ability to tie knots,...

PROCEDURES FOR ALL

OLD ANACORTES ROWING AND SAILING SOCIETY BOATS

Revised July 2016

With Amended Bylaws March 2019

TABLE OF CONTENTS

Page

Mission Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Membership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Masters Qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Masters Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Minimum Equipment for a Crew of Five. . . . . . . . . . . . . . . . . . . . . . 6

Tips for the Care and Use of the Boats . . . . . . . . . . . . . . . . . . . . . . 6

Equipping the Boats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Boat Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Getting Under Way. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Rowing Commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Docking and Securing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Rules of the Road. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Maneuvering Rules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Responsibilities of Each Vessel . . . . . . . . . . . . . . . . . . . . . . . . . 13

Procedures for Retrieval of a Person or Object in the Water . . . . . . 13

Briefing Prior to Rowing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Maneuvering to Retrieve a Person in the Water, i.e.

Crew Overboard (COB) . . . . . . . . . . . . . . . . . . . . . . . . . . 13

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Once the COB is Back Aboard . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Towing at Sea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Lifting, Trailering and Launching Procedures. . . . . . . . . . . . . . . . . . 15

APPENDIX (1) Boat and Oar Specifications/Generic Terminology for the

Gigs, Wherry and Island Star. . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

APPENDIX (1.a) Special Responsibilities of the Master for Out-of-area

Rows and Sample Float Plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

APPENDIX (1.b) Racing Crew Guidelines . . . . . . . . . . . . . . . . . . . . . . 35

APPENDIX (1.c) Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . 38

APPENDIX (2) How to Row . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

APPENDIX (3) Procedures for Becoming a Master in OARS. . . . . . . . 42

APPENDIX (3.a) Sea Trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

APPENDIX (3.b) Performing the Serpentine without Rudder . . . . . . . . . 45

APPENDIX (4) Special Instructions for the Masters of the Island Star. 46

APPENDIX (5) Elizabeth Bonaventure Schematic Profile . . . . . . . . . . 47

APPENDIX (5.a) Elizabeth Bonaventure Crew Positions . . . . . . . . . . . 48

APPENDIX (5.b) Elizabeth Bonaventure Challenge Able-bodied

Seaman Skills Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

APPENDIX (5.c) Elizabeth Bonaventure Challenge Boatswains

Mate Skills Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

APPENDIX (5.d) Elizabeth Bonaventure Challenge Youth Coxswain

Skills Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

APPENDIX (5.e) Elizabeth Bonaventure Challenge Navigator Skills

Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

APPENDIX (6) Boat Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

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APPENDIX (7) Bylaws, Officer and Committee Definitions and Duties. 58

Credits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

MISSION STATEMENT

Rowing together to enjoy, honor and promote wooden boats and small craft traditions.

MEMBERSHIP

Membership in good standing shall be based upon payment of the annual membership fee. Members are required to pay a per-row assessment each time they go out. This is done by means of row cards obtained from the Treasurer of OARS. Members are expected to take part in the operation of the club and the maintenance of its boats in addition to rowing. As safety-minded representatives of the boating community, OARS members are encouraged to obtain a Washington State Boater Education Card.

MASTER QUALIFICATIONS

To become a Master a person will: • Be a member of OARS in good standing. • Be a minimum of 21 years of age (exception to this limit may be made on an individual basis at the discretion of Executive Committee). • Spend a minimum of 20 hours as a coxswain. • Pass a written exam by 80% or better, administered by the Safety Committee, in the areas of Rules of the Road, Seamanship, First Aid and the procedures described herein. • Pass a sea trial administered by a Safety Officer. (Refer to Appendix 3) • Demonstrate the ability to tie knots, such as the bowline, cleat hitch and clove hitch. Masters will continue to be tested as follows: • Pass a sea trial every 5 years. Any Master who has not been a coxswain in an OARS boat for 1 year or more must pass a sea trial. • Successfully pass a written exam every 2 years. • At least once a year, practice the serpentine without the rudder, crew overboard drill and docking and acknowledge review of Procedures Manual. Documentation of these items to be noted on the log sheet in the front of the logbook. The Safety Committee will maintain a separate record of such documentation.

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MASTER RESPONSIBILITIES

• Any time an OARS boat is taken out, it must be under the command of a Master in good standing. If there is more than one Master aboard, a Master must be designated prior to manning the boat. The Master is responsible for the general safety and well-being of the crew, the boat and its equipment. Other specific responsibilities of the Master:

• Attend the first Friday of the month meetings or send a representative from their crew. • Be familiar with the Local Rowing Area, which is defined as that area bounded by the Guemes Island ferry docks on the west; southeast shore of Guemes Island to include Saddle Bag Island on the north; Hat Island and north tip of March Point on the east; and south to Tommy Thompson Parkway Trestle. (Refer to the chart below).

See Appendix 1.b for Special Responsibilities of the Master for Out-of-area rows.

• Encourage the use of Personal Flotation Devices (PFDs) and clothing

appropriate to the season and rowing conditions, e.g. dressing in layered

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garments with capability to withstand wind, rain, splash and limited immersion.

For any after-sunset or before-sunrise operations, the Master is responsible for

showing a bright light as required by Coast Guard regulations.

• Ensure that neither he/she nor any of the crew are alcohol and/or drug

impaired.

• Comply with OARS’ rowing restrictions:

An OARS boat will not leave the dock if any of the following conditions are

present in the marina:

• Wind speed exceeds 15.0 knots. (17.3 mph).

• Visibility is limited.

• There is even the thinnest layer of skim ice present.

An OARS boat will not leave the marina if any of the following are present

outside the breakwaters:

• Whitecaps are present or wave height exceeds two feet

• Visibility is less than one nautical mile (1.15 statute mile) or there

is likelihood of diminishing visibility in the rowing area. It is one

nautical mile from the Cap Sante Marina entrance to the refinery

dock. If conditions with limited visibility should develop during a

row, a fog signal must be sounded (one long blast every two

minutes) and the boat shall proceed to a safe haven.

• Know the conditions in the area in which the crew will be rowing, including tide, current, wind and waves. Know the abilities of their crew, and when appropriate place strong rowers in the engine room at oars No. 2 and No. 3 or at No. 1 and No. 2.

• Make a log entry in the logbook at the boat shelter before commencing a row. Such entry shall include the boat rowed, names of master and crew, departure time, date and conditions. Complete the entry with the time at end of the row. Remind the crew to mark their rowing cards.

• Promptly record in the log book and report to an OARS officer any incident that may have caused vessel damage, visible or not, or any personal injury to crew during the course of the row.

• Before participating in an unscheduled row, clear the schedule with the OARS designated scheduler, who will record it on the calendar maintained for that purpose.

• Be familiar with the proper use, care, trailering, storing, maintenance, use of the lift, towing and docking and mooring techniques specific to OARS boats.

• If rowing out of area, refer to Appendix (1.b) for float plan form which must be completed and submitted one month prior to planned trip.

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MINIMUM EQUIPMENT FOR A CREW OF FIVE

United States Coast Guard (USCG) Required Equipment

• One USCG-approved Type III PFD per occupant • One USCG-approved Type IV throwable PFD • One USCG-approved sound-producing device (whistle or horn) • Flare set or day/night emergency distress signal (Flare kit containing

rockets, pistol or hand-held flares and instruction card in the boat’s stowage basket or gear bag.)

• One bright light if going out before sunrise or after sunset. This is the responsibility of the Master of Record.

Equipment in addition to USCG Requirements • Four oars and two paddles • One rudder, yoke and retainer pin (affixed to the transom of the Glide) • Four stretchers • Three fenders, minimum • One bailer and sponge • One first aid kit • One towline (3/8 inch x 75 feet) and one towing bridle with thimble • Three mooring lines (1/2 inch x 25 feet) • One extra thole pin or oarlock • One knife and spare lashing material • Five oar grommets on board the Glide

• Four thwart cushions • One storage basket (the Island Star has a gear bag) • Four plastic rain covers for thwart cushions • Cell phone or handheld VHF radio (waterproofed) • Supplemental lights showing fore and aft if the row takes place during

hours of darkness or twilight

TIPS FOR THE CARE AND USE OF THE BOATS

To avoid undue wear to the boats, soft-soled footwear is required. Clean footwear or feet before entering the boat. Whenever returning from a trip using a trailer, hose the boat and trailer inside and out, bailing, draining, and/or sponging out the water, sand and dirt. A freshwater wipedown of the boat and oars will help preserve the finishes and reduce maintenance. The boats are lightly built, which reduces the labor of rowing and carrying them. Rough use will cause damage. When boarding from a beach or dock ensure that the boat is fully afloat. When moving about the boat, always step on the floorboards near the centerline; don’t step on the planks or thwarts. If in some crisis a thwart must be stepped on, aim for a side near the knees or the center where it is supported by the stanchion. Do not use a thwart or stanchion to brace your feet while rowing. Use a properly adjusted stretcher.

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Handle the oars with care to avoid denting and scratching them. Ensure that they do not hit the gunwale or each other when shipping, rowing, boating or stowing them. Take care not to hook the grip of an oar under a thwart, or hit the thwart knee, especially on thwart No. 3. Rower No. 3 will be responsible for ensuring that all oars are boated in such a manner to prevent hitting a knee. Stow oars such that the blades do not rest on the stern sheets. When in a sea or in approaching waves from wind or wake slow down and ensure that the boat takes them on the bow or forward quarter. If waves are coming from aft, then maintain way and take them directly astern or on a stern quarter. Whenever turning in a sea minimize the time that the boat is broadside in the trough. OARS does not allow pets aboard its boats.

OARS does not allow smoking, nor the use of snuff or chew aboard its boats.

Master of record is responsible to ensure that neither he/she nor any of the crew are alcohol and/or drug impaired.

EQUIPPING THE BOATS

(Refer also to Appendix 1.a)

Be aware of the differences between the Erica, Glide, Annie C., Elizabeth Bonaventure and Island Star. Thwart cushions should be positioned on the thwart opposite the corresponding thole pin or oarlock, with the narrow part of the cushion between the thwart knees, seam down and the grommeted flanges lashed below the thwart. Stretchers are pieces of wood against which the rowers brace their feet while pulling. On the Erica and Glide the stretchers ride on stringers so they do not contact and chafe the planking. They are equipped with knotted cords that are passed through appropriate holes in the stringers so they can be adjusted to position the stretchers to suit individual rowers. On the Annie C. and the Island Star the stretchers fit in slots for length adjustments. While rowing, always use the stretchers; never place feet against a thwart or stanchion.

Thole pins are to be lashed securely to the seat risers with a midshipman’s hitch. A loose thole pin will move in its socket and affect the tight fit required.

