First Aid Kit(s) for Cruising
First Aid Kit(s) for Cruising
Courtesy of Rob Murray from SV AVANT
When we prepared Avant for offshore six years ago, we looked carefully at what we would pack for first aid preparedness. We could easily imagine a wide range of scenarios where one or the other of us, or another cruiser or local, was injured (grievously), and needed first aid in an inconvenient, remote location. You know, unconscious bleeding from a compound fracture surrounded by crocodiles while darkness falls in some mangrove swamp, or something like that. We determined that:
- We needed to be able to react to a broad variety of potential medical emergencies quickly and comprehensively;
- That we would likely be short handed in responding (so the response would have to be easily transported by one person);
- That the emergency may happen aboard Avant, aboard another vessel, or ashore so we would need to be able to move the appropriate materials for response to the injured person, and then move the injured person from the site of the incident back to Avant or from the site of the incident to another place for treatment or evacuation;
- That we would be at least hours, and might be days or even weeks from professional medical facilities and professional medical help (so we would need enough supplies to treat issues for a prolonged period with instructions on how to use them);
- That there were ‘levels’ of response that would be appropriate, so segregating supplies into appropriate kits suited to different levels of response would make sense; and
- We would need reference materials suited to the kind of ‘medicine’ we would be practicing.
Before you carry on reading, please note that we’re over prepared. Period!
First, we looked for organizations that had worked systematically to solve this set of problems so we could emulate their methods and techniques. The military immediately came to mind, as they have applied science and rigour to responding to emergency medical situations in rustic locations (although they admittedly seem to focus on gunshot wounds and extreme blunt force trauma as the primary sources of injury). We also read up on mountaineering and other wilderness response experiences, and found the ‘prepper’ community had many guidelines, tips and resources that seemed useful. The Ministry of Transport in the UK also had relevant resources. While many sources suggested that buying supplies separately would be cheaper than buying a kit, we found the reverse to be true, and that the kits we looked at offered value as well as convenience.
So after our obsessive research, we equipped ourselves with a simple ‘boo-boo kit’ for day to day stuff.
This is the type of kit you see in a larger drug store, Costco, Walmart, or some other big box store. You can buy them online at Canadian Safety Supplies. They are also available from the Red Cross, St Johns Ambulance or similar organizations online. It’s portable, so we don’t have to drip blood on the way to the bandaids; soft sided so it’s easy to store, and reasonably comprehensive for small injuries. It unzips and flops open to display the contents when in use. There is plenty of room in the carry bag to augment the contents.
Kit Supplies
Supplies in this type of kit are usually similar to a list like this:
- 12 plastic bandages, 1.9 cm x 7.6 cm (0.75 in. x 3.0 in.)
- 10 junior plastic bandages, 1 cm x 3.8 cm (0.4 in. x 1.5 in.)
- 6 fabric bandages, 2.2 cm x 7.6 cm (0.9 in. x 3.0 in.)
- 2 large fabric bandages, 5.1 cm x 7.6 cm (2.0 in. x 3.0 in.)
- 3 knuckle fabric bandages, 3.8 cm x 7.6 cm (1.5 in. x 3.0 in.)
- 3 fingertip fabric bandages, 4.4 cm x 7.6 cm (1.7 in. x 3.0 in.)
- 5 butterfly skin closures, 1 cm x 4.4 cm (0.4 in. x 1.7 in.)
- 4 sterile gauze pads, 7.6 cm x 7.6 cm (3.0 in. x 3.0 in.)
- 2 sterile non-woven sponges, 7.6 cm x 7.6 cm (3.0 in. x 3.0 in.)
- 1 sterile abdominal pad 12.7 cm x 22.9 cm (5.0 in. x 9.0 in.)
- 2 sterile Telfa, non-adherent pads, 5.1 cm x 7.6 cm (2.0 in. x 3.0 in.)
- 1 roll conforming stretch bandage, 5.1 cm x 180 cm (2.0 in. x 70.8 in.)
- 1 roll conforming stretch bandage, 7.6 cm x 180 cm (3.0 in. x 70.8 in.)
- 1 compress bandage, 10.2 cm x 10.2 cm (4 in. x 4 in.)
- 1 Woundseal topical powder
- 1 non-compressed, triangular bandage, 101.6 cm x 101.6 cm x 142.2 cm (40 in. x 40 in. x 56 in.)
- 1 package of assorted safety pins
- 4 sterile cotton-tipped applicators, 7.6 cm (3.0 in.)
- 2 individually wrapped tongue depressors, 1.9 cm x 15.2 cm (0.7 in. x 6.0 in.)
- 1 roll clear plastic tape, 2.5 cm x 140 cm (1 in. x 55.1 in.)
- 1 roll elastic compression bandage, 7.6 cm x 170 cm (3.0 in. x 66.9 in.)
- 16 antiseptic towelettes
- 12 alcohol antiseptic swabs
- 3 Bacitracin antibiotic ointment, 1 g (0.04 oz.) each
- 2 Water-Jel, 3.5 g (0.12 oz.) each
- 1 eye dressing pad
- 1 large instant cold pack
- 3 After Bite treatment swabs
- 1 St. John’s Ambulance pocket guide, bilingual
- 1 paramedic scissors
- 1 pair of nickel-plated, blunt end splinter forceps
- 1 package of splinter out
- 2 Nitrile, medical examination gloves
- 1 CPR face shield with filtered valve
- 2 antimicrobial hand towelettes
- 6 hand cleansing moist towelettes
- Hand sanitizer
- 1 infectious waste bag
- 2 thermometers
- 1 foil/Mylar emergency blanket, 142.2 cm x 203.2 cm (56 in. x 80 in.)
- 2 candles
- Waterproof tipped matches
- Purified drinking water, 125 ml (4.3 oz.)
- 2 plastic bandages, 1.9 cm x 7.6 cm (0.75 in. x 3.0 in.)
- 5 junior plastic bandages, 1 cm x 3.8 cm (0.4 in. x 1.5 in.)
