Boat Operation Procedures for Gigs

OARS Procedures for Gigs 

Erica, Glide, and Annie C 

Mission 

The purpose of O.A.R.S. shall be to encourage the construction, preservation, and use of hand-launched, non-motorized, rowing and sailing craft, and related facilities, and to serve as a conduit for the exchange of professional information. 

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 may be paid in cash to the MASTER, or by means of punch-cards obtained from the Treasurer of O.A.R.S. Membership information and forms are available from the club secretary. 

Master’s Qualifications

• Be a member of O.A.R.S. in good standing. 

• Be a minimum of 21 years of age (exceptions to this limit may be made on an individual basis at the discretion of the Trustees). 

• Pass an oral and/or written exam, administered by the Trustees, in the areas of Rules of the Road, Seamanship, First Aid, and these Procedures. 

• Pass a Sea Trial administered by a Safety Officer. 

• Be familiar with the care, trailering, storing, maintenance, towing, and mooring techniques as specified by the Trustees. 

Master’s Responsibilities 

Any time a vessel is taken out, at least one member of the crew must be a Master. In addition to accepting responsibility for the safety and well-being of the crew, the boat, and its equipment, the Master is responsible for the following: 

• Before rowing an unscheduled row, clear the schedule with a Trustee and record it on the use-calendar maintained and posted in the shelter be the Trustees. 

• Fill in the Log for every boat trip. This shall include the Master’s and rower’s last names, time, date, and conditions. 

• Promptly report to a Trustee or Officer any damage or significant injury sustained during the course of the row. 

MINUMUM EQUIPMENT FOR A CREW OF FIVE 

USGS – Required Equipment 

• 5 USGS approved Type II PFD’s (life jackets). 

• 1 USGS approved Type IV throwable PFD. 

• 1 USGS approved sound producing device. 

• Flare set or Day/Eve Emergency Distress Signal (Flare kit containing rockets, pistol, hand-held flares, and instruction card; tethered to the boat). 

• 1 Bright light. 

Minimum Safety Equipment in Addition to USGS Requirements 

• 4 Oars and 2 paddles. 

• 2 Fenders. 

• 1 Bailer and Sponge. 

• 1 First Aid kit. 

• 1 Towline (3/8 inch X 75 feet and 1 towing bridle). 

• 3 Mooring lines (1/2 inch X 12-15 feet). 

• 1 Extra Thole pin or Oarlock. 

• 1 Knife and Lashing material (10 – 20 feet of twine). 

• 6 Grommets as needed. 

Additional Equipment 

• 1 Storage basket. 

• 1 Rudder, yoke, and retainer pin (affixed to the transom). 

• Crisco for lubricating the leathers. 

• 4 Foot braces and 8 adjustable cords as needed. 

• 4 Rower’s seat cushions. 

TRAILERING AND LAUNCHING 

When the boats are empty of all gear, they are easier to lift on and off of the trailer by the crew, with the possible help of a few bystanders. This is the preferred method of loading and unloading to avoid trailer immersion. One or both aft trailer chocks can be removed to facilitate the job, but be sure to keep track of the bits and pieces and where they go. The boat fits on the trailer with its bow all of the way forward in the chock. Also: 

• Protect the gunwales from chafing be inserting a piece of canvas under each tie-down. Tie-downs should be snug, but not over-tightened, so that they do not strain the hull. 

• 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. 

• The driver of the towing vehicle should be well acquainted with the demands of trailer handling, especially when cornering and backing up. 

• The lights, safety chain, and hook-up should be double-checked before proceeding, and at each stop. 

BOAT DIAGRAM 

EQUIPPING THE BOAT

Seat cushions should be positioned on the thwart, with the narrow part between the thwart knees, with the seam down, and the flanges lashed below the thwart. 

Foot braces on gigs are equipped with knotted cords that can be adjusted to position the braces to suit individual rowers. 

Thole pins are to be lashed securely to the seat risers with a midshipman’s hitch. 

Stowage basket fits forward of the bow thwart with its handles lashed to the risers. 

Bailer, sponge, and flare kit are stowed in the gear basket. 

Life jackets are stowed in canvas bags at each thwart and at the stern sheets for the coxswain. 

Rudder, when installed, is retained by a pin through the sternpost and transom. The rudder yoke is installed with the arm-ends pointing aft and correct side up. Remove the rudder before beaching. Stow the rudder and yoke under the stern sheets. 