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The stowage baskets for the Erica, Glide and Annie C. are lashed to the boats and fit forward of the bow thwart. The Island Star has a gear bag that is stowed aft of the coxswain’s thwart. The Elizabeth Bonaventure’s equipment is stowed in the stern locker. Bailer, sponge, flare kit, first aid kit, towline and bridle are stowed in the stowage basket, gear bag or stern locker. Life jackets (PFDs) are stowed in canvas bags lashed near the thole pins or oarlock by each thwart and at the stern sheets for the coxswain for the Erica, Glide and Annie C. The Island Star does not have PFDs aboard. The crews of the Island Star are to obtain PFDs from those stored in the shelter or provide their own. Upon boarding the boat, the coxswain will install the rudder and rudder yoke. The rudder, when shipped, is retained by a pin through the sternpost and transom on the Erica and Glide. For the Annie C. there is a metal clip outboard on the topmost gudgeon. The rudder yoke is installed with the arm ends pointing aft and correct side up. The Island Star rudder must be swung hard to port before the pintels can be inserted into the gudgeons as the retaining device is part of the upper pintel. The yoke is to be installed with the arm ends pointing forward. The coxswain’s backrest is to be installed after shipping the rudder. In the situation where any OARS boat is going to be beached, remove the rudder before beaching. Stow the rudder and yoke at the stern sheets, with ample padding to prevent chaffing. Do not ship the rudder again until the boat is fully afloat with ample water depth.

BOAT COMMANDS

Controlling the boat under oar power will commonly involve separate commands for particular rowers. The designations for individual oars, beginning at the aft oar, are No. 1 oar, or stroke, then No. 2 and No. 3 oars, together referred to as the engine room, then No. 4 oar, also called the bow oar. Oars are also referred to in relation to the side of the boat on which they are shipped, i.e. port oars or starboard oars. The coxswain usually gives the boat commands. In the absence of a coxswain, the stroke (rower at No.1 thwart) or the Master of Record may give commands to the crew. Commands can be divided into three groups: preparing to get under way, rowing commands under way, and docking and stowing commands. Commands are of two parts. The first part is preparatory followed by the command of execution.

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GETTING UNDER WAY

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

ROWING COMMANDS

GIVE WAY – This is the preparatory command for getting under way or setting the boat in motion. It is followed by the command TOGETHER, which is the command of action or execution. On hearing GIVE WAY TOGETHER, rowers begin taking strokes, keeping cadence with the stroke oar. Continue to pull steady strokes until you hear another command. The coxswain may also give any rowing command to selected rower(s) by calling out the oar number, e.g. No. 4 (or bow) GIVE WAY.

An example of the chronological order of commands

1. OARS OVER 2. CAST OFF 3. SHOVE OFF 4. OUT OARS

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5. FENDERS IN 6. POINT YOUR OARS 7. GIVE WAY – TOGETHER

PORT OARS or STARBOARD OARS – Commands intended for rowers on only one side of the boat precede one of the other commands, e.g. PORT OARS – GIVE WAY – TOGETHER. WAY ENOUGH – This means to stop pulling and return to the position of OUT OARS and await the next command. This command is always given before a change in rowing is made. HOLD WATER – This command is used to stop or slow headway or sternway, or in turning. When HOLD WATER is ordered, carefully immerse the oar blade, holding the grip firmly and bracing the body to keep the oar from being swept aft or forward by the inertia of the boat. BACK WATER – This command is given to make sternway, or to quickly slow or stop the boat, or in turning. This stroke is in the reverse direction of a normal stroke. The rower pushes on the oar instead of pulling it as in the normal rowing stroke. The command should not be given when the boat has much way on. It is preceded by WAY ENOUGH and HOLD WATER. All rowers should keep cadence with the stroke oar, or with the aft oar on their side of the boat when doing BACK WATER on only one side. TRAIL OARS – This command is used in passing obstructions that would interfere with the extended oars, or in preparation for boating the oars. Upon hearing this command, finish the stroke, push the oar outboard to the end of the leather if possible, let the grip pass your body allowing the oar to trail close alongside in or above the water. Exercise care to prevent the oar from slipping through the grommet or oarlock and floating away.

Trailing oars may involve the rower’s need to lean back or away from the inboard loom to let it pass without hitting the rower’s body. THWART OARS – This means slide the oars inboard, with or without the grommet on the thole pin, and rest them athwart ship, from gunwale to gunwale. This may be done to free one or more rowers to adjust a foot stretcher, doff a jacket, retrieve an object from the water, bail, etc. CHEERILY or SMARTLY – Encouragement to row more heartily, vigorously or quickly …. as in CHEERILY NOW! It might be used to quickly negotiate a fairway or to avoid another vessel. EASY or HANDSOMELY – Commands that may be used interchangeably in maneuvering to slow rowing cadence and vigor but maintain way. Specifically, EASY means to lessen effort. HANDSOMELY means to row slowly and carefully. These might be thought of as the opposite of CHEERILY.

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SHIP or BOAT FENDERS – This means the fenders should be deployed (i.e. SHIPPED) or brought aboard (i.e. BOATED). Similar to BOAT OARS but applied to the fenders. TOSS OARS or UP OARS – The command to lift the oars smartly to a vertical position, grips resting on the floorboards amidships, blades trimmed fore and aft, with one or both hands steadying the oar. This command may be given as a salute to another vessel or person(s) ashore, or when coming alongside a dock or another vessel. It may be prudent to toss oars by the numbers, i.e. No. 1, No. 2, No. 3 and No. 4 in order.

LET FALL – The command to bring down tossed oars. Bring the oars gently down to the water, positioning the oars in the oarlocks, or the thole pins, and engaging the grommets onto the thole pins. Then hold the grip to keep the oar blade above the water. Again, by the numbers may be best.

DOCKING AND SECURING

Prior experience has shown that inattentiveness in the process of boating the oars is a major source of damage to a thwart or the oars themselves. A specific and repeated type of damage has been breakage of thwart No. 3 by striking the thwart knee with the grip of an oar. Another type of damage has been oar breakage at the grip by running the grip under a thwart. The weight of the oar is sufficient to crack the grip when it is trapped under the thwart. To prevent such damage when boating the oars, Masters are strongly encouraged to ensure that two oars be boated well before docking. Experience has demonstrated that oar No. 1 is the offending oar. That is, it is the one that damages thwart No. 3. The procedure begins with the TRAIL OARS command, then all crew assisting in boating selected oars. The suggested method is for oars No. 4 and No. 3 to be boated, either down the middle or down the side, as the coxswain commands. The boat is then brought to the dock using the two remaining oars. The fenders may be shipped at this time. Masters retain the option to use other methods as may be required by circumstances. BOAT OARS – The Island Star has oarlocks that have gates that need to be opened prior to boating the oars. In the Erica and Glide, with the blade flat in the water, briskly lift the inboard loom of the oar upward to pop the grommet off the thole pin, or lift the oar out of the oar locks in the Annie C. Carefully bring the oars aboard the boat and position them on the thwarts, fore and aft, grip forward. Rowers must help each other to gently boat and stow the oars. Again, rower No. 3 is responsible for ensuring oars No. 1 and No. 2 are boated safely. Rowers should remember to lift the grip ends to prevent contact with the thwart knees or entrapment under a thwart. FEND OFF – The command for rowers to get ready to hold the vessel off of the dock or other obstacles while it comes into the dock or at other times as needed.

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Fending off is commonly done by rower No. 4. Special care is demanded of rower No. 4 when entering the shelter. Watch both sides of the boat, as there is minimum clearance in the shelter. SECURE THE VESSEL – The command for rowers on the dock side to secure the vessel to the dock. There are minimally tie up lines (bow and stern), which can also act as spring lines. An extra spring line may be added for additional security to prevent chafe or movement. Secure the lines with a proper cleat hitch (refer to “knots” on OARS website search bar). STOW OARS – The command to place the oars on the thwarts such that they are out of the way of the disembarking or embarking rowers. This will entail passing two of the oars over the heads of the rowers to the side of the boat away from the dock at the OARS OVER command. The oars are to be nested snugly, but gently, to prevent their movement and possible chafing. The oars are rested in numerical order, with No. 4 nearest the gunwale. The blades shall not rest on the stern sheets.

RULES OF THE ROAD

Right of Way Precedence – In general, vessels with more maneuverability give way. Vessel status examples:

1. Not under command (no steerage, no power). 2. Restricted in ability to maneuver (underwater operations, surveying,

dredging, seaplane on the water). 3. Constrained by draft (deep draft vessel in narrow channel). 4. Fishing or trawling (using lines, nets or trawls, but not trolling). 5. Sailing (under sail only, no power). 6. Power driven (includes vessels under oar power). 7. Seaplanes landing, or on the water (give way to all other watercraft)

Source: USCG Navigation Rules

MANEUVERING RULES

1. Overtaking vessel gives way. 2. Vessel to starboard stands on. 3. Vessels meeting shall both change course in a decisive manner, normally

altering course to pass port to port. 4. Vessel crossing a channel is always the give way vessel. 5. U.S. Homeland Security rules require all vessels to maintain a 100-yard

standoff zone around tankers, naval vessels, ferries and commercial shipping under way, anchored or docked.

Source: USCG Navigation Rules

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RESPONSIBILITIES OF EACH VESSEL

1. Stand on vessel: Maintains course and speed. If the risk of collision exists, take evasive action to avoid collision.

2. Give way vessel: As early as appropriate, alter your course to pass aft of stand on vessel so as to give it a clear course. If there is a risk of collision, make substantial changes in course so as to make your intentions clear to the stand on vessel.

3. Remember: Tonnage always wins!

PROCEDURES FOR RETRIEVAL OF A PERSON OR OBJECT IN THE WATER

BRIEFING PRIOR TO ROWING

1. Encourage all rowers to always wear a USCG-approved PFD, especially if they are not competent swimmers. Remind crew that cold water limits any swimmer’s ability to help themselves in the event of immersion.

2. Ensure that everyone understands how important it is to keep the boat trimmed.

3. No one should stand up in the boat once it is under way, unless directed by the Master. Don’t panic if someone should go overboard. Follow the instructions of the Master.

4. It is important for the person in the water to stay put. The boat and the crew will come back.

5. Rescue the person overboard without further injury to anyone else in the boat.

6. Avoid actions that will jeopardize the crew or the boat.

MANEUVERING TO RETRIEVE A PERSON IN THE WATER, I.E. CREW OVER BOARD (COB)

1. The Master of the boat is to take charge, but if the Master is not the coxswain, the Master has the option to delegate command to the coxswain if considered competent. All commands are to be firm, direct and clear.

2. Throw flotation to the COB. 3. Appoint a lookout to continuously point toward the COB. The lookout is

one of the crew who will not be rowing, and whose oar may be trailed, thwarted or boated to best keep it clear of the rescue.

4. Assign two rowers to power the boat. At some point, someone should prepare a large enough bowline knot in a line to slip over the COB.

5. Quickly maneuver the boat back to the COB. When maneuvering, ensure that the boat is upwind of the COB. This way the boat can float toward the COB rather than being pushed away.

6. Once alongside, capture the COB using the bowline. 7. While the crew amidships gets the victim aboard, other crew members will

counterbalance the boat.