- 2 fabric bandages, 2.2 cm x 7.6 cm (0.9 in. x 3.0 in.)
- 1 knuckle fabric bandage, 3.8 cm x 7.6 cm (1.5 in. x 3.0 in.)
- 1 fingertip fabric bandage, 4.4 cm x 5.1 cm (1.7 in. x 2.0 in.)
- 2 sterile gauze pads, 5.1 cm x 5.1 cm (2.0 in. x 2.0 in.)
- 2 antiseptic towelettes
- 2 alcohol antiseptic swabs
- 1 Bacitracin antibiotic ointment, 1 g (0.04 oz.)
- 2 After Bite treatment swabs
- 1 fist aid response card, bilingual
- 2 hand cleansing moist towelettes
We added to the kit with:
- Some tincture of Benzoin for pre swabbing where you want Bandaids to stick (that stuff is magic),
- A big box of assorted Bandaids,
- Extra medical tape, various widths,
- Quality tweezers for dealing with slivers,
- Extra antiseptic wipes,
- Extra gloves,
- Extra antibiotic ointment,
- Saline and syringes for wound washing,
- Eyedroppers.
This is stored within easy reach in the head, and we hope to never exceed the treatment these supplies will support.
This represents our first tier response. Small cut, burn, sliver, blister, ‘boo-boo’, something like that; everything we need to deal with it can be grabbed and delivered, to the person with the ouch, quickly.
Then, for when things get over the top, a major SHTF (SHTF is an acronym for ‘excrement – mechanized ventilator collision’) kit, similar to what you can purchase online at Live Action Safety, based on a medical bag designed and apparently used in the military. If you google for ‘m17 first aid kit’ or ‘fa110 first aid kit’ you will find something similar. Different vendors supply kits with different contents, so do shop around.
It can be carried by a shoulder strap or backpack style, and opens in three folds exposing six zippered compartments that allow access to contents in use. There is plenty of room in the carry bag to augment the contents. It’s about 13.5” long by 10”wide and 16” tall stowed or folded up for transport, and unfolded to expose the interior compartments, the bag measures about 36” long by 10” wide.
The contents of these typically look like this:
- 5 – Bleed Stop Bandages
- 4 – Sterile Pads, 4″x4″
- 2 – Triangular Bandage
- 2 – Ammonia Inhalants
- 2 – Suture Sets
- 2 – Stainless Steel hemostats
- 1 – Tweezers
- 10 – Abdominal Pads, 5″x9″
- 2 – Airways
- 10 – Butterfly Strips
- 5 – Tape, Rolls, Adhesive, 1″
- 1 – EMT Shears, 7.25″
- 5 – Multi Trauma Dressings
- 1 – EFA First Aid Book
- 14 – Pain Relievers/Aspirin
- 6 – Pairs Latex Examination Gloves
- 15 – Antiseptic BZK Wipes
- 2 – Burn Aid Packages
- 15 – Iodine Wipes
- 1 – Tourniquet (Basic Rubber Latex)
- 12 – Elastic bandage 2”
- 100 – Bandage Strips, 1”x3”
- 2 – Elastic Bandages, 6″
- 1 – Pen Light
- 1 – CPR Mask
- 1 – Hand Sanitizer 2 oz
- 4 – Triple Antibiotic Packages
- 1 – Scalpel Handle #3
- 2 – Scalpel Blades
- 2 – Eye Pads
- 6 – Safety Pins
- 1 – stethoscope
- 1 -Skin and Eye Wash
- 10 – Knuckle Bandages
- 3 – Instant Ice Packs
- 1 – Calamine Lotion, 6 oz.
- 2 – Tongue Depressors
- 6 – After Bite Wipes
- 1 – SAM Type Universal Splint
- 1 – Hand Soap
- 15 – Alcohol Wipes
- 10 – Sterile Pads, 2″x2″
- 1 – Skin Probe
- 1 – Burn Spray
- 1 – Lip Treatment
- 4 – First Aid Cream Packages
- 3 – Petroleum jelly
- 1 – Box of 100 Cotton Tips
- 15 – Clean Wipes
- 2 – Pill Bottles
We topped up/overfilled the kit with:
- More gauze (lots more gauze),
- More triangular bandages,
- More safety pins (dollar store),
- Extra medical tape, various widths,
- More BZK and Alcohol wipes,
- Package of ‘Wet-ones’ cleaning wipes (for cleaning around wounds),
- Crazy glue (stitch substitute),
- CAT tourniquet, similar to this one,
- Several quick-clot stop bleeding bandages,
- An extra SAM Splint,
- A headlamp,
- A flashlight,
- Lots of extra gloves,
- A couple of space blankets,
- Duct tape (three or four 25’ lengths rolled on golf pencils),
- Big orange garbage bags (ground cover/rain cover/blood catcher)
- A few wound treatment/dressing change trays, similar to this one (mostly for convenience, these are most everything you need for immediate treatment or re-dressing of a more than ‘boo boo’ issue in a single sterile kit, super easy to grab and use),
- A couple of surgical staplers, similar to this one,
- A ‘surgery’ kit, similar to this one,
- Saline solution for wound cleaning,
- Hydrogen peroxide,
- 90% Isopropyl alcohol,
- Syringes for wound cleaning,
- Eyedroppers,
- Eyewash bottle,
- Cervical collar,
- A selection of Catheters,
- Some spray on ‘Bandage’ material,
- Some ‘second skin’ for burns or blisters.
- Finger splints,
- Finger cots,
- Other things we generally thought were a good idea while browsing in the first aid section.
All contents were repackaged as we saw appropriate in heavy duty Ziplock freezer bags. We made sure everything in the boo-boo kit was replicated in the SHTF list so we would not need to bring both.
We looked at the larger, upscale adventure medical kits and more current issue military kits (fa138 or fa140) for inspiration on what to add, although the price of these scared us off and there did not seem to be a huge difference in the actual supply of contents.