TIPS FOR THE CARE AND USE OF THE BOATS 

Clean shoes or feet before entering the boat. Whenever returning from a trip using the trailer, hose the boat off both inside and out, bailing and sponging out the water, sand, and dirt. A fresh water wipe-down 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, or when moving about the boat, always use the floorboards near the centerline; do not step on the planks or edges of the thwarts. If, in some crisis, a thwart must be stepped on, aim for the center where it is supported. 

Handle the oars with care to avoid denting and scratching them. Ensure that they don’t hit the gunwale when extending them outboard or when stowing them. Take care not to hook an oar under a thwart or hit the thwart knee, especially on number three. 

BOAT COMMANDS 

The coxswain usually gives the boat commands. In the absence of a cox, the stroke oar may give commands to the crew. 

Commands can be divided into three groups: preparing to get under way, rowing commands underway, and docking and stowing commands. 

Getting Underway 

STAND BY THE OARS The coxswain and crew are aboard and the rudder is installed. At this point the oars are still stowed in numerical order on the thwarts. Depending upon which side the vessel is tied, two of the oars will have to be passed over to the other side of the boat, over the heads of the rowers. For example, the coxswain or stroke oar may give the command “OVER OAR #2”, then “OVER OAR #4”. The bow person commonly assumes the responsibility of ensuring that each oar has a grommet. 

CAST OFF means let go of the shore lines. This is customarily done by the rowers on the dock side of the vessel. 

SHOVE OFF means that the dockside rowers will push the vessel clear of the berth. 

OUT OARS Locate your oar, check that the grommet is at the leather, and grasp the oar in anticipation of the OUT OAR command when the rowers move their oars directly from this “STAND BY OARS” position, to the rowing position, or “OARS”. When the command, “OUT OARS” is given, the oars are simultaneously cleared from both sides of the boat. The oars are placed aft of the thole pin, with the leather on the thole pad, and the grommet looped over the thole pin. Hold the oar blades above the water. 

POINT OARS means keeping the oar blades above the water, bend forward at the waist and extend your arms aft in preparation of taking a stroke when you hear the next command of “GIVE WAY TOGETHER”. 

An example of the chronological order of commands is: 

1. “STAND BY YOUR OARS” 

2. “OUT OARS” 

3. “POINT OARS” 

4. “GIVE WAY TOGETHER” 

Rowing Commands 

GIVE WAY TOGETHER The word “TOGETHER” is the command of action. On hearing “TOGETHER”, rowers begin taking stokes, keeping cadence with the stroke oar. Once the boat is moving continue to pull using steady strokes in cadence with the stoke oar until you hear another command. 

WAY ENOUGH This command is always given before a change in rowing is made. It means to stop pulling, return to the position of OARS and await the next command. 

HOLD WATER This command is used to stop or slow headway or sternway. When “HOLD WATER” is ordered, carefully immerse the oar blade while holding firm to keep the oar from being swept aft or the rower off the thwart. 

BACK WATER This command is given to make sternway, or to quickly slow or stop the boat. 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 headway, and is preceded by WAY ENOUGH. 

TRAIL OARS is used in passing obstructions that would interfere with the extended oars. Upon hearing this command, finish the stroke, let the grip pass your body allowing the oar to trail close alongside, but exercising care to prevent the oar from slipping through the grommet 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. 

UP OARS The oars are lifted smartly to a vertical position, grips resting on the floorboards amidships, blades trimmed fore and aft, and one hand holding the grommet at the leather. This command may be given as a salute to another vessel or person(s) ashore, or when coming alongside a dock or another vessel. 

LET FALL Bring the oars down gently, positioning the leathers aft of the thole pins, and engage the grommets onto the thole pins. Hold the grip to keep the oar blade vertical above the water. This brings you into the position of OARS. 

Docking and Stowing 

BOAT OARS With the blade flat in the water, briskly lift the inboard loom of the oar upward to top the grommet off the thole pin, or lift the oar out of the oarlocks. Carefully bring the oars aboard the boat and position them down the middle on the thwarts, fore-and-aft. Each rower can help other rowers to gently boat and stow the oars. Again, rowers #3 and #4 should lift the butt ends to prevent contact with the thwart knees! 