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8. If you have difficulty bringing the COB back aboard, you may need to use an oar or floatation device to help support their body weight.

ONCE THE COB IS BACK ABOARD

1. Converse with the person. Try to keep them coherent and warm.

2. If possible, strip off wet clothes and have the person don dry clothes from other crew members. Use the coxswain’s blanket.

3. Call emergency 911 if it is suspected that the person is suffering from even moderate hypothermia, or is incoherent or unconscious. Observe for slurred speech, lack of shivering or of awareness of the situation, which are all indications of hypothermia.

4. If the person is capable, have them row to help warm themself. If not, have

them lie in the bottom of the boat to stay out of the elements as much as possible.

5. Get back to shore as quickly as possible. Continue to monitor for

hypothermia. If symptoms of hypothermia develop, take the person to the hospital ASAP.

In the event of swamping, capsizing, boat-strike or other major accident to the boat:

• First check your own PFD, then help other crew members. Make sure all crew are wearing PFDs. Stay with the boat. Keep track of all equipment: gear basket with flare kit, etc., and the oars.

• Immediately begin issuing Mayday distress signals. This may be done by arm waving, cell phone, VHF (Channel 16), flares, flashing light(s), horn, whistle, etc. Continue distress signals until rescue is imminent.

• Begin bailing the boat if the hull is still mostly intact. If the boat is floating upright, even though full of water, determine if one or more crew members can get into it to get out of the water. Continue bailing until all crew can get aboard.

• Do not attempt to go for shore unless all crew members can do so safely together. Remember, it may be possible to row the boat even if it is not completely emptied of water.

• Maintain order and calm.

TOWING AT SEA

Each boat is equipped with towing gear: a 75-foot towline and a towing bridle.

The bridle is about 40 feet long with a thimble in the middle, thus leaving two 20-

foot legs. One proven towing method is to tie each leg of the bridle to the riser

just aft of thwart No. 4, such that the thimble rests near the stem ring or hole.

15

Pad the towing bridle as necessary to prevent chaffing. A short length of line

can be used to keep the thimble at the stem hole to distribute some of the strain

of towing to the stem. The towline can then be tied to the thimble. Towing speed

must not exceed 5 knots.

No crew members shall be aboard a towed OARS boat unless it would be

dangerous to disembark owing to sea conditions. Lash oars to the thwarts to

prevent loss or chafing, and stow rudder and yoke in the boat or in towing vessel.

LIFTING, TRAILERING AND LAUNCHING PROCEDURES

LIFTING

An OARS-approved Lift Master, trained by an OARS-approved instructor, must

be in charge of any lift. Such a Lift Master has sole responsibility for the safety of

the boat, lift crew and passers-by. In the lift crew, there must also be one

additional person who has experience as a lift crew member, and a minimum of

two other crew members to assist with the lift; i.e. a minimum of four in a lift crew.

If the Lift Master has any indication the lift could jeopardize either boat or crew,

or if the proper lifting harness is not available, or is not complete, or there are any

factors such as wind conditions suggesting the lift cannot be done with complete

safety to boat and crew, then the lift shall be aborted, or the lift should be done

by staff at the Cap Sante Marina B Dock hoist. Marina staff will assist with the lift

at Cap Sante Dock for a fee. Lift fees will be paid for by OARS for boat

maintenance, repairs and other club-directed purposes. Lifts that are part of the

activities of a specific crew, such as races or other out-of-area rows, shall be

covered by that crew’s approved float plan. Fees for those lifts will be borne by

that crew.

Only the OARS lifting harness may be used to lift boats at the PQ Dock hoist.

This harness, found in a labeled bag, is located under the W.T. Preston in a

waterproof locker. The bag contains the lifting bridle with leathered eye and four

stainless steel snap links. There are four short lifting strops, two long lifting

strops and two 3/8-inch diameter 40-foot tag lines, two wire hook tools, several

leather or fabric chafing pads and a set of procedures. (Fig. 1)

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Fig. 1 -- Contents of lifting bag

Each of the OARS boats has slightly different lifting points for the four lifting

strops of prescribed lengths. These lifting strops will either be threaded around

the thole blocks (Fig. 2), or around oarlock blocks (Fig. 3), or at thwart knees.

(Fig. 4)

Fig. 2 – Strops around the thole blocks,

Fig. 3 – or oarlock blocks,

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Fig. 4 – or at thwart knees.

Description of the PQ Dock Hoist

The hoist is electrically operated by turning on power with a magnetic key card

obtained from the Harbormaster’s Office.

The small-boat hoist is a swing davit crane equipped with a two-speed winch and

a turntable motor that will swing the davit crane through an arc. The winch has a

limit switch to prevent two-blocking the hook pulley into the sheave at the top,

and has a load-weight limit switch. If either of these switches is activated, the

hoist will shut down. The hoist control has a two-speed lift-and-lower-button.

Light pressure lifts or lowers the hook slowly; firm pressure increases the lifting

or lowering speed. Take note that the wooden deck joints below the guardrail on

the west side protrude beyond the width of the deck. Swing boats well clear of

these protrusions before lifting or lowering; look first. The Lift Master is in charge

and should fully explain the conduct of the lift before beginning the procedure.

Be aware of passers-by on the dock and other boats in the fairway.

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Descriptions of Lifting Points for Selected OARS Boats

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Erica and Glide (Fig. 5a) – The thole pin blocks and the gunwale filler blocks will

take the load of the boat. Four lifting strops will be used to sling the boat; two

long strops forward and two short strops aft.

The forward lifting strops will be located at the port and starboard thole pin blocks

for thwart No. 4. On each side, thread one of the long strops down through the

first available gap between gunwale and inwale forward of the thole pin block,

then bring it up through the first available gap aft of the block. (Fig. 2) One of the

wire hook tools can expedite this process. (Fig. 6)

Fig. 6 – Wire hook tools for installing lifting strops

Bring the ends of each individual port or starboard strop together, and then

fasten each securely in a snap link on one of the two forward legs of the lifting

bridle. (Fig. 7)

Fig. 7 – Snap links being installed on lifting strop

The aft lifting strops will be located at the port and starboard thole pin blocks at

thwart No.1. On each side, thread one of the short strops down through the first

available gap between gunwale and inwale forward of the thole pin block, then

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bring it up through the first available gap aft of the block. Bring the ends of each

port and starboard strop together and fasten securely in a snap link on one of the

remaining two legs of the lifting bridle. Refer to Lift Out Procedures.

Annie C. (Fig. 5b) – The oarlock blocks will take the load of the boat. Four short

strops will be used to sling the boat. At each of the oarlock blocks for thwarts

No. 4 and No. 2, thread one of the short strops down through the first available

gap between gunwale and inwale aft of the oarlock block. (See Fig. 3.) Bring the

ends of each separate strop together and fasten each securely in a snap link on

one of the legs of the lifting bridle. Refer to Lift Out Procedures.

Island Star (Fig. 5c) – the thwart knees at No.1 and No.3 will take the load of the

boat. Four short lifting strops will be used to sling the boat. At the juncture of

the thwart knee and the end of the thwart, thread the end of the strop through the

space that has been opened to accept the strop. Use one of the wire hook tools

as an aid to thread the strop through the hole. (See Fig. 6.) Bring the ends of

each of the strops together and fasten each securely in a shackle to one of the

legs of the lifting bridle.

Lift Out Procedure (applies to all boats)

• Secure the empty boat trailer to a hand dolly from the storage area and,

when the way is clear, roll it out the pier and position it below the hoist.

• With proper docking lines and fenders, position the boat at the lift float

below the hoist, bow facing north.

• Sponge or drain any water that is in the boat. The drain plugs in the

Annie C. (Fig. 8)

Fig. 8 – Drain plug in Annie C. in starboard bow

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and Island Star (Fig. 9) are located at the forefoot starboard side. There

is no drain plug in the Erica or Glide. Stow the rudder and secure the

oars so they do not shift position during the lift.

Fig. 9 – Drain plug in Island Star is in starboard bow

• Rig the lifting strops according to the boat-specific procedures in the

instructions.

• Lay out the lifting bridle on the float. Separate the forward and aft legs.

• Attach the four individual lifting strops to the legs of the lifting bridle.

Fig. 10 – Lifting strops attached to the four legs of the lifting bridle

• Tie the two 40-foot tag lines at bow and stern.

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Fig. 11 – Attach the two 40-foot tag lines at bow and stern

• Assign and instruct crew members on how to manage the tag lines so as

to prevent the boat from contacting any parts of the dock, pier, railing or

trailer.

• The Lift Master will describe the lift and make sure all crew understand

how the lift will proceed. Caution the crew to take care to stay clear of the

weighted lifting hook.

Fig. 12 – Weighted lifting hook

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Fig. 13 – Snap lines installed on the lifting strops and lifting harness

in the Island Star

• Energize the hoist with the magnetic key card.

• With the lift control module, rotate the crane counterclockwise (CCW) to a

position over the boat.

• Lower the hook and attach the leathered lifting eye to it.

• When all rigging is secure, begin lifting the boat slowly to just clear the

water. Check for level trim. If adjustments are necessary, slowly lower

the boat into the water to adjust lifting rig or the stowed gear as needed.

Be aware that the boat may move or swing as slack is taken out of the

lifting harness.

• Agree on some effective commands or hand signals to protect the crew,

passers-by and the boat. Instruct all personnel to shout STOP if there is

any suggestion of a safety problem. Announce intention to lift. Order all

personnel to STAND CLEAR OF THE BOAT. Treat these orders like

rowing commands.

• Proceed with the lift and clockwise (CW) rotation of the crane while lift

crew assists to maintain orientation of the board with the tag lines.

• Lift the boat until it is clear of the guardrail and rotate the crane to place

the boat squarely over the trailer.

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Fig. 14 – The Island Star being swung over guardrail, ready to be lowered on to

the trailer with extension

• With all crew helping to position the boat, slowly lower the boat to the

trailer ensuring that the bow nestles into the trailer’s bow stanchion and

the keel is on all the rollers. Ensure that the bunks support the boat

evenly.

• Slack the lifting bridle; remove the strops and tag lines. Replace the

lifting bridle and all its parts to the mesh bag. Return the bag to storage

under the W.T. Preston after the lift is completed.

• Tie the boat down to the trailer with at least two lines across the

gunwales. Place chaffing gear to prevent the tie downs from scoring the

gunwales.

Fig. 15 – Gunwale being protected by chaffing pads

• Return the magnetic key card to the Harbormaster’s Office.

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TRAILERING

OARS’ trailers and wooden dolly are stored under the W.T. Preston in the OARS’

bay. Lock combination is available from club officers. The trailers all have 2-inch

trailering sockets.

Contents of the OARS bay:

• Blue and white trailer, with extension (Fig.16) or without extension. This

trailer is used without extension for the Erica, Glide and Annie C. It is

used with extension (Fig. 14) for the Island Star. A sound way of tying a

hold down line is with some form of trucker’s hitch that is finished off with

half hitches.

