The year is 2010. Opening Day of Yachting Season is just a few weeks away. Whether you