|Topic Review (Newest First)|
|04-02-2007 12:46 PM|
|sailingdog||Get some rechargeable batteries and a 12VDC charger, and you should be all set.|
|04-02-2007 12:24 PM|
Speaking of lanterns aloft...There are any number of mock-Coleman-lanterns in the stores these days, some even branded by Coleman, that use LED arrays and run for up to 48 hours on the self-contained batteries. Some with little remote control keyfobs, too.
Should be easy enough to just hoist one of those aloft, they should be economical and utilitarian things to have on a boat. Often under $20 at the bigbox stores. Some using C or D cells, others lantern (6v) batteries, etc.
|04-02-2007 12:13 PM|
We use a flourescent drop-light(mechanics-style light) as a super-bright anchor light when there is a danger of someone wandering out of the channel into the anchorage. The light has a 24w flourescent bulb about 10" long. We run it off of a small inverter and have a total draw of about 2.3 amps. We don't use this every night because of the high-amp draw, but when hoisted on a flag halyard it makes our presence known with no doubt. It's also nice to have one item serve more than one purpose on the boat.
When in "safe" anchorages we use LED anchor lights - one at the masthead and one handing off the backstay about 6' above deck level.
Hope this helps,
|04-01-2007 08:03 AM|
At least we'll know which boat is yours... and that might even fulfill the dayshape requirement.
|04-01-2007 01:57 AM|
Originally Posted by Boasun
|03-31-2007 09:43 PM|
From the navigation center....USCG
Can I use Strobe Lights to be more visible at night?
For any other lights beyond those specifically defined within the Navigation Rules they should be such lights as cannot be mistaken for the lights specified in these Rules, or do not impair their visibility or distinctive character, or interfere with the keeping of a proper look-out (Rule 20).
Displaying a strobe for “higher visibility” would confuse other vessels as to your navigational status (many aids to navigation use a strobe or flashing). Also, lights provide direction and aspect information to other boat operators. For example, if while operating my vessel I see a red light on my starboard side I know I am the give-way vessel (Rule 16, 17). The use of a strobe light could overwhelm a vessel’s navigation lights and cease to provide such crucial direction and aspect information to other boat operators.
Also, Rule 36 of the International Rules addresses signals to attract attention and for the purpose of [that] rule the use of high intensity intermittent or revolving lights, such as strobe lights, shall be avoided. Rule 37 of the Inland Rules addresses strobes in regards to distress signals so that when a vessel is in distress and requires assistance she shall use…a high intensity white light flashing at regular intervals from 50 to 70 times per minute.
Since strobe light use is to be avoided (International waters) or used as a distress signal (Inland waters), it cannot be used to routinely mark vessels operating on the water.
|03-29-2007 09:01 PM|
"very expensive ticket." If the USCG operating budget gets to keep any portion of it, I'd be in favor of it!
Don't they get to bill you for the complete cost of the operation when there's a false distress signal?
|03-29-2007 07:14 PM|
Sorry people but a strobe light is considered a distress signal under Inland Rules. So as you sit there at anchor with the strobe light on, you may be boarded by Coast Guard, who on finding out that you are not in distress will write you a very expensive ticket. Now do you really want that to happened?
Using bright Anchor lights and deck lights will alert all but the most tired operator that you are there. The Anchor lights are WHITE, 360 degrees. If in doubt about being seen then hang one on your fore stay and one a tad lower on your back stay. Coleman lanterns are great also very bright. Just be sure that nothing is flammable above them.
But what ever you used be careful and Have a Good Time out there.
|03-29-2007 06:19 PM|
No argument with your last post. My argument is only with those who feel they can anchor anywhere, anytime, flip the anchor light on and they are done with their responsibilities. Obviously each situation calls for a different approach. If you read my post called "signalling" you will see what can happen even in perfect conditions. The visibility in that instance was as perfect as could be. If the other vessel had not altered course, it is doubtful I'd be here to argue my point. And that was with a proper anchor watch that noticed the impending danger immediately! My personal recommendation, for single handers, is, if you're not a light sleeper, set an alarm clock. Light sleepers have an advantage. When they waken to the heavy thrum-thrum sound a large diesel engine makes they can pop on deck and see that all is well.
I see no really good reason to carry a strobe, it will not be seen any further than say flicking the mast head light on and off, if you are actually in distress. The abuse of it is a greater problem than the good it does, IMHO. Shining a light up on your sails or mast is an approved way of attracting attention. Spreader lights and the such shining down on your deck is also approved and quite effective.
Large merchant vessels carry a three man watch. The helmsman is not considered a look-out, the mate is. During the day time the other seaman may be on deck working, but will be pulled off that duty if needed for look out. At night, or any other restricted visibility, the seamen are split between the wheel and lookout on the bow. In heavy weather, the lookout may be moved to the bridge wing. In congested areas, and restricted visibility, another mate may be brought out to solely monitor the radar. The captain will often be on the bridge as well. A lookout, who is required in poor visibility as the result of adjudication of maritime law cases, is technically required to have no other duties. Thus, at night and any time visibility is restricted, he is posted for that job alone. In open sea, during the day, there may not be one that meets that criteria, with the mate and helmsman serving that function. If there was a collision, this would be considered a contributing factor, and the master held liable. So compromises are made at every level, but the responsibility remains the same.
|03-29-2007 12:48 PM|
My point, exactly. Dead Right has no place on the water... i do not care what the regs say. Use some common sense. The same holds true in anchoring... common sense.
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