Fig. 16 – Trailer showing extension for accommodating the Island Star

• The red and white trailer may be used for either gig or wherry.

• An aluminum trailer fitted for the Annie C. can also be used for Erica and

Glide.

• The galvanized 16-foot trailer is for the Rescue.

• The large tandem wheel trailer is to be used for the Elizabeth

Bonaventure.

• The wooden dolly can be used for moving and maintenance of boats.

• The tongue dolly is to facilitate lifting the heavy trailer tongue, and for

maneuvering trailers by hand.

• Two foot lockers containing lifting harness and assorted lines and gear.

• Two spare tires

The Master and/or driver must determine that the trailer is in full working order.

The trailers are currently licensed with the State of Washington. The trailer

license must be up to date, and a copy of the trailer registration is to be kept in

the receptacle located on the tongue of the trailer. When the boats are empty of

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all gear, they are easier to lift on and off of the trailer. When loading or unloading

on a ramp, try to prevent or at least minimize immersion of the wheel bearings.

Both aft boat chocks shall be removed from the trailer to facilitate loading and

unloading the boat at a ramp or on the hard. Be sure to keep track of the

chocks, bolts and wing nuts, and where they go. The boat fits on the trailer with

its bow snugged to and secured at the trailer’s bow pulpit. Protect the gunwales

from chafing by the tie downs by inserting a piece of suitable chafing gear under

each tie down. Tie downs should be snug, but not over-tightened, so that they do

not strain the hull.

When trailering the Island Star, install the flag mast with a flag to make the long

trailer and boat more visible, especially when turning at intersections. Some type

of flagging on the other boats is recommended.

Carry as much gear as possible in the towing vehicle or in other vehicles. Any

gear carried in the boat should be secured, with ample padding at all contact

points. Oars are probably best protected by lashing them in the boat, with thwart

cushions and/or life jackets as padding.

The driver of the towing vehicle shall be well-acquainted with the demands of

trailer handling, especially when cornering and backing up. The trailer lights,

safety chain and hookup shall be double-checked before proceeding, and at

each stop. Be sure to take one of the spare tires with you. You will need to take

your own jack to replace a damaged tire. Post a person to help direct the driver

when backing the trailer.

Splash / Lowering Procedure

• Secure the boat trailer to a hand dolly from under the W.T. Preston, roll it

out the pier and position the boat squarely below the hoist, bow facing

north. Untie the lines securing the boat to the trailer.

• Bail or drain any water that is in the boat. Be sure to replace the drain

plug.

• Stow the rudder and secure the oars so they do not shift position during

the lift.

• Rig the lifting strops according to the boat-specific procedures in the

instructions.

• Lay out the lifting bridle and separate the forward and aft legs.

• Attach the four individual lifting strops to the legs of the lifting bridle.

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• Ship the fenders on the starboard side and get breasting lines set for

docking below at the hoist float.

• Tie the two 40-foot tag lines at bow and stern.

• Position a competent crew member with the ends of the tag lines near the

mast of the hoist at the southwest corner of the dock to maintain

orientation of the boat as it is lowered. Boats can be easily damaged if

tag lines are not managed so as to avoid contact with various parts of the

dock, pier, railing and trailer.

• The Lift Master will describe the lift and make sure all crew understand

how the lift will proceed and agree on some effective commands or hand

signals.

• Energize the hoist with the magnetic key card.

• Begin to slowly raise the boat from the trailer. Be ready to keep the boat

from moving so as to prevent damage as it leaves the trailer’s bed or at

the guardrail.

• Once the boat is free and clear of the trailer, stop the lift and check for

level trim. If adjustments are necessary, slowly lower the boat back to the

trailer to slacken the lifting lines and adjust lifting rig as needed.

• When the boat is fully clear of the pier, begin lowering. Be sensitive to

vagaries of the wind.

• Rotate the crane as the boat is lowered such that the boat is fully in the

water before moving it toward the floating dock.

• Slacken the lifting bridle sufficiently to move the boat toward the dock by

hand.

• Secure the boat to the dock with breasting lines.

• Lower the hook to allow a crew member to unfasten the lifting eye from it.

• Undo the lifting strops from the shackles and set the lifting bridle aside

before retiring it and the tag lines to their bag, which goes into storage

under the W.T. Preston.

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• Return the trailer to the staging area, thence to storage under the W.T.

Preston.

• Move the boat to the OARS shelter.

• Return the magnetic key card to the Harbormaster’s Office.

LAUNCHING

When loading or unloading on a ramp, try to minimize immersion of the wheel

bearings, but care of the boat comes first! Depending on which trailer you are

using, the aft boat chocks shall be removed from the trailer to facilitate unloading

and loading. Be sure to keep track of the chocks, bolts and wing nuts, and where

they go. The boat fits on the trailer with its bow snugged to and secured at the

trailer’s bow pulpit, and with the keel on the rollers. Protect the gunwales from

chafing by the tie downs by inserting a piece of leather, canvas or other suitable

chafing material under each tie down on the railings. Tie downs should be snug,

but not over-tightened, so that they will not strain the hull.

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APPENDIX (1)

BOAT AND OAR SPECIFICATIONS

ERICA, GIG*

Commissioned 1982; recommissioned 2016

Length: 21’2”

Beam: 54”

Depth: 19”

Weight: Approx. 300 pounds

Oar 1 is 13’ – beam 52”; distance to inboard edge of leather is 33”

Oar 2 is 14’ – beam is 58”; distance to inboard edge of leather is 40”



Recommissioned under direction of Andy Stewart, Emerald Marine Carpentry

and members of OARS.

GLIDE, GIG*

Commissioned: 1984

Length: 21’2”

Beam: 54”

Depth: 19”





Oar 4 is 12” – beam is 46”; distance to inboard edge of leather is 28”

*Gig: Naut. a light boat rowed with four, six or eight long oars.

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ANNIE C., WHERRY**

Commissioned: 2008

Length: 21’4”

Beam: 53 ½”

Depth: 19”


Oar 1 is 11’8” – beam is 48 ½”; distance to inboard edge of leather is 31”

Oar 2 is 12’ – beam is 53 ½”; distance to inboard edge of leather is 34”

Oar 3 is 12’ – beam is 53 ½”; distance to inboard edge of leather is 34”

Oar 4 is 11’8” – beam is 47 inches; distance to inboard edge of leather is 29”

Built by Scott Foss, boatwright. Contracted by OARS.

**Wherry: 1. a light rowboat for one or more persons; skiff. 2. any of various

barges, fishing vessels, etc., used locally in England. 3. to use or transport in, a

wherry. (1400-50; late ME wherry)

ISLAND STAR, GIG

Commissioned: 2010

Length: 27’4”

Beam: 48”

Depth: 18”

Weight: 410 pounds

Oar 1 is 12’4” carbon fiber* 12’6” yellow cedar

Oar 2 is 12’5” carbon fiber* 13’ yellow cedar

Oar 3 is 12’5” carbon fiber* 13’ yellow cedar

Oar 4 is 12’4” carbon fiber* 12’6” yellow cedar

*All carbon oars are privately owned and loaned to OARS to use only, not to

possess.

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Mast: 8’ x 1 5/8” x 1”; Sprit: 8’L x 3/4” x 1”

Sail rig: Sprit sail 6’ on the mast, 4’8-1/2” on the top, 8’5-1/4” on the side, 5’10-

3/8” on the bottom

Built by Emerald Marine Carpentry and members of OARS.

RESCUE, QUEEN’S GIG

Commissioned: 1991

Length: 18’ 2”

Beam: 3’

Depth: 13”

Weight: 182 pounds

Oars: a pair at 8’8-3/4” each

ELIZABETH BONAVENTURE

Length overall: 26’3”, Length waterline: 24’

Beam: 7’

Depth: 3’

Draft: 1’8”

Weight: Light displacement: 1,800 pounds; Historical average full crew

displacement: 3,600 pounds; Displacement with 185-pound average crew

weight: 4,020 pounds.

Sail areas in square feet: Mizzen: 22.5 Main: 95.5 Fore: 66 Total: 184.0

Sail areas with 1st reef: 22.5 74.5 50 146.0

Sail areas with 2nd reef: 22.5 53.5 35.5 120.5

Mizzen and Fore: 22.5 66 88.5

Mast length: 11’7” 16’10” 15’4”

Information on the boat dimensions was obtained by Donn Wilson, Torgy

Torgersen, David Jackson and the Lady OARS Racing Team of 2014.

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GENERIC TERMINOLOGY FOR GIGS and WHERRY

Fig. 17

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APPENDIX (1.a)

SPECIAL RESPONSIBILITIES OF THE MASTER FOR OUT-OF-AREA ROWS

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

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5. State a prearranged contact person and their location ashore during the time of the trip. This contact person would be kept up to date on overall progress of the row, including arrival at destination, safe haven, time and progress, and return to Anacortes. 6. Confirmation that at a minimum the following USCG-prescribed emergency equipment will be carried onboard:

• An adequate anchor and sufficient rode for the proposed area of the row

• Towing line and bridle • Extra clothing, food and drinking water • An extra bailer • A VHF radio and extra batteries carried in a waterproof container. This

is to allow contact with the chase/safety boat, the Coast Guard, Puget Sound Traffic Control (Seattle Traffic) and if necessary, other vessels. There will be one or more crew who have experience with radio protocol and are familiar with operation of the radio on board.

• Additional alternate forms of communications and navigation should be considered (cell phone, GPS, etc.).

• Up-to-date charts and a compass • Bright light adequate for signaling and showing location • First aid kit • Flares

After returning from the trip, the Master and crew will review the trip with the

Safety Committee.

SAMPLE FLOAT PLAN (to be submitted to Safety Chair in time for review and approval prior to date of activity). Plan to include:

• Date of activity • Boat to be used • Description of trip (i.e. racing or pleasure) • Intent of use (i.e. annual La Conner race or circumnavigating Guemes

Island) • Description of expected sea conditions. • Launching and trailering, including time and date. If boat pulled prior to

activity, assurance must be met that all gear is stored in a locked and secured area.