FEND OFF The rowers will get ready to hold the vessel off the dock or other obstacles while it comes into the berth or at other times as needed. 

SECURE THE VESSEL The rowers on the dock side will tie the vessel to the dock. There are two lines (bow and stern) which can also act as spring-lines. When stowing in the boathouse, an extra line generally secures the stem in addition to the bow and stern lines. 

STOW OARS Place the oars on the thwarts such that they are out of the way of the disembarking rowers. This may entail passing two of the oars over the heads of the rowers to the side of the boat away from the dock using the “OARS – OVER” command. The oars can be nested snugly, but gently, to prevent their movement and possible chafing. The oars are rested in numerical order: stowed #1 amidships to #4 outboard. 

TOWING 

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 at thwart #4, so the thimble rests near the bow-ring or hole. A short length of line can be used to keep the thimble at the stem-hole to distribute some of the strain of towing. The tow line can then be tied to the thimble and to the tow boat. 

RULES OF THE ROAD 

Right of Way Precedence 

Source: USPS Boat Smart Manuel 

In general, vessels with more maneuverability give way. Tonnage deserves consideration. 

Maneuvering Rules of the Road: Power 

1. Vessel Overtaking Gives Way 

2. Vessel to Starboard Stands On 

3. Vessels Meeting shall both alter course 

Responsibilities 

Stand On Vessel: Maintain course and speed. Ensure that if the risk of collision exists to AVOID COLLISION. 

Give Way Vessel: To alter course as early as risk of collision is apparent. Alter course behind the Right of Way Vessel. 

Right or wrong does not matter, if it appears there may be a collision stay out of the way! 

PROCEDURES FOR CREW OVERBOARD

Briefing Prior to Rowing 

1. Ask if everyone swims. If someone is not a swimmer, have that person don a lifejacket. 

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

3. No one should stand up in the boat once it is underway, unless directed by the Master. 

4. Should someone go overboard into the water – DON’T PANIC! 

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

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

7. Try to prevent damage to the boat and equipment. 

Retrieving and Bringing Crew Back 

1. The Master of the boat is to take charge – be firm, direct, and clear with your communication. 

2. Throw floatation; appoint a ‘lookout’, and WAY ENOUGH. 

3. Direct the ‘Engine Room’ (oars #2 and #3) to CROSS OARS (rest the oar athwart ship, across both gunwales). This way they are out of the way of the rescue, while one of these rowers acts as a lookout and the other prepares a large enough bowline to slip over the person in the water. 

4. If one of the ‘Engine Room’ rowers has fallen overboard, wait for direction from the Master to improvise. 

5. Using rowers at oars #1 and #4, maneuver the boat back to the person who has fallen overboard. 

6. When maneuvering, ensure that the boat is upwind of the person in the water. This way the boat can float onto that person, rather than away from him or her. 

7. With the person in the water alongside, attach that individual to the boat using the large bowline. 

8. Using the crewmembers at oars #1 and #4 to counter balance the boat while the person in the water hoists themselves out of the water as much as possible. The crew amidships should help if the person in the water is too weak. 

9. Lever the individual back into the boat; again, while ensuring that some crew shifts their weight to prevent capsize. 

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

Once the Person is Back Aboard 

1. Continue talking with the person who went overboard. Keep them coherent and warm. 

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

3. If someone has a cellular phone, call emergency 911 if the person is suffering from even moderate hypothermia or is unconscious. Look for slurred speech, incoherence, lack of shivering. 

4. If the person is capable, have them row to help warm them. 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 and continue to monitor for hypothermia. If symptoms of moderate hypothermia develop, take the person to the hospital ASAP. 

COMMON SENSE BOATING

• Know the conditions in which you will be rowing including tide and current, wind, and waves. 

• Know the abilities of your crew and ensure that the strong rowers are at oars #1 and #2, or #2 and #3. 

• When in a sea or with approaching waves, ensure that the boat takes them either on the bow or forward quarter. If the waves come from behind, then take directly astern or on a quarter. Never take waves on the beam. 

• Dress in layers, wear polypropylene and wind proof layers in cool seasons. 

• If there are non-swimmers or weak swimmers aboard, ensure that they wear lifejackets. 

