So, you bought yourself a boat

August 2024

By Jack Farrell

We had just finished loading propane and diesel on the Shining Star for Star Island on a scorching July afternoon along the Piscataqua River in Portsmouth. The tide was at peak flood. As we disconnected the diesel hose, a call came over the radio from a 50-foot steel research vessel that was drifting without power in the middle of the channel just off our dock. They had wrapped their propeller with a stray dock line and had lost all propulsion and were drifting toward the twin towers of the Sarah Long Bridge.

I recruited two crew from the dock and headed out to see if we could help. By the time we caught up with the disabled boat, and set up a plan for fenders and lines, we were both underneath the bridge. Fortunately, the tide swept us through the middle of the span with no risk of collision with the bridge supports. We secured the lines, with Shining Star’s bow about amidships of the steel boat, waited until we were well clear of the bridge, and swung around under the bridge and back to the dock.

It took a lot of power to nudge the big steel boat around against the strong flood tide, and the fenders were near their breaking point. I radioed a request for boats in the vicinity to cut their wakes and allow us to pass by in flat water. Just at that moment a glossy new multi-engined center-console hardtop, festooned with fishing poles, blasted by us close on the starboard side. This set up a steep two-foot wake wave that caused the two vessels to slam violently against each other. Fortunately, again, the lines and fenders held and there was no damage.

I am writing this piece to the pilot of that boat, to all the other boat owners who need to hear it, and also to myself.

Operating on the water is not the same as driving on a highway. It is more like a three-dimensional activity (wind, current, tide and depth), and the manner of your operation often has a direct effect on those around you through your wake and a variety of other factors. For that reason, situational awareness is essential. You need to pay close attention to how your vessel might impact others around you and be aware of the condition and intent of other vessels. You have an obligation by tradition, and in some cases by law, to consider the welfare of other vessels and to assist them when necessary.

You should study and carry a copy of the Coast Guard’s “Navigation Rules and Regulations Handbook” which includes the Rules of the Road, and remember that rule number one is to avoid collision. In general, pass other vessels port to port, and always turn to starboard if in doubt. No matter what the rule, you should stay out of the way of large vessels and commercial vessels and vessels restricted in their ability to maneuver.

Understanding the pecking order of vessel rights of way is critical to safe operation. There isn’t room in this piece to discuss any of this in adequate detail, but in general a boat with more maneuverability must yield to one with less. Fishing vessels have priority over most others, but recreational fishing by itself does not give you right of way over other vessels. When you are fishing for fun in a channel you may be impeding the passage of commercial traffic, and you may have an obligation to get out of the way.

Understand the condition of wind, current and tide, and know the effect they will have on your boat. This is particularly important when docking, mooring and anchoring.

When docking your boat, have lines and fenders ready in advance. Make a plan for your approach and for how you will get secured. Have a Plan B because you are likely to need it. Use spring lines to swing your bow or stern and to pull the boat close into the dock. Use your reverse option in tight spaces, and when leaving a dock. Be aware of propeller direction which is either right hand or left hand. A left-handed prop will usually pull the stern to starboard in reverse. Use a steering touch of forward thrust to line up your stern, and then let the boat follow the stern in reverse to pull away from the dock.

There are many guides and resources out there to help you become a better mariner. Study your options and practice your maneuvers to improve skills and confidence. Most of all, be courteous, observant and prepared. All of this will improve your reputation, safe operation and enjoyment.

The truth is, most of the trouble I’ve been in over the years could have been avoided with better seamanship and better planning. After almost 60 years of running boats, I have stopped making most of the easy mistakes, but I’m still learning and I’m still bound to screw up once in a while. As I told the embarrassed skipper of the rescued research boat, next time he might be the one towing me away from the bridge.

Meanwhile out at Star Island, the unofficial capital of the Isles of Shoals we are taking the first-year hotel workers this afternoon on an adventure to explore nearby White Island and its historic lighthouse. Authorization of this project is said to have been one of the first official acts of George Washington as President, indicating its importance to the maritime trade of a new nation. The light has been dark for weeks this summer, indicating the fading importance of these once-essential structures.

I hope that the new boater from the Sarah Long Bridge enjoys even a small percentage of the satisfaction from his new boat that I get from mine. I also hope that he takes the time to learn the rules and to develop the skills and habits that make this enterprise so rich and rewarding.

Jack was the manager at Star Island for many years. He currently manages major construction and utility projects there and provides all-season boat service to the island (average 250 trips per year) for luggage, food, employees, supplies and guests. He also runs Seacoast Maritime Charters, LLC, providing year-round private charter boat service and marine logistics to the general public, now in the Shining Star. He still enjoys cruising in his classic Ted Hood sloop, Aloft, and teaching skiing at Sugarloaf Mountain in Maine.

 

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