• Safety and communications: per Safety Committee and race requirements

• Knowledge of safe havens (local knowledge plus charts and experience)

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• Acknowledgment of leaving and returning to boat shelter to Safety Committee

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

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APPENDIX (1.c) Incident Reporting If a reportable incident occurs while using an OARS vessel, the Master of the boat is responsible to report it to the club executive board through the incident reporting form. The club executive board reviews the report and determines follow on action. 1. “Incident” means either property damage or injury which occurs while using an OARS vessel. 2. Master’s Incident Report (form attached) should include: a. who was involved in the accident b. what was damaged c. where the accident occurred d. why the accident occurred (e.g. weather or tide conditions, failure of seamanship, operator error, improper procedure) e. when the accident occurred (date and local time, state of tide if applicable, weather and visibility) f. names and contact information of witnesses (OARS crew members and other witnesses) 3. Master will submit the report to the President of OARS. 4. President of OARS will task the OARS Safety Officer to collect witness statements. 5. OARS Safety Officer will collect witness statements and prepare the accident report for submission to the executive board. Out of area requests will be attached if appropriate. 6. Executive Board will review the report, discipline the master if appropriate, and make recommendations to the club for restoring any property damage. 7. Accident reports shall be retained in club archives. Date of Incident_______________ Date Submitted_____________ Time of Incident_______________ OARS Master________________________ phone___________________ e-mail_____________________________ 1. Describe the incident (i.e. collision, allision, grounding, pollution, name of OARS boat involved, name of other boats involved.) _________________________________________________________________ _________________________________________________________________ _________________________________________________________________ 2. Cause of the incident? ____________________________________________ 3. Where did the incident occur? ________________________________________________________________________________________________________

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4. When did the incident occur? _______________________________________ 5. State of current and tide if applicable__________________________________ a. Weather/visibility_____________________________________________ 6. Any injuries? ______________________________________________________ _________________________________________________________________ a. Name of attending physician ___________________________________ b. Hospital____________________________________________________ _________________________________________________________________ 7. Were emergency services called -police, fire department, EMT-? _________________________________________________________________ _________________________________________________________________ 8. Names and contact information of witnesses: Name: ___________________________ e-mail:________________________ Address: __________________________ Phone:_________________________ Name: ___________________________ e-mail:________________________ Address: __________________________ Phone:_________________________ Name: ___________________________ e-mail:________________________ Address: __________________________ Phone:_________________________ Name: ___________________________ e-mail:________________________ Address: __________________________ Phone:_________________________ Please attach additional witness contact information separately. 8. Additional information on other involved vessel: a. Make______________________ Model______________________ b. Year built________________ Hull material__________________ c. Owner’s name: __________________________________________ d. Owner’s address: ________________________________________ e. Owner’s e-mail/phone: ____________________________________ Please submit this report to the OARS President. Received by OARS: __________________________ date: ________________ Report Appendix I: Witness Statements collected by OARS Safety Officer. Report Appendix II: Out of Area Request and Approval. Report Appendix III: Damage Assessments of boats and other property involved.

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APPENDIX (2)

HOW TO ROW

1. GETTING STARTED

Happily, rowing in OARS’ gigs or wherry doesn't require a high entry level of skill. Almost

everyone has had some life experience rowing some kind of a rowboat, skiff or dinghy.

Basically, you're going to just sit down on an aft-facing seat, grab an oar handle and start

pulling.

The first consideration is how to get into our boats without doing damage to you or to the

boat. Ask the Master or an experienced rower to show you how to get in safely, either by

handing you in or by using the provided hanging ropes to hand yourself in. Either way, don't

step on either the gunwale (which tips the boat sideways and may capsize it) or on the seat

or thwart (that's where you'll sit). Take a long step down directly into the center bottom of

the boat and then immediately sit down. Once seated, slide yourself close to the gunwale

opposite the oarlock or tholepin where your oar will be placed. If that tips the boat, the

coxswain (or cox) will instruct other rowers to distribute their weight to balance the boat.

The next step is to adjust the stretcher (foot rest) so you can push against it with your legs

just comfortably extended, but with your knees slightly flexed and not locked. Ask for help,

as the adjustment method varies from boat to boat in our fleet. Both feet should be pushed

against the stretcher; don't put your feet against the next thwart or try to row with only one

leg.

When the coxswain gives the command OUT OARS, move your oar in place to get ready to

row, with the leather (or sleeve) resting in the oarlock, or on the gunwale thole pad and

against the thole pin. Take your time, ask for help and try not to bang the end of the oar

against the boat or your fellow rowers. Next, ask for help securing the oar to the thole pin or

in the oarlock, as the method is different in each of our boats.

Now you're ready to row! Follow the coxswain’s commands, POINT YOUR OARS (push

your oar handle out, bend forward at the waist, get ready to row), and then GIVE WAY

TOGETHER (start rowing). Have some fun poking holes in the water, but try to start each

stroke at the same time as the No. 1 rower (the rower farthest aft, also referred to as stroke

oar) so you don’t clash oar blades by being out of sync with the other rowers. Keep on

rowing until the coxswain calls out WAY ENOUGH (which means to stop rowing).

At the end of the row, pay attention to the coxswain's commands and don't be afraid to ask

for help to TRAIL OARS and then BOAT OARS. When the coxswain gives you permission,

get out of the boat by reversing the way you got in. Either use the hanging hand rope or ask

someone already ashore to hand you out, taking a long step from the center bottom of the

boat up to the boat shelter dock.

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2. GETTING BETTER

It may take one or two outings to get comfortable rowing and getting in and out of the boat.

It's now time to think about improving your rowing skill to row more comfortably, effectively

and efficiently.

As you take each stroke, be aware of the muscles at play in your body. Most of the work

should be done by upper leg and lower back muscles, with the arm muscles just coming into

play near the end of each stroke.

For purposes of discussion, the cycle of each stroke may be broken down into four parts:

The catch (when the oar blade enters the water), the drive (when the oar handle is pulled to

propel the boat), the release (when the oar blade is taken out of the water), and the recovery

(when the oar is moved back to the starting position to begin the next stroke). These should

all be smoothly blended together, of course!

At the catch, lift the oar handle quickly as you start to pull with the swinging back and braced

legs, using your arms and hands as connecting rods to the oar handle. Lift the hands at the

catch just enough to fully bury the oar blade. If the oar blade is buried too deeply, the part of

the loom (the oar shaft between the sleeve and the blade) nearest the blade will actually

drag in the water, thus slowing the boat down. To achieve the most effective and efficient

stroke, the catch should be made cleverly, just hooking the oar blade in the water, as if there

were an imaginary vertical post stuck in the sea bottom with the upper end just at water

level. The goal is to hook the blade behind the post as quickly and neatly as possible, so as

to get the best push against it during the drive. Another way to visualize this is to make the

oar blade act at the catch like the action of a swimmer's hand at the catch when swimming

the backstroke.

During the drive, the lower back and hamstring muscles are in play, while the arms and

hands just hang on to the oar handle (as from a chinning bar). The back should swing

comfortably toward the bow, with the arms still just hanging on. Near the end of the drive,

the arms are brought into play, pulling the back upright to avoid falling into the lap of the next

rower, just before quickly taking the oar blade out of the water (the release). Also note that if

the blade has been buried too deeply during the drive, it will be necessary to lift some water

vertically just to get the blade out. That's called washing out rather than simply releasing the

water. Because the back and upper torso do most of the heavy work of rowing, the rower’s

head should be moving fore and aft with the shoulders. If a rower’s head moves not at all,

or only minimally, then the rower is rowing with the arms, not with the more powerful back

and torso.

With the oar blade well hooked into the water, the drive should be a strong, sustained pull

right up to the release. Think of pushing your niece on a playground swing, trying to make

her swing higher and higher. Each time she passes by, you quickly place your hands on her

back and her give a long, strong push. If instead you give her a vicious punch to the kidney

as she passes by, she not only won't swing much higher, but will also report your abuse to

her mommy. (Also note that your niece won't swing much higher if you only give her a

friendly pat on the back as she passes by.)

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So don't just swat the water as it passes by. Hook onto it, and give it a long, strong push.

Just as the goal of pushing your niece is to make her swing higher, rather than use her for a

punching bag, so the goal of rowing is to move the boat through the water, NOT to move

water past the boat.

The recovery is the only time during the stroke cycle that the body gets to rest. So don't be

in a hurry to take the next stroke. Instead, consciously relax the muscles (especially the

hands and arms) to let the blood flow in the veins and arteries, and remember to breathe

deeply as you reach out for the next stroke. Also, don't sky the blade during the recovery. If

the blade is carried too high above the water when it's time to take the next stroke, it won't

be possible to achieve a clean catch.

3. IS THERE MORE? YES! ROWING AS A TEAM (CREW)

Those of us in OARS who row regularly in the Erica, Glide, Annie C. or Island Star

appreciate a wonderful hour spent on the water enjoying the companionship and viewing the

birds and aquatic wildlife. For many of us, this experience, possibly together with the

satisfaction of periodic maintenance on the boats, is enough to keep coming back for more.

Others may find their rowing experience further enriched by thinking a little more about what

goes into the act and experience of rowing as a crew.

First, a little historical background. Of course, there was little joy of rowing to be found

amongst galley slaves, but sailors who rowed navy captains' barges and gigs took great

pride in their appearance and skill, and looked for opportunities to test their speed against

crews from other ships. The skill part of rowing was (and is) called watermanship, and

includes how smartly the crew can launch (OUT OARS) and pull away from the dock

(POINT YOUR OARS – GIVE WAY TOGETHER), and how smartly and smoothly the

approach to the dock can be made (WAY ENOUGH – TOSS OARS). (Of course, in OARS

we don't toss the oars, but rather boat oars and/or trail oars.) The satisfaction of doing

these things together, without scrambling or confusion, follows from devoting just a few

minutes of each outing to stop conversation and focus on the task at hand, and to be

attentive and responsive to the coxswain's commands. Of course, the coxswain must also

command attention and response by how crisply those commands are issued.

The great satisfaction of rowing as a crew may be experienced when all four rowers catch

and release at the same time, called timing. When this happens, everyone can feel the

impulse on the catch from the other rowers, and a pleasant feeling of the boat surging

forward as a unit results. When no one is paying attention to timing, each rower adds power

at the catch independently of the others, leading to the impression that each person is trying

to row the boat alone. The coxswain should once in a while call the rowers to consciously

catch together for a 10-stroke drill. If the rowers become aware how the boat responds to

the power pulse when all four rowers catch at the same time, they will be motivated to stop

catching in alphabetical order and truly row as a crew.

Efficiency in rowing is not very important in a 50-minute social outing, especially if everyone

is merely paddling or rowing handsomely. However, for expedition or competitive rowing,

efficiency becomes much more important. Basically, you should sit close to the gunwale

opposite your pin, with both legs extended (but slightly flexed) and both feet braced against

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the stretcher bar. This position allows the big hamstring muscles in the legs to work in

tandem with the lower back muscles to pull the oar past the pin during the drive. Rowing

with one or both legs tucked under the thwart doesn't allow the hamstrings to participate,

and thus weakens the drive. Reach out as far as is comfortable without dropping your chin

onto your chest to enable a long pull during each stroke. A good guideline is to “reach to

your strong point, not to your long point”. The arms should just be flexible connecting rods

to the oar handle while the back and legs pull, with the back swinging just a little behind the

vertical; then the arms come into play to finish the stroke and draw the back up to the upright

position. The oar should be moved outboard or inboard, depending on water surface and

wind conditions, to feel the right gearing of the oar against the pin.