The following are modifications or additions: 

• Local rowing area is defined as that area bounded by the Guemes’ ferry dock on the West, SE shore of Guemes Island and Saddle Bag Island on the North, Hat Island to north tip of March’s Point on the east and Weaverling Spit on the South. Prior to entering Guemes Channel, the tide and currents will be checked 

• Weather conditions for rowing: Winds not to exceed 15 Knots or with white caps present. Wave action not to exceed 2 feet. Visibility must be greater than one mile. Operations with visibility of one mile or less requires the fog signal be sounded. 

• All masters are to be retested every five years with an on the water examination. All masters are to successfully complete a written examination every two years. Anyone that has not acted as a master for a period of one year or more will be given an on the water examination. 

• Masters are to practice the ‘Man Overboard Drill’, docking and the serpentine at least once a year and so document in the logbook. A separate record will be kept in a book under each master’s name. 

• On a boat with more than one qualified master on board, the master in charge will be designated prior to leaving the dock 

ADDENDUM FOR OUT OF AREA ROWING 

Prior to any out of area rowing the master will obtain the permission of the club. The regular rowing schedule will be consulted and agreements made with all crews that will be impacted 

It is strongly suggested that crossing Haro Strait, Admiralty Inlet or the Strait of Juan de Fuca be discouraged. If such a crossing is to be undertaken, extraordinary precautions must be taken. 

Masters of any out of area rowing must have at least completed the equivalent of the Basic Seamanship course conducted by the Coast Guard Auxiliary or Power Squadron. 

The master and crew of a proposed out of area rowing will submit a detailed float plan to a club Safety Officer. The master and crew will meet with the Safety Officer prior to departing for a review of the float plan. After returning from the trip, the master and crew will review the trip with the Safety Officer. The float plan should contain the proposed route with waypoints depicted every two miles or 30 minutes of elapsed time. Consideration will be given to weather, tides and currents. Safe havens should be depicted for the route. 

Potential emergencies should be discussed in the float plan, i.e. heart attack, man over board, swamping or sudden onset of bad weather. At no time will artificial time constraints (i.e. “need to get there”) trump good seamanship and common sense practices related to safety. 

Adequate charts and a compass are to be onboard. While enroute an up to date position will be plotted every 30 minutes or two miles on the onboard chart. It is suggested that the method of determining the fix be annotated. If dropping behind the planned schedule by 30 minutes or more, it may be prudent to divert to a safe haven and consider re-evaluating the float plan. 

It is suggested that the master contact a pre-arranged, responsible person in Anacortes when arriving at the destination or safe haven and upon returning to Anacortes. 

The master will insure that adequate emergency equipment will be carried onboard. An adequate anchor and sufficient rode for the proposed area of the row will be onboard. Extra clothing, food, water and an extra bailer should be onboard. One Type II PFD per passenger will be on board. 

A VHF radio and extra batteries must be onboard. This is to allow contact with the chase/safety boat, the Coast Guard, Puget Sound Traffic Control (Seattle Traffic) and if necessary, contact with other vessels. Alternate forms of communications and navigation should be considered (cell phone, mirror, semaphore, hand held GPS, etc.) 

If towing is required, there will be no one in the gig1unless it would be dangerous to board the safety boat. Rigging techniques should be reviewed with the Safety Officer. The towing yoke will be rigged before departing. 

The trip should not be started if the weather forecast calls for winds in excess of 15 knots, wave action of 2 feet or more or visibility one mile or less along the proposed route. If such conditions were encountered or white caps present, it would be prudent to proceed to the nearest safe haven. 

It is strongly suggested that operations should be conducted only between sunrise and sunset. Any operations between sunset and sunrise will require one battery operated flashlight be on board. 

The master will arrange for a power chase/safety boat of sufficient size to accommodate the rowing crew to accompany the gig. The chase/safety boat is to be in visual and radio contact with the gig at all times. 

All expenses for the chase/safety boat and gig will be the responsibility of the master and crew. 

It is suggested prior to under taking any out of area rowing, the master practice a man over board and docking drills. 

The master will retain total responsibility and authority for all planning and execution of the trip. 

Credits: This manual in not copyrighted and can be copied as needed. Writers and Editors include Dave McMillan, Torgy Torgerson, Beth Bell, and David Jackson. February 2003 Amended Oct 2005 by Bill McGaw and Von Kuehn 

1 Any reference to a gig will include the Wherry or any other boat owned by the club.