We also carry a couple of burn treatment kits like these ones you can get at Canadia Safety Supplies (two because they’re mostly consumables and the kits were cheaper than buying more of the contents). One in the SHTF kit, one in the head next to the boo-boo kit.
These contain burn specific treatments, usually a bill of materials something like this:
- 1 Burn Dressing – 5.1 x 15.2 cm (2″ x 6″)
- 1 Burn Dressing – 10.1 x 10.1 cm (4″ x 4″)
- 1 Burn Gel Bottle 59gr (2 oz)
- 6 Burn Gel Packet 3.5ml (1/8 oz)
- 1 Conforming Stretch Gauze Bandage Roll – 10.1cm (4″)
- 1 Vinyl Medical Examination Gloves, Powder Free (Pair)
- 1 Paramedic Bandage Scissors 5.5″
- 1 Roll of first aid tape – 1.25cm x 4.5m (1/2″ x 5yd)
- 2 Cotton Tip Applicators, Sterile – 6″ [1]
- 1 Nylon bag with carry handle
After getting the appropriate (we hope) response materials to the injured person, the problem then becomes getting the injured person to the appropriate place (aboard, ashore, whatever).
To solve this problem, we got a SKEDCO stretcher. Basically a semi-flexible sheet of some kind of HDPE with straps that roll it over on the edges and foot to transform it into a surprisingly rigid stretcher that tightly controls and constrains the enclosed patient.
According to the Sked company, these are “equipped for horizontal hoisting by helicopter or vertical hoisting in caves or industrial confined spaces. When the patient is packaged, the stretcher becomes rigid. The durable plastic provides protection for the patient while allowing extrication through the most demanding confined spaces. The stretcher is rolled for storage in a tough cordura backpack, which is included with the system.” The design and materials allow it to be carried or dragged as terrain and personnel allow, and it stows in a very small space (about 30” long and 8” in diameter).
We packaged this with an Oregon Spine Splint (OSS). According to the company that makes it, the “OSS II provides for safe removal of patients from injury sites without doing further damage to the spine. The unique criss-crossing shoulder strap design provides superior immobilization without restricting breathing and, for clavical fractures, can be re-configured to retract and immobilize the shoulders. The OSS II is designed to provide easy access to the patient’s chest or abdominal area for treatment or diagnostic procedures. It can be used in place of a conventional short backboard and as a hip or leg splint.”
While these items cost a fortune new, they often show up as cheap army surplus on eBay. We got the Sked and OSS for less than ~$250 Canadian for the set on eBay. As an added bonus, the packaging was an attractive camouflage, and it was already dirty! The spine splint stores inside the stretcher. They are designed to be easy to transport when empty with a shoulder strap or backpack style and easy to carry or drag when loaded. We keep this stored under a berth.
We also considered modifying one or some of the under berth plywood supports to make traditional long boards and spine boards like those in the diagram, but decided to go the Sked route instead. (Pretty easy to do with a hole saw, jig saw, some epoxy and wood for the runners and time. Just add some straps and padding and you’re good to go. You can leave them wide as long as the holes for the straps are in the right places.)
So if we have to respond to an off-board emergency, everything is waterproof, floats, is man-portable and easy to transport. The Sked stretcher (with the Oregon Spine Splint inside) and SHTF kit carry bags also have six foot 1/2” three strand nylon lanyards and snaps spliced to them to augment their backpack style cases and shoulder straps for securing/transporting.
We don’t have a dedicated dental kit, but we do have OraGel topical painkiller, oil of cloves, 5 minute epoxy and crazy glue, so I think we can fake it. It’s stored in the head cabinet.
For medication, we have a list similar to what you see on the Safety and Seamanship Resources from the Cruising Club of America. We store it separately from the other stuff as it goes off after a few years and isn’t needed with the same urgency as, for example, a bandage or splint. I think you can always wait 30-60 min for antibiotics. We have found these types of antibiotic easily available over the counter and inexpensive in Mexico or other Central American countries. We don’t carry any serious pain killers, as opioids can cause trouble with customs. We’re strictly over the counter on pain medication.
While we have taken first aid courses over the years, they won’t have taught us everything we might need to know and we may have forgotten a few things over time, so we keep some reference materials at hand. We have e-copies of:
- ‘The Ship Captain’s Medical Guide’
- ‘Where there is no doctor’,
- ‘Where there is no dentist’, and
- a paper copy of ‘Marine Medicine, A Comprehensive Guide’, by Eric A. Weiss, M.D. and Michael Jacobs, M.D.
- Military first aid manuals are surprisingly comprehensive, googling for the “Special Operations Forces Medical Handbook” or the “Ranger Medic Handbook” or similar titles can get you some very useful manuals that have comprehensive suggested packing lists for remote areas.
These are more suited to longer term or more remote care, as most first aid or medical books are written with the idea that you will be tended to by professionals within 20-30 minutes of injury. These books assume you’re under the care of your shipmates for hours or even days, and don’t assume a lot (or any) medical training.
Other goods we have now learned to carry include anti fungal creams (don’t ask, yes you want this aboard), a couple of extra litres of hydrogen peroxide and a couple of extra litres of 90% isopropyl alcohol for cleaning (while discredited in current practice as too aggressive, these traditional disinfectants work and have their place), iodine for disinfecting, and cortisone cream for bites/rashes.
Annual maintenance is simply changing the batteries in the flashlights and headlamps, and making sure nothing has burst or leaked. (Editors note: if using a zippered bag to store your first aid kit, clean and lube the zippers at least once a year. Zippers tend to get crusty in the salty environment of your boat and the last thing you want is a first aid kit that won’t open when you need it). While most supplies have expiry dates, on things like gauze, we ignore them, and on medication we are perhaps a bit liberal. We think that the efficacy of medication may decline a bit past the due date, but it doesn’t stop working, so we let most medications stay aboard longer than the best before dates suggest.
Worst problem so far? Pinched finger needing a bandaid. Ouch!