The stroke rate should not be so high that there is no time on the recovery for you to gather

yourself for the next stroke. Rowing is very inefficient when you feel rushed to get to the

next stroke. Bearing in mind that the only rest you get while rowing is during the recovery,

the coxswain and stroke oar should collaborate to ensure that the crew is not fatigued

prematurely or unnecessarily by too rapid a stroke rate. A good guideline is to never row

faster than a 3-count stroke rate, where the oar catches on "1", releases on "2", and

recovers through "3”, so the next catch is both "4" of the stroke just completed and "1" of

the next stroke. For long rows, a 4-count works very well: catch on "1", release on "2",

recover on "3" and "4", then catch again on "5" ("1" again). There is surprisingly little

difference in boat speed between a rushed, no-rest stroke rate, a 3-count stroke and a 4-

count stroke rate, but there is a big difference in how rapidly the crew is fatigued!

By Dave Pratt - January 17, 2012

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APPENDIX (3)

PROCEDURES FOR BECOMING A MASTER IN OARS

An OARS member wishing to become certified as an OARS Master should first notify the OARS

Safety Officer of their intent. The Safety Officer will see that the candidate’s basic qualifications are

adequate and guide the candidate through the certification process. In summary, to become a

Master the candidate must:

• Be an OARS Member in good standing.

• Have prior boating experience.

• Have rowed and coxed OARS boats extensively.

• Take, successfully pass and review with an examiner the Masters written exam.

• Successfully demonstrated practical skills via a sea trial.

Following are details on the written exam and sea trial.

Written Exam

The exam subject areas include nautical rules of the road, seamanship, first aid and material in the

OARS Manual. The candidate should obtain a copy of Masters Examination Sample Test Questions

from the OARS website. This sample of test questions covers most of the areas of knowledge that

could be represented in the Masters written exam. No specific answers are provided for the test, as

the candidate’s research is part of the goal in the testing process.

Sources for answers to the test questions may be found in: “Chapman Piloting - Seamanship & Small

Boat Handling” and/or Washington State Parks’ “Adventures in Boating Washington Handbook”

and/or U.S. Coast Guard Auxiliary’s “Boating Skills and Seamanship” and/or the seamanship text of

the United States Power Squadrons. Candidates with limited boating experience, other than in boats

of OARS, are urged to take a basic course in boating skills and seamanship offered locally by either

the U.S. Coast Guard Auxiliary or a Power Squadron.

When comfortable with the sample test material, the candidate will contact the chair of the Safety

Committee to get a take-home copy of the Masters Exam and be assigned a Master who will

administer the test on a mutually agreeable date.

The exam is open book, and when completed, the candidate will meet with the testing Master to go

over the answers. Some additional verbal problems might also be expected so as to test the

candidates understanding of overall concepts included in the questions. Knowledge of tide and

current tables and how to teach basic knots, bends and hitches referred to in the OARS Manual may

also be tested.

Sea trial

When the written and verbal tests have been passed, the Safety Officer will assign a sea trial

examiner. The sea trial is designed to determine the candidate’s knowledge of safe boat handling

and crew safety. A list of the elements tested during the sea trial follow in Appendix 3.a.

When the candidate has successfully passed the sea trial, the Safety Committee will award the

Masters certificate.

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APPENDIX (3.a)

SEA TRIAL

Skill sets for on-the-water OARS Masters Exam

This is a checklist for the on-the-water (sea trial) exam, which is the final qualifying step to becoming

certified as an OARS Master. Not every item will be tested, but the expectation is that Masters

should know these things.

At the dock:

• Demonstrate the ability to provide an overview of all the OARS boats and their features to a

first-time rower.

• Care in boarding; thwarts, floorboards and planking; moving about in the boat.

• Proper adjustment for stretchers.

• Location and use of safety equipment.

• Question swimming ability / PFDs suggested.

• Introduce rowing commands, oar strokes and naming of oars and thwarts.

• Review four basic paddling strokes (forward, back, draw, pry).

• Shipping the rudder in the gigs and wherry; rudder pin at transom.

• Differences relative to the handling of the wherry and Island Star.

Getting away from the dock:

• Yoke direction on respective boats.

• Care of oars; instructions for shipping and boating the oars on thole pin, oarlock and Concept

II racing oar locks.

• Review rowing commands; including casting off, shoving off, turning, stopping, trailing and

controlling speed (easy, handsomely, etc.).

• Knowledge of proper rowing techniques: point, catch, pull, recovery, stroke rate.

• Adequate push-off.

Marina Traffic:

• Proper lookout.

• Right of way in the fairways and crossing channel.

• “Back door” tide restrictions.

• “Front door” right side, broad entry.

• Lights when rowing in the dark.

Running the Gauntlet and Serpentine:

• No rudder; straight down a fairway (gauntlet) and “serpentines” (slalom and/or series of right

angles).

• Instructions to crew. Audible commands.

• Row handsomely / easy.

Crew Overboard (COB): (throw something for retrieval)

• Discuss the conduct of crew during an overboard drill and give crew assignments.

• Direction of wind relative to retrieval.

• Responsibility of the designated lookout to continuously point to the COB.

• Need to trim the vessel during retrieval; how to.

• Bowline loop around COB.

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Docking maneuver:

• Announce port or starboard tie.

• Discuss need to fend off; order of boating oars.

• Docking lines to proper side.

• Placement of fenders; need for roving fender.

• Discuss approach in relation to wind, current, etc.

• Proper breast lines and/or spring lines.

• Getting away safely.

• Optional use of paddle(s) and basic paddle strokes.

Hazards in Fidalgo Bay and Guemes Channel:

• Rocks.

• Anacortes Marina; Fidalgo Bay Channel; “back door” entry at low water?

• Significance of the red-and-green buoy at head of dredged channel.

• Cap Sante Marina entrance, navigational markers, hailing radio channel.

• Hazards near Seafarers’ Memorial Park.

• Cap Sante head – steep? deep? dangers?

• Dakota Creek shipyard and drydock.

• Currents – where? What is general set in Fidalgo Bay during ebb vs. flood?

• Prevailing winds, fetch, waves and boat wakes; how to take the seas.

• Dredged depths; Cap Sante Waterway; significance to deeper draft vessels.

Log:

• Proper logbook entries.

• Rowing cards.

• When appropriate have Liability form completed and signed by Master.

Lifting and Trailering: (Note: additional testing is required to be certified to use the small boat lift.)

• Describe location of lifting harness, where is it stored? How it is used for each of our boats

and location and features of hoists in the marina.

• Tell about the various trailers used by our club.

• Describe how to secure a boat to a trailer; chafing gear for tie down lines; how to prevent

chafing of the oars, etc.

• What are some precautions when trailering.

Towing:

• Where is the towing gear in each boat and what are its parts.

• Show how to rig a boat for towing.

• What precautions need to be taken when towing (crew, gear, speed of tow).

Beaching:

• Discuss precautions to protect the boat, oars and rudder in landing and getting off.

• What about securing the boat; tide, waves, crew, etc.?

Knots in use on OARS boats:

• Cleat hitch * - tying to the dock.

• Bowline * - rescue loop, general utility.

• Clove hitch, round turn with half-hitch(s) or girth hitch - hanging fenders.

• Stopper knot * - slipped figure eight or variant for hanging fenders.

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• Grommet - for holding oar to the thole pin; can you tie one?

• Sheet bend, single/double * - general utility for joining one rope to another.

• Midshipman’s hitch - for holding thole pin down to stringer.

• Trucker’s hitch - for securing boat to trailer.

• Double constrictor - on oar leathers.

• “Baseball” or diamond stitch - for sewing leathers to the oars.

* Should be learned such that you can teach these knots.

APPENDIX (3.b)

PERFORMING THE SERPENTINE WITHOUT RUDDER

The serpentine tests the cox’s ability to maneuver the boat without the use of the rudder in tight quarters as it weaves back and forth between a line of pilings. The boat’s course should be as close to a straight line as possible on each pass through the pilings. Ideally, the maneuver is a sequence of straight passes and tight turns (see lines with long dashes above). Start the maneuver with the stern of the boat abeam the outermost of the four or more selected pilings. Give way as needed, then make tight turns to turn around

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and go straight through the first and second pilings. Now turn around and go back through the second and third pilings. Turn around and go between the next adjacent pilings, and so on, until the last two pilings are traversed. For more practice, the cox may turn the boat around and complete the course in reverse of the above, ending up where the boat started. This might be requested during a Masters test. An alternate method of doing the serpentine without rudder is to make a curving, slalom-like run between a series of pilings (see solid line above). Masters are expected to be able to execute all forms of this maneuver and are required to demonstrate them annually to the satisfaction of one or more other Masters. APPENDIX (4)

SPECIAL INSTRUCTIONS FOR THE MASTERS OF THE ISLAND STAR

1. The Island Star slides over the water a long way. Shove off handsomely. Be ready to use the paddles.

2. The Island Star has a much smaller rudder and longer length than the gigs or wherry. Expect less responsive steering – especially at slower speeds. Be ready to use oars or paddles for maneuvering.

3. The Island Star has no PFDs on board. Be sure each person wears or takes one.

4. The Island Star rudder is to be shipped hard to port, as the retaining device is part of the upper pintle. The yoke is installed with the arm ends pointing forward. The coxswain’s backboard is to be installed after shipping the rudder.

5. In the shelter the Island Star’s stern line clips to a ring on the keelson. The clip can be clipped back on one of the overhead lines. A floorboard goes over the ring when under way.

6. The coxswain backboard must be carefully seated all the way in its place. The bag for the back board should be retained on board.

7. The rudder yoke lanyards should go over the backboard so they do not tend to lift it out of place.

8. Oarlocks must be inserted in the sockets and secured by cleating their tethers to the cleats provided. The oarlocks will be removed and the gates closed for storage. This is to protect the other nearby boats from chafing by the oarlocks.

9. When docking, be especially cautious. Rower No. 4 should face forward. The fore and aft paddles should be ready for maneuvering. Fend off as needed.

10. Cleat the bow line. After all crew have disembarked, determine if the bow line needs to be cleated more tightly.

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APPENDIX (5)

ELIZABETH BONAVENTURE SCHEMATIC PROFILE

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APPENDIX (5.a)

ELIZABETH BONAVENTURE CREW POSITIONS

Skills checklist are included in the next section. In order to progress from one rate to the next, all the elements of each checklist must be signed off by one of the Boat Masters. There is no checklist for Ordinary Seaman (OS). Everyone that comes aboard is automatically an OS until they progress higher. Crew must complete the Able-bodied Seaman (AB) and Boatswain Mate Checklist before they can sign off the Coxswain, Navigator or Youth Sail Master checklist. They can have any elements signed off on any checklist, but they cannot complete the last three without first completing the AB and Bosun checklist.

Ordinary Seaman (OS) - The OS is a neophyte crew member and has very limited skills. Everyone starts this program as an OS.

Able-bodied Seaman (AB) - The AB is a proficient crew member, and knows how to properly handle an oar and how to properly dip the lug; knows how to use the lead line and how to moor the boat properly, whether at anchor or at the dock. The AB is a very valuable asset to the team.

Bow Watch - The bow watch can be filled by any rank; if available an AB is desired. The bow watch is the boat’s lookout and is critical to the safety of the boat. The bow watch is also in charge of taking soundings and having the bow anchor ready for lowering at a moment’s notice. He or she is in charge of sound signals and should also be proficient with the heaving line.

Boatswain’s Mate (Bosun) - The bosun is skilled at boat and rig maintenance, and knows how to get the boat ready for sea, and how to put her to bed later that day. The bosun also performs a leadership role during sailing evolutions and must keep a sharp eye out for safety hazards.

Coxswain - The coxswain (cox) is in charge of the boat. This is a highly skilled leadership position. The coxswain is responsible for the safety of the crew and the vessel, as well as carrying out the mission. The coxswain generally steers the boat.

Navigator - The navigator is a thinking position. He or she is responsible for pinpointing the current position, providing the coxswain with up-to-date status of tides and currents, measuring leeway and providing the coxswain recommendations as to a proper course to steer. Additional navigational duties may sometimes be imposed.

Youth Sail Master - The youth sailing master is an expert on sail trim and will direct the sheet trimmers to maintain the correct angle of attack for each sail and the correct luff tension. The sailing master will also direct the sail evolutions such as tacking and jibing.

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The youth sailing master position is often left unfilled, so the coxswain usually directs these evolutions.

Boat Master - The boat master is an adult who is responsible for the safety of the boat and crew. The boat master is responsible for that day’s training, and for developing training plans with the other adult leaders. The boat master qualifies using USCG and BSA requirements. APPENDIX (5.b) ABLE-BODIED SEAMAN SKILLS CHECKLIST Sailor’s name: ___________________________ I. Rowing a. Understanding all rowing commands _________ b. Demonstrates proper rowing technique _________ II. Sailing a. Understands sailing commands _________ b. Demonstrates proper technique for dipping the lug _________ c. Understands basic sail trim _________ d. Understands points of sail _________ e. Knows correct names for all parts of rigging _________ III. Knots a. Cleat hitch _________ b. Bowline _________ c. Clove hitch _________ d. Round turn and 2 half hitches _________ e. Fisherman’s bend _________ f. Reef knot _________ g. Daisy chain lashing _________ IV. Seamanship a. Knows correct names for all parts of boat _________ b. Demonstrates correct use of lead line _________ c. Demonstrates correct use of heaving line _________ APPENDIX (5.c) BOATSWAINS MATE SKILLS CHECKLIST Sailor’s name: ____________________________ I. AB qualifications completed _________ II. Knots a. Monkey’s fist _________ b. Taut line hitch _________ c. Constrictor knot and spike hitch _________

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d. Turk’s head knot _________ e. Common whipping _________ f. Palm and needle whipping _________ g. Eye splice _________ h. Short splice _________ i. Long splice _________ III. Boats care and maintenance a. Knows how to harbor-furl the sails _________ b. Knows how to lace the sail to the yard _________ c. Knows how to properly care for the sails _________ d. Knows how to properly replace oar leathers _________ e. Knows how and when to use chafing gear _________ IV. Seamanship skills a. Knows how to prepare the boat for getting under way _________ b. Knows how to safely anchor the boat _________ c. Knows how to properly moor the boat _________ d. Understands all sailing evolutions _________ APPENDIX (5.d) YOUTH COXSWAIN SKILLS CHECKLIST Sailor’s name: ___________________________ I. ABS qualifications completed _________ II. Seamanship a. Understands proper rules of the road _________ b. Understands effects of current and wind on boat handling _________ c. Demonstrates proper response to a man overboard _________ d. Demonstrates ability to sail on all points _________ e. Demonstrates proper use of charts _________ f. Demonstrates authority and decisiveness _________ g. Demonstrates ability to steer a compass course _________ h. Demonstrates ability to ferry _________ i. Demonstrates ability to anchor safely _________ j. Demonstrates ability to beach the boat safely _________ k. Demonstrates ability to enter and leave dock safely _________ III. Safety a. Demonstrates correct use of the VHF radio _________ b. Demonstrates knowledge of weather forecasting _________ c. Understands limitations of the boat and crew _________ d. Demonstrates proper use of the float plans _________ e. Understands basic first aid procedures _________

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f. Recognizes dangers due to current, tides and wind _________ APPENDIX (5.e) ELIZABETH BONAVENTURE CHALLENGE NAVIGATOR SKILLS CHECKLIST Sailor’s name: ______________________________ I. AB qualifications completed _________ II. Demonstrates use of tide tables and tide charts _________ III. Navigational tools a. Charts _________ b. Chart symbols _________ c. Parallel ruler _________ d. Dividers _________ e. Hand-bearing compass _________ f. Mounted compass _________ g. Navigation log _________ IV. Plotting positions a. Demonstrates ability to plot fix from compass bearings _________ b. Demonstrates ability to read latitude and longitude from chart _________ c. Demonstrates ability to plot a course on the chart _________ V. Navigational knowledge a. Demonstrates ability to measure boat’s speed _________ b. Demonstrates ability to provide correct fix information to the coxswain _________ c. Demonstrates ability to provide steering corrections to the coxswain to hold a course _________ d. Demonstrates ability to reach a prescribed point on the chart _________ VI. Navigational terms a. Meridians and great circles _________ b. Latitude and longitude _________ c. Variation _________ d. Deviation _________ e. True North _________ f. Magnetic North _________ VII. Aids to navigation a. Buoy, daymark numbering convention _________

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b. Aids to navigation color convention _________ c. Obstruction markers _________ d. Informational aids to navigation _________ VIII. Safe navigation a. Demonstrates knowledge of rules of the road _________ b. Demonstrates knowledge of lighting requirements _________ c. Demonstrates knowledge of day shapes _________

APPENDIX 6:

BOAT MAINTENANCE

Last edited by David Jackson, May 2016

From Donn Wilson, June 2012

For most tasks there should be a qualified person to guide the activity. Emerald Marine

Carpentry (EMC) has allowed us to rent space in their structure. A notice should go to

all OARS members regarding a few restrictions for working at EMC:

• Do not park on EMC site; use street parking. OK to drive to tent for delivery of

supplies and tools.

• Do not request tools or supplies from EMC.

• There is an electric outlet in tent. OK to use for tools and vacuums, not for space

heating.

• Do not leave rags with paint or solvent in tent. Spread on rocks outside to dry.

• All paints and solvents to be returned to metal storage cabinet before departing.

From Donn Wilson, David Jackson, Andy Stewart and Gary Adams, December 2011

Andy Stewart clarified EMC’s intent for renting space to OARS. The rent is for space in

the back shelter for storage of boat maintenance supplies, tools and boat equipment. It

is not intended to provide storage space for out-of-service boats. During cold months

Andy Stewart offered the use of a diesel-fueled heater to heat the enclosure. The

heater would be outside the shelter with the hot air brought to the enclosure with a 12-

inch diameter tube similar to a clothes drier exhaust tube. EMC uses this practice for

winter projects in their front shelter.

Work tasks (number in parenthesis indicates ideal number of workers)

1. Remove thole pins and ensure they are identified with rowing station number.

Do not coat thole pins. (1)

2. Remove floorboards for repair and refinishing. (2)

3. Scrape and sand boat interior, thwarts and rails to remove loose material. Clean

under frames. Smooth scuffed areas and prepare surfaces for coating. DO NOT

USE CHEMICAL STRIPPERS. (4)

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4. Thoroughly vacuum and wipe down boat interior and rails. (4)

5. Recoat interior with multiple coats of Deks Olje D. 1 ensuring that material does

not pool at laps and any confined areas. Continue the Deks D. 1 application as

long as it is being readily absorbed. (4)

6. Coat thwarts and rails with multiple thin even coats of Deks Olje D. 2, taking care

not to get material inside thole pin sockets. Clean up any drips on hull. (2-4)Turn

boat over. (5-6)

7. Turn boat over. (5-6)

8. Sand and scrape exterior, including bottom, ensuring color separation line

between topside and bottom is preserved. Use Z-Spar Glazing Putty or Interlux

Surfacing Putty above water and 3M Marine High Strength Repair Filler below

water for filling scrapes and dings. (4)

9. Coat scuffed and any bare wood topsides areas with while oil-based undercoat.

Use multiple coats until the wood no longer shows through. Pettit Z-Spar 105

white undercoat previously used. (2)

10. Prime any bare areas on the bottom with red lead substitute.

11. Sand and recoat primed areas as needed to blend with existing paint. (2)

NOTE: Historically ablative high copper content bottom paint has been used on

the boats. The State of Washington adopted regulations that prohibit the use of

copper bottom paint by 2020. Several water-based, non-copper bottom paints

have been developed and research continues. However, to date none are

successful against ship worms/toredos. OARS should consider starting a

transition to non-copper paint. In recent years West Marine’s CPP or PCA

ablative paint has been used. If a switch to a non-copper paint is made, the new

paint needs to be compatible with the existing bottom paint or the existing paint

stripped to wood and primed before a new paint is applied. If wooding the

bottom is necessary, it should be done prior to any topside painting.

12. Mask sheer strake and bottom color separation line and coat topside with

multiple coats of white semi-gloss oil-based paint until uniform coverage is

obtained. DO NOT USE EPOXY OR POLY-BASED PAINT. (4)

13. Mask rail and sheer strake edge and paint sheer strake with multiple coats of oil-

based enamel with color similar to existing until uniform coverage is obtained. (2)

14. After the bottom is prepared and topside painted, mask and skirt topside at color

separation line and apply three coats of bottom paint, one color coat and two

different color topcoats. (4)

15. Turn boat over and install floorboards and thole pins. (5)

16. Repaint or touch up boat name and port of call as needed. (1)

Take-home projects:

17. Rudder should be prepped and painted same as the topsides and may be a take-

home project or worked into the scheme of refinishing. The tenon at top of

rudder should not be painted. (1)

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18. Sand rudder yoke and coat with multiple coats of varnish. Take care that no

varnish gets into rudder socket. (1)

19. Remove lines from stretcher, then sand it and apply multiple coats of Deks Olje

D. 1 until well-coated. (1)

20. Remove leathers from oars, then sand them and apply multiple coats of varnish

until well-coated. When fully dry, mask and paint position stripes of appropriate

color for the using boat. Reapply existing or new leathers as wear dictates. (1-2)

21. Reappoint boat as delineated by Operations Manual for OARS boats. (2-4)

22. Load boat on trailer and move to storage or launch. (5)

Materials used in recent years: Z-Spar Captains and Flagship varnish Z-Spar white primer enamel Z-Spar white semi-gloss enamel Deks Olje D. 1 and D. 2 West Marine CPP and PCA ablative bottom paint (blue for Glide) Denatured alcohol (for wipe down) Thinners as recommended by products used Open grade sandpaper: 80, 120 and 180 3M Blue and Thinline masking tape and Frog tape DO NOT USE CETOL (It proved to not be compatible with previously used products and contributed to bubbling of Deks Olje.) Floorboard Maintenance

Overview: Floorboards for the Glide and Erica are varnished. Periodic refinishing is

required. This requires removal of the floorboards, cleaning, sanding and refinishing.