STORIES FROM DISTANCE SHORES
STORIES FROM DISTANT SHORES
Steve, from SV Wine N Down, has had many sailing adventures. He did a loop from Fort Lauderdale to the Caribbean, the Leeward / Windward Islands, Grenada and back. Then he sailed to Mexico, Belize, Panama to the San Francisco Bay. Now he is off anew on another voyage. Here he shares about their new adventure:
We are happy to be back out to sea. Our current trip so far: Right now, my three buddies and I are on a fishing adventure. Our lady friends/wife’s are flying in and meeting us at different locations throughout our planned four trips.
- Trip one will include our departure from SF on September 1 and ending in Long Beach. I need to return to Sonoma temporarily for grape and olive harvest time.
- Trip two will take us to La Paz, Mexico, with lots of fishing planned.
- Trip three will take us across the Sea of Cortez, with many stops along the way.
- Trip four should put us in for a stop in Puerto Vallarta and with a final home base in Barra de Navidad by around February 1st.
The adventure continues.
Steve says, “It’s all about taking our time and enjoying everything about cruising and enjoying our beautiful planet.”
SV WINE N DOWN 🇺🇸 Steve & Crew – Leopard 58′
THANK YOU FOR SHARING YOUR JOY STEVE!
Ocean Posse Members, please share your stories by sending them to editor@oceanposse.com.
Maurisa, the editor, is always happy to receive your stories and share them out. Together we can inspire one another!
LOGISTICAL PREPARATIONS
LOGISTICAL PREPARATIONS FOR LEAVING HOME WATERS AND ENTERING NEW COUNTRIES
Leaving ones home waters and entering a new country is certainly a big change and there are many essential details not to forget. Checklists are handy tools for preparing for Entry and Exit Requirements. Beyond the obvious boat essentials like checking your systems, having safety equipment onboard, topping your fluids, and changing your zincs, please see the checklist below for details not to be forgotten when setting out on a long distance voyage with the Ocean Posse.
- If an EPIRB is onboard a US flagged vessel, register it with the NOAA. Before leaving confirm that all information is current. This includes vessel name, your primary phone number, emergency contact name/s and address/es: https://beaconregistration.noaa.gov/RGDB/registrationRequirements
- A Ship Stations License is required by the FCC for travelling in international territories: https://www.fcc.gov/wireless/bureau-divisions/mobility-division/maritime-mobile/ship-radio-stations/ship-radio-stations
- Make sure the MMSI number of your vessel is registered in your name: https://www.fcc.gov/wireless/bureau-divisions/mobility-division/maritime-mobile/ship-radio-stations/maritime-mobile
- Have your boat documentation or registration up to date and in order. NOTE: most countries (and the Panama Canal Authorities) are requiring international navigation documentation indicating nationality and ownership over state registration. Check with your destination country.
- If the boat is documented or registered in the name of someone not present or the name of a business or organization: a letter notarized by the documented vessel owner authorizing the captain and crew to be operating the vessel is required to enter other countries (and transit the Panama Canal). It is imperative to have both the original and copies of all notarized documents.
- Depending on the country you enter you will buy a Temporary Import Permit which allows the vessel to enter the country. This is an important document to keep with the vessel the entire time in the country of entry. This document is also required upon exiting many countries.
- Current passport for everyone onboard ideally good for the duration of your stay abroad.
- Many countries require a Crew List upon entry which states everyone onboard, their Date of Birth, their rank on the vessel and their passport number.
- If navigating into Mexico, Mexican Liability Insurance is required to Navigate in Mexican waters.
- If navigating in Mexico, the captain is required to show a boaters education card, ASA certification, or a captains license upon exiting the country.
- Outside of the United States, when exiting one country and entering another you will need an authorized document of exit (called a zarpe throughout Central America) from one country in order to enter the next country.
- Wherever you go along the route, be prepared for entry and exit requirements and seasonal changes.
It is not entirely uncommon for requirements to vary port to port. The best practice is to be prepared with everything and not be asked for them than to be asked for something you do not have.
THREE GREAT STOPS EN ROUTE TO THE KICK OFF PARTY
THREE WEST COAST DESTINATIONS
JUST SOUTH FROM THE WEST COAST OF THE USA
EN ROUTE TO SEASON 8
KICK OFF PARTY IN BARRA
The Ocean Posse highly recommends checking into Mexico in Ensenada as opposed to Isla Cedros. Mainly, if you are looking for a more efficient check-in, Ensenada has localized, reliable office hours and staffing in comparison to Isla Cedros. Either way, once your vessel and crew are cleared in you are free to begin voyaging the Mexican coast at your leisure. While making your way to the Season 8 Kick Off Party in Barra De Navidad, Mexico there are many incredible destinations along the way. 3 destinations are highlighted below: Islas San Benito del Oeste, Man of War Cove (or Puerto Magdalena in Bahia Magdalena), and Isla Isabela. Each incredible. Each unique. Each only accessible by boat. |
DESTINATION 1: Islas San Benito del Oeste, MexicoLatitude: 28°18.11N Longitude: 115° 34.66 |
The Islas San Benito is a group of three small islets that lie in the Pacific Ocean off the west coast of the Baja Peninsula, about 225nm SE of Ensenada and 55nm NW of Bahia Turtugas. The islands are surrounded by rocks and patches of algae so careful watch is required. Many birds and marine mammals are on, along, and surrounding these shores. There is a small community on the island; the 2001 census recorded a population of two people in Benito del Oeste The other islands are not inhabited. There is a cooperative abalone aquafarm there worked by people from nearby islands. If you are lucky enough to have the weather window to drop your hook, do not miss the chance.