Removal:

1. Using a #2 square drive hand driver or power driver remove all the flathead

screws holding the floorboards. A power driver will save time.

2. Take care to clean debris out of the square holes in the screws so the driver bit

fits snugly into the hole. This will minimize stripping the screw head. Save the

screws for reattaching the floorboards.

Refinishing: The floorboards tend to become very dirty, scratched and gouged with

normal use. Refinishing requires the following process:

1. Clean all surfaces using a rag and alcohol.

2. Sand all surfaces using 120 grit sandpaper. Take care to smooth up any raw

wood areas.

3. Sand all surfaces using 180 or 220 grit sandpaper.

4. Vacuum all surfaces to remove sanding debris.

57

5. Just prior to varnishing, wipe down all surfaces with a tack rag or a rag with

alcohol.

6. Treat any bare wood per directions on the varnish can. Let dry overnight.

7. Using a quality foam (disposable) brush, apply a thin coat of varnish to the

bottoms of the boards.

8. When dry, turn over and apply a thin coat of varnish to the tops and sides of the

boards.

9. When dry (12 – 24 hours), lightly sand the surfaces using 220 sandpaper or a

purple “Scotch” buffing pad. Wipe down with a tack rag or alcohol and a lint-free

rag.

10. Apply a second thin coat of varnish to tops and sides.

11. Repeat step 10 as necessary. Second or third coats may not be needed on the

bottoms.

Reinstallation: Where possible reuse the floorboard screws to reinstall the floorboards.

Most of the boards are marked on the back to indicate their position in the boat. Take

extra care to avoid overtightening the screws. If new screws are needed, be sure to use

the correct size.

Tips:

• Sanding will go faster if an experienced user uses a random orbit sander on the

major surfaces.

• Pour a small amount of varnish into a separate container and use it during

application. Keep the original varnish can covered and do not pour unused

varnish back into it.

• Apply varnish in very thin coats.

• Undersides of the floorboards may need only one or two coats, depending on

their condition.

• Good lighting, temperature of 60 to 70 degrees and a dry, dust-free workplace

are all required when applying varnish.

Project time estimate:

Floorboard removal: 1 hour using a power driver

Prep: 2 - 4 hours

Varnishing: 2 hours per day; 3 to 4 days

Reinstalling: 1 - 2 hours

Total: Minimum of 6 to 8 days elapsed timed and a total of approximately 16 person

hours

Tools needed:

#2 Square driver (short driver needed under thwarts)

Awl or similar tool to clean screw slots

Sanding block

58

Optional – power driver with #2 bit

Optional – random orbit power sander with appropriate sanding discs

Materials needed:

#120 (or similar) sandpaper

#220 (or similar) sandpaper

Optional – “maroon” colored Scotch-Brite pads

Foam brushes (2 inch), quantity 6+

Alcohol

Tack rag

Clean, lint-free rags

Varnish – Pettit Z-Spar Captains #1015 (1 pint)

Appendix (7)

By-laws, Officer and Committee Definitions and Duties

Approved November 11, 1983

Revised and Approved June 3, 2016

Amended October 20, 2017

Amended March 15, 2019

ARTICLE I: Name

The name of the organization shall be “The Old Anacortes Rowing Society” or “OARS”.

ARTICLE II: Mission Statement

Rowing together to enjoy, honor and promote wooden boats and small craft traditions.

ARTICLE III: Membership

Membership shall be open to anyone who is in sympathy with OARS' mission, and who

pays the prescribed dues or is an Honorary Member. The membership year runs

concurrently with the fiscal year, which is January 1 through December 31. Annual

dues are payable January 31. All members except visiting short-term members (three

to six months) have voting privileges.

ARTICLE IV: Meetings

Twice monthly general meetings for conducting routine business shall be held at an

announced time, day and location. Members in good standing are entitled to vote on all

matters considered. Seven members, including three officers, shall constitute a quorum

at general meetings.

59

An Annual Meeting of the membership shall be held during October, at which time there

will be the election of the slate of Executive Officers, a vote on the proposed budget for

the next year, and any other OARS business as set forth in the agenda for the meeting

or brought to the floor.

Members shall be informed of the day, time, place and agenda for the Annual Meeting

at least fourteen (14) days in advance of the meeting by announcements at a regular

meeting, and by publishing such announcements on the OARS website.

ARTICLE V: Board of Directors

The Board of Directors shall consist of the Executive Officers (as defined in Article VI)

and the standing committee chairs. The President will be the officiating member of the

Board of Directors.

Three of the five Executive Officers shall constitute a quorum at Board of Directors

meetings.

The Board of Directors shall have overall custody of the legal documents of OARS, and

of all real property, structures, and vessels belonging to OARS.

The Board of Directors may commit the expenditure of OARS funds up to a limit of two

hundred dollars ($200) per item for unbudgeted items without further authorization.

The Board of Directors drives the Agenda for all meetings.

The Board of Directors is annually responsible for nominating a slate of Executive

Officers which will be voted upon at the Annual Meeting. The newly elected Executive

Officers will take office January 1.

If the position of any of the Executive Officers becomes vacant for any reason, the

Board of Directors shall recommend a successor who shall hold office for the un-expired

term of that position.

Executive Officers may be removed from office by a majority vote (either in person or by

proxy) of the membership at a special called meeting of the general membership with a

fourteen (14) day notice. The notice shall include the day, time, place and agenda for

the special called meeting.

ARTICLE VI: Executive Officers

60

The Executive Officers shall be: President, Vice President, Immediate Past President,

Secretary and Treasurer. These officers constitute the Executive Board. Their duties

shall be as follows:

1. The President, or an assignee, shall preside at all meetings, call special

meetings as necessary, provide an agenda for such, appoint committee chairs, and

attend to such other business matters as shall be deemed necessary. The term of

President shall be the calendar year, after which he/she will be Immediate Past

President for a year.

2. The Vice President shall perform the duties of the President in his/her absence,

and perform other duties as requested by the President. The term of Vice President

shall be the calendar year, after which he/she will be President for a year and then

Immediate Past President. This position is a three (3) year commitment.

3. The Immediate Past President will serve as a counselor to the Executive Board

and to the standing committee chairs so as to provide and maintain consistency, vision

and direction for OARS.

4. The Secretary shall publish the Agenda in advance of all meetings, shall record

the Minutes of each regular and special meeting, and shall read same as requested.

After acceptance of the Minutes, the Secretary shall ensure they are published on the

OARS' website.

5. The Treasurer shall keep full and accurate accounts of receipts and

disbursements in books kept for that purpose, shall receive and deposit all OARS'

monies in such depositories as shall be designated by the Board of Directors and will

ensure appropriate forms are filed and taxes paid. Any unbudgeted disbursements of

more than two hundred dollars ($200) must be approved by a vote of the membership.

The Treasurer shall render to the Executive Officers and/or Board of Directors when

required, an accounting of all transactions and of the financial state of OARS.

The Treasurer shall develop a proposed budget with help of the Board of Directors, 30

days prior to the Annual Meeting date. This budget must be published for all members

to read 14 days prior to the Annual Meeting date.

Treasurer shall send out membership renewal notices before the first day of each year.

ARTICLE VII: Standing Committee Chairs

Standing committee chairs will be appointed by the President and serve a one-year

term at the pleasure of the President. These committees will be Communications,

Finance, Maintenance, Membership, Outreach, and Safety, Skills and Scheduling. The

61

chairs may enlist volunteers to help with the responsibilities of their committee. The

responsibilities of the individual committee chairs are as follows:

Communications: Will provide oversight to the OARS’ website, archives, video

equipment and all newsletters, publications and marketing materials. The committee will

assist with the creation, review and updating of internal OARS’ documents such as the

Bylaws and manuals as requested by the Executive Officers/Board of Directors, and/or

the membership.

Outreach: Will oversee and keep the Board and membership appraised of OARS’

operation and/or participation in on-the-water and classroom outreach programs that

further OARS’ mission. Will coordinate OARS’ presence and participation in community

events, messabouts and similar activities. Will represent OARS and its interests in

organizations such as the Anacortes Waterfront Alliance and the Port of Anacortes

Marina Advisory Committee and report their activities to the club. The committee will be

chaired by the Vice President.

Finance: Will provide budgetary oversight and ensure that insurance policies are

renewed and that all necessary state and federal tax filings are made. This committee

will arrange for a yearly review of OARS’ finances and report to a regular and/or Annual

Meeting.

Maintenance: Will ensure that boats, boat shelter and trailers are in good repair, and

will maintain a schedule for timely maintenance. The Bosun and the Shelter Manager

will be members of this committee.

Membership: Will oversee efforts to recruit and retain members and maintain the

membership roster. Will collect membership and liability forms.

Safety, Skills and Scheduling: Will oversee safe boating practices by OARS’ Masters

and members and monitor the adequacy of boat safety equipment. Will oversee

Masters' training and testing as well as any skill-building events for members. Will

review and provide advice and consent for Out-of-Area Float Plans. Will oversee boat

and crew scheduling.

ARTICLE VIII: Financial Interests of Members

No member of OARS shall have any financial interest in OARS' income or assets

except that OARS shall be empowered to pay reasonable compensation for services

rendered and to make payments in furtherance of the purpose/mission set forth in

ARTICLE II.

62

ARTICLE IX: Amendments to Bylaws

These Bylaws, or part thereof, may be amended at any meeting of the membership by a

two-thirds vote of those voting, provided that a written notice of the proposed

amendment be advertised to the membership at least two weeks (14 days) before the

date of said membership meeting.

ARTICLE X: Dissolution – Page 63

64

CREDITS • Earlier writers and editors include Lin Folsom, Bill Boerner, Dave McMillan, Torgy

Torgersen, Beth Bell and David Jackson.

• Amended October 2005 by Bill McGaw and Von Kuehn.

• Revised April 2009 by Torgy Torgersen, David Jackson and Jim Laurel.

• Revised January 2013 by Torgy Torgersen, Steve McLean, John Guinn, David

Jackson and Bill McGaw.

• Elizabeth Bonaventure Manual by Vicky McCarley 4-H Adventure Education and David Jackson.

• Boat Maintenance by Donn Wilson, David Jackson, Andy Stewart and Gary Adams.

• Out-of-area Rows, Procedures for becoming a Master in OARS and Sea Trial

written by Jim Laurel and Torgy Torgersen.

• Revised July 2016 by Torgy Torgersen, Robin Pestarino, Christine Mathes and

Mindy Sorensen. Editorial assistance from Jack Darnton.

• Incident Reporting by Skip Dassler, 12/2018.

• Amended Bylaws March 2019 by Jack Darnton, Robin Pestarino and Mindy

Sorensen.

This manual is not copyrighted and can be copied as needed.

2015OARSMANUAL03142016Rev062919

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