DESTINATION 2: Man of War Cove (or Puerto Magdalena in Bahia Magdalena)
Latitude: 24°38.918'N Longitude: 112°08.013W
Man of War Cove (or Puerto Magdalena) is merely the beginning of the wonder that is Bahia Magdalena. After spending time on the ocean along the pacific side of the Baja, turning into the expansive and protective bay of Bahia Magdalena is quite a sight. Bahia Magdalena is all but cut off from the ocean by a varied stretch of long, narrow, tall barrier islands. Inside the 325 square mile bay there are expansive estuaries, sand dunes, and mangroves that a wide variety of wildlife call home. Northern Grey Whales migrate there annually from January to April to breed and have their calves. Bahia Magdalena is their sanctuary and it is a truly special place to enter into. In the small village of Puerto Magdalena one may find a small tienda with light provisions. There are multiple options in the larger town of San Carlos further east into the bay.
DESTINATION 3: Isla Isabel Mexico
21° 50.4960' N, 105° 52.9730' W
Crossing ESE from the southern tip of the Baja Peninsula, Isla Isabella is a small island found 15nm off mainland Mexico south of Mazatlan. This island is a bird sanctuary that some people refer to as the Galapagos of Mexico. The island is teaming with blue footed boobies, frigate birds, and iguanas. The near shore waters are frequented by humpback whales and dolphins and home to a myriad of small fish. The island can be explored on foot on multiple trails, in the water with a snorkel mask, or along the tide line at low tide. There are three main anchorages each providing protection from a different wind and sea states and yet the island is a small isolated offshore island so getting a weather window to stop and enjoy Isla Isabella is an opportunity to be thankful for. It is definitely unforgettable.
https://goodnautical.com/mexico-pacific/anchorage/isla-isabella
POSSE PERK: 📹 Free Video EDUCATIONAL Seminars
POSSE PERK: 📹 Free Live & Video
EDUCATIONAL
Navigation Software Open CPN Seminars
A huge Posse Perk is access to both live and recorded seminars on a variety of relevant cruising topics. Of particular relevance are the navigational seminars related to using OPEN CPN for navigation. Open CPN allows you access to multiple views (from different satellite views to different charts) of one location in one location. One can plan routes and load in weather files among other capabilities. There is a lot to learn in order to use Open CPN to it's potential which is why the Ocean Posse offers educational seminars.
LIVE Navigational Cruising Seminars coming up in San Diego:
- Open CPN - installation and integration (PC + MAC )
- Weather Weather Weather – planning – routing – underway
- Open CPN – Satellite Charts – Use Cases and Satellite Chart creation
- Chart Accuracy, Navigation Trips and Tricks & Tracking
Navigational seminars currently available to Ocean Posse members online:
- OPEN CPN MAKE CHARTS
- CREATE .MBTILES WITH SASPLANET
- OPEN CPN WITH ROB FROM AVANT OCT 23
- ADVANCED SAT2CHART: MAKE GOOGLE EARTH CHART OVERLAYS WITH PAUL HIGGINS
- OPEN CPN USE CASE
Posse members can click on this link to log into the site to view all these and more.
MUST SEE: 🇩🇲 Morne Trois Pitons National Park, Dominica
MUST SEE: 🇩🇲 Morne Trois Pitons National Park,
Dominica 🇩🇲
Morne Trois Pitons National Park is on the Island of Dominica in the southeastern Caribbean Sea. The volcanic island is quite heavily forested and mountainous, rich in water and fertile soil, and still has a number of (rarely) active volcanoes, volcanic vents, bubbling mud ponds, and hot springs. The National Park was established by the Dominican government in 1975 and made a UNESCO World Heritage site in 1997 for its uniquely stunning geologic (volcanic) formations, its biodiversity, and its huge stores of water. Nearly all the headwaters of the streams and rivers that hydrate and power the southern half of the Island begin in Morne Trois Pitons National Park.
The National Park encompasses a lake called Boiling Lake, so named for the gasses that bubble from beneath it and keep the water temperature to over 95 degrees Celsius. The mountainous landscape is punctuated by three main peaks (hence Trois Pitons) that are steep and rugged with waterfalls, freshwater lakes, and a huge variety of flaura and fauna, several endemic to Dominica.
Preserving Wildlife is important to this Island nation that considers nature prime importance to their survival and food security. In addition to abundant fruit, The Mountain Chicken frog was once considered the nation's unofficial national dish. A decline in their numbers led to conservation efforts including hunting season regulations and scientific attention. However, no amount of regulations can hold back mother nature and both a soil borne fungus and a volcanic eruption resulted in significant reduction in many amphibious animals including the Mountain Chicken. Therefore, in spite of conservation efforts, their species numbers have continued to decline and they are on the brink of extinction. As of November 2023 scientists believe there were 30 known Mountain Chicken Frogs left.
There is hope in that Dominica has actually made tremendous strides that offer hope to the survival of the species identifying genes of resiliency that can be treated to eliminate the fungus illness in the frogs. Time will tell.
Sailing to Mexico from the Pacific Northwest: Hazards and Resources
Sailing to Mexico from the Pacific Northwest:
Hazards and Resources
By Rob and Debra Murray from SV AVANT as previously published in Currents Magazine
About the Hazards
As you set out on your sail to Mexico from the Pacific Northwest, there are numerous hazards you will encounter. For most, the only defense is a good watch.
Fishing Boats
Most vessels inshore are commercial fishing boats, and many do not use AIS, so other fishermen don’t know where they are fishing. At night, they usually light up like stadiums hosting a World Cup game and are easy to spot. They tend to congregate on offshore banks or directly offshore from ports on the coast. Some fishermen have begun using AIS beacons on fishing gear, which is a bonus.
Debris
Floating debris, especially logs, can be an issue, particularly during or immediately following heavy rains or large tides, and especially off of larger rivers or inlets.
Crab Pots
Crab pots are endemic. While there has been an effort to create a crab pot free zone down the coast, its observance is marginal and equipment drifts into the the lanes anyways. The consortium that manages the lanes hasn’t met to update the agreement since 2017. Note that in areas subject to strong current, commercial crabbers will generally use two buoys, one to hold the line up and a second on a further 10 feet or so of line that will still be visible and retrievable, even when the first buoy has been pulled under by the current. It’s easier to tangle a buoy in your prop if the current is slack and both buoys are lying idle on the surface.
Bars
Of course, everyone worries about the dreaded ‘bar crossings’ that may be encountered. After all, they do call the Columbia Bar the ‘Graveyard of the Pacific’, right? But if you’re crossing at a slack or flood in weather that isn’t horrible, none of the bar crossings are difficult. In Avant’s passage down the coast, we entered Astoria (the aforementioned ‘graveyard of the Pacific’), Coos Bay and Humboldt Bay/Eureka (widely considered the second worst bar crossing), and had no trouble at all. Our timing had us arriving at each bar on or near slack water, with a slight edge to the flood tide. Many mariners recommend using the last of the flood tide as the optimum time for a bar crossing, when the water is deepest. Waves at each entrance were under two feet, and the period was long, as predicted by the forecasts we sailed under. Charting was universally excellent.
Each harbour with a bar has a coast guard station that can offer advice, an up-to-the-minute bar report, and will even send out a cutter or other boat to guide you in if conditions warrant (we availed ourselves of this at Coos Bay when visibility dropped to under 200’). If you get caught out by a closed bar, you just have to gut it out until the bar reopens, but with modern weather forecasts and a modicum of planning,
this is highly unlikely. (Note that the coast guard definition of a ‘small craft’ in bar closing advisories is a vessel under 65’ in length.)
Available Resources
The following resources can make this specific passage more pleasant and perhaps less challenging:
Weather Information
No doubt you have attended courses, read books, downloaded software, studied weather patterns, learned how to download a variety of GRIBs, receive weather faxes, decode 500mb charts, toss chicken bones and generally worked really hard to prepare for cruising by becoming your own expert weather forecaster. Well, on this trip, those skills can be used for entertainment value or simply allowed to rest. (Don’t worry, you will use those skills south of the USA/Mexico border).
The NOAA forecasters are as good as it gets, and there are dedicated teams in each of Washington, Oregon and Northern California working around the clock to deliver the most accurate weather forecast possible. These forecasts are available via VHF on the usual WX channels to a considerable range offshore (usually at least 50 miles, often 100+). The forecast zones extend to 250 miles offshore in discrete steps, and the forecast zones are quite small. In addition to the forecast, each weather office provides a ‘discussion’, which underscores the reasons for the forecast offered, how the models informed (or did not inform) the forecasts, what’s likely to follow the forecast period, and any other juicy tidbits the forecaster(s) think might be interesting. You can find the discussion by going to the forecasting office’s webpage and looking for the ‘discussion’ button.
If you want to ‘play along’ with the forecaster, you can download the GRIBs (GFS and NDFD editions) and see if you get the same conclusions.
Live and near live weather observations are also available from the national weather service by finding the ‘observations’ button on the left side of the forecast page. These vary in frequency from every few hours to live, depending on location and observation station type. There are dozens of these between Neah Bay and San Francisco.
Enjoy the weather forecasts. They end at the Mexico USA border and it becomes far more basic there.
Wave Patterns
Waves offshore contribute substantially to the (dis)comfort the crew experience on the passage. Aboard Avant, we have found waves change character at depths of about 60m/200’. When the depths we sail in are under 60m, the waves seem to have a different character, a more insistent vertical component, than they do in greater depths. We always aim to be in depths greater than 60m/200’ whenever possible. When closing the coast, expect waves to ‘feel’ stronger, even if they are not visibly any bigger. Also when closing the coast, watch for secondary wave trains from reflections off shorelines where the shores are steep to, or a change in wave direction where a wave train may wrap a point or headland. And there are also outliers such as this one.
Generally, wave height has very little to do with discomfort aboard; it is the ratio of wave height to period that creates difficulty. When waves are ‘square’ (wave height in feet = wave period in seconds), no one will have any fun aboard, whether the waves are 3’ or 8’ high. We choose not to sail in square waves. When the period extends to 1.5x the wave height, conditions become much more tolerable. When the period is 2x or greater wave height, the gentle rise and fall is barely noticeable after a while.
When traveling with the wave train, the apparent period will be longer, and when traveling against the wave train the apparent period will be shorter. Take this into account when evaluating wave predictions.
Guidebooks
The NOAA Coast Pilot 7 is a free download and covers the coast from Neah Bay to the Mexican border. You will want to read chapter three, and use chapters seven to thirteen in reverse order as you transit south. This volume, over 700 pages, is a comprehensive mariners guide to the coast, its character, and its hazards. It is updated weekly, so make sure you have the latest edition downloaded.
There are commercial cruising guides available for the Columbia River and San Francisco Bay, but we found they added little to what the Coast Pilot provided for free.
The USCG has produced a general bar crossing guide with lots of relevant information. Individual bar crossing guides are available as well, and some can be found on this list. The following bar crossing guides (in pdf format) provide specific information about hazards for each bar crossing:
- Quillayute Bar Hazards
- Grays Harbour Bar Hazards
- Rogue River Bar Hazards
- Tillamook Bay Bar Hazards
- Yaquina Bay Bar Hazards
- Umpqua River Bar Hazards
- Depoe Bay Bar Hazards
- Columbia River Bar Hazards
- Coquille River Bar Hazards
- Chetco Bar Hazards
US Coast Guard
The US Coast Guard is a highly professional military search and rescue operation, and operates multiple stations up and down the coast. From late May through Labor Day, they also operate a number of seasonal stations, some located on the jetties surrounding bar crossings. They can be reached by VHF or by telephone (numbers are in the Coast Pilot, or on their website. Note them down before you go). Their VHF coverage is typically at least 25-50 miles offshore, and we found cell coverage was passable at 8-10 miles offshore and excellent at 5. It is ALWAYS worth calling by VHF or cell phone to get a bar forecast before committing to crossing any bar on the coast.
Charts
NOAA charts (both raster and vector) are free downloads and can be used in navigation programs like OpenCPN. They are frequently updated, and OpenCPN has a chart downloader that will automatically update your electronic charts directly from NOAA. Proprietary e-chart sets like C-Map or Navionics are also updated, but not as frequently. Like milk, bread and beer, charts are best fresh, so do use the free resources to ensure you have the most up to date information aboard. Paper charts for backup can be purchased individually, or you can get a ‘chart book’ that covers large sections of the coast. We elected to do the latter, buying two MAPTECH Chartbooks that covered the coast from the Canadian border to the Mexican border.
SY AVANT 🇨🇦 Rob & Debra – Beneteau 43.5
ISLAND ADVENTURES ASHORE
SV VIVA'S ISLAND ADVENTURES ASHORE
SV VIVA is in French Polynesia in the South Pacific. Their recent report shares a few different ways to explore the islands of Moorea and Tahiti:
We rented a scooter and toured the island of Moorea yesterday and did a 9-mile hike up to Belvedere and back on the 3-cocotier trail a few days ago...found many amazing views. Today, we took the ferry across to Tahiti at 7 am, rented a scooter and toured the whole island with several beautiful stops along the way. We sprinkled this tour with some provisioning that we could fit in backpacks and boxes on our rented scooter.
VIVASweet bike lane!
SV VIVA Pierre & Marie - Amel 52'
Adventurous and Practical! Thank you for sharing VIVA!
BIRDS NESTING ABOARD IN COSTA RICA
BIRDS NESTING ABOARD IN COSTA RICA
SV FIREFLY, currently moored at Marina Papagayo in Costa Rica, recently had the opportunity to have some visitors aboard that made themselves right at home....and then up and left. No harm, no foul, and enjoyed being witness to such a precious time in a birds life.
Brenda shares the story:
SV FIREFLY Brenda & Ted - Catalina 47
THANK YOU FOR SHARING THE SIGHTS WHERE YOU ARE!
Getting Ready to GO Cruising!
Getting Ready to GO!
by Ocean Posse member Rob Murray on SV AVANT
What do you do to get ready for a cruising season? What resources do you rely on? How can you assess the weather and potential passages months in advance? The following is a list of some of the steps we take and resources we rely on aboard Avant to get ready for a major passage that’s a few months down the line, or to get ready for a season of sailing.
First, we have a look at Jimmy Cornell’s World Cruising Routes, a staple reference guide for cruisers. While a great resource, this book is a, “comprehensive guide to over 1,000 routes covering all the oceans of the world from the tropical South Seas to the high-latitudes of the Arctic and Antarctic” – all in some 600-odd pages. While it provides breadth, it is somewhat lacking in depth. It suffers to some degree from the source of data, which is a mix of pilot charts and books overlaid heavily with the personal experience of many seasoned cruisers. Since some areas are not frequented by cruisers for various reasons, they are often omitted (for example, the 1987 edition omitted Colombia, since it was so dangerous it seemed no one cruised there). Also, since Cornell’s other endeavors (such as founding the Atlantic Rally for Cruisers [ARC]) have been long distance and circumnavigation focused, it often misses out on more coastal routes. Nonetheless, it is always our first stop for a broad overview.
Cornell does focus on the passage part of the planning and has virtually no information on local conditions to expect when you have arrived.
Regarding our plan to leave Panama, Cornell says, “Eastbound Passages from Panama can be extremely difficult at all times of the year, because of the prevailing direction of the winds and current” and that “better and more comfortable passages have been made in late spring or early summer”. Good to know.
Before Cornell wrote his guides, sailors relied on Ocean Passages for the World, publication NP136 from the British Admiralty. I think the 3rd edition of 1973 was the last to feature separate routing advice for sailing ships and power vessels (newer editions omit advice for sailing ships). It builds on the 1895, 1923 and 1960 editions and is the last Admiralty guide written for professional world sailors (the iron men in wooden ships). PDF versions can be found online and make interesting and instructive reading. While the sailing directions are directed for full rigged tall ships, they suit modern sailors because, although we may be able to sail upwind, none of us much like it. While I enjoy referring to it, I should note that its precision and brevity make Cornell look positively loquacious.
Next, we go shopping at the NGA store (National Geospatial-Intelligence Agency) is a support agency of the United States Department of Defense with the primary mission of collecting, analyzing, and distributing geospatial intelligence (GEOINT)). If the US Navy gave you command of a destroyer and said ‘go there’, the NGA would provide the travel guidebooks. The NGA annual budget is classified, but was estimated to be at least $4.9 billion in 2013. It is nice to be able to add that kind of horsepower to your cruising budget.
We get the Sailing Directions (Enroute) for our area (these include:
“detailed coastal and port approach information, supplementing the largest scale chart of the area). Each publication is subdivided into geographic regions, called sectors, which contain information about the coastal weather, currents, ice, dangers, features and ports, as well as graphic keys to standard [MIMA/DMA] nautical charts available for the area.”
They have some photos, and some sketch charts. While mainly designed for much larger vessels, they are very handy. After the introductory chapter, the detailed description of the region begins. A map/chart precedes each chapter and outlines the nautical charts used in the area to be discussed. In these chapters, as much as possible, the coastal description is in geographic sequence and gazettes the coastline, ports, anchorages, navigation aids and hazards. These are fairly current: it is unusual to find one that hasn’t been updated in the last six months or so. For example, the 2017 Publication 148 was corrected (updated) through 26 September 2020 when I downloaded it in December 2020. Similar ADMIRALTY Sailing Directions are available from the UK Hydrographic Office, but they are priced at Hardback Paper Publication: £63.50, Electronic version (AENP): £38.70 per volume, so we don’t use those.
Both publications have some information on local conditions along the coast and note currents and weather systems with much more detail than other readily available sources.
For the western Caribbean, where Avant is now, the Sailing Directions (Enroute) tell us:
“The prevailing winds are the NE trades, which frequently assume a N or E direction, also a gusty character close inshore. These winds flow strongly from December to March”
and
“During the dry season [December to March], the winds are stronger”
and
“During the dry season, the wind may freshen to a velocity of 15 knots in the vicinity of the Panama Canal, but frequently exceeds 20 knots for a period of 24 hours or more. During the wet season in the same locality, the average wind velocity is about 8 knots, but greater velocities are experienced during passing local rain squalls.”
Hmmm. We are not fans of sailing to weather in strong or gusty winds; spring sounds much better.
We also get the Sailing Directions (Planning Guides) (these include, “relevant physical, political, industrial, navigational and regulatory information about the countries adjacent to a particular ocean basin in a single volume”). The information on each country is contained in a page or two. These are not hugely useful, but they do list national holidays and Search and Rescue (SAR) contact information for each country. You generally do not want to arrive on a holiday with the attendant overtime port fees, and while you don’t want to have to call SAR, if you do need to, it’s nice to have the number.
While you are in the NGA shop, you may as well get some other e-books that may be handy – the latest American Practical Navigator (Bowditch), the latest International Code of Signals (revised 2020 – you do have the new edition aboard, don’t you?), etc.
We want to review the Pilot Charts which:
“depict averages in prevailing winds and currents, air and sea temperatures, wave heights, ice limits, visibility, barometric pressure, and weather conditions at different times of the year. The information used to compile these averages was obtained from oceanographic and meteorologic observations over many decades during the late 18th and 19th centuries. The Atlas of Pilot Charts set is comprised of five volumes, each covering a specific geographic region. Each volume is an atlas of twelve pilot charts, each depicting the observed conditions for a particular month of any given year. The charts are intended to aid the navigator in selecting the fastest and safest routes with regards to the expected weather and ocean conditions.”
There are three main ways to get these, by:
- Buying paper copies at a chart dealer or online. (This is expensive and inconvenient, and a set is heavy to carry around for the use they get. They are rarely updated, however, so they will be current for many years). They are about $45.00 US per volume, plus shipping.
- Downloading the free PDF versions at the NGA. These are big PDF files, and some computers have difficulty managing them well. They are faithful copies of the paper charts and contain all the data.
- Downloading the free versions converted to *.BSB files for use within OpenCPN. The Chart Groups feature in OpenCPN is ideally suited for viewing and organizing Pilot Charts, but its often difficult to see the chart and the explanatory text or notes at the same time.
The downside of pilot charts is that they have been developed over many years and use data reaching back at least 100 years. Since a lot of the data is from pre-satellite times, they are primarily based on data derived from shipboard observations: since ships try to avoid areas of inclement weather, the observations tend to under-report gales and high waves, and the data quality for rarely travelled routes is poorer. The upside is that they combine a huge amount of data (tens of thousands of data points, if not millions combined in a very comprehensible format: wind, waves, currents, storm tracks, and more on a single page).
Here’s a view of the Pilot Chart for the western Caribbean in January:
Where the red arrow is (just North of Santa Marta Colombia) is the region with the strongest average winds, about 23 knots. Because the data is digital, we can move our cursor around to see the average winds are almost exactly 20 knots throughout the region, which makes a bit of a difference from the 17-21 in the pilot charts. Remember, if the average wind is 20 knots, about ½ the time it is stronger than that and about ½ the time it is less.
We also like to root around a bit in satellite data sets. You can review years of data for many satellites with disparate data sets at the NOAA portal. I don’t know what the combined budget is for this satellite array, but it’s a nice data set to have access to for free.
For example, if we want to know what the waves were like in the western Caribbean, January 2020 mid-month we go to this data set and can extract wave height data:
Hmmm . . . up to about 20-22’. That puts the fun meter pretty deep in the red, we should probably look at another month for that passage.
We can also go to this data set and extract the satellite wind data for the same date:
Positively sporty, that is. I’m not liking January for voyaging in the Western Caribbean.
We also try to find cruising guides. Cruising guides for different areas in the world vary tremendously in quality, and many are out of date. For some areas, they’re just not available. We have also found errors in waypoints and just plain bad advice in some, so do check the data and be careful. As Ronald Reagan said, “trust, but verify”. Sometimes you can find cruisers going ‘the other way’ that you can trade guidebooks and check guidebook reviews with.
I spend the time to find or make satellite charts for the cruising area to use in conjunction with OpenCPN, and download satellite views to the OvitalMap application on our tablets and in SASPlanet on our PC for reference. We get at least large-scale paper charts to carry aboard (which we have never used but carry ‘just in case’). Last time I checked, the best deal was at Frugal Navigator, at about $16.00 per chart for DMA charts. For some more travelled areas, chart books are available and make a cost-effective alternative.
We also look for rallies and races in our area of interest as their websites often have good local intel (fleet briefing documents, weather synopses, lists of marine facilities, etc.). We join rallies if their interests coincide with ours, but generally avoid those that have a ‘fleet’ approach with all vessels sailing in ‘convoy’ with set departure dates, since we like to pick our own weather windows. So, sailing down the coast we looked at the website for the Baja Haha and didn’t join up, but we did join the Panama Posse since it seemed useful. In the Pacific, the Single Handed Transpac, the Pac Cup, and the Vic-Maui are good sources; in the Atlantic, the ARC (westbound) and ARC Europe (eastbound) have some useful bits. These rallies and races give you a means to meet cruisers in the area and get up-to-the-minute local knowledge from people in the area, and often offer discounts at marinas and similar places of interest.
We round out our research by looking for cruising blogs on the internet, seeking out Facebook groups for specific cruising areas, and looking at the Center for Disease Control website for health information, and UK and USA consular sites for information on safety. While some of the safety advice seems histrionic, it can be useful to have a relative gauge of what to expect in each area. The Canadian consular sites are usually not as good or up to date simply because we have fewer diplomats abroad.
To prepare for time ashore we may look at general travel guides such as the Barefoot guides or the Lonely Planet guides (printed or online), trip advisor, reviews in google maps, etc. We also download offline accessible street maps to our phones and tablets in Google Maps or another app (like Maps.me) for navigation in our land-based adventures.
Generally, gathering all this research takes an afternoon or perhaps a day (except for making the satellite charts, which can take a lot longer), then reviewing and sorting our ideas on when and where we want to move can be done at our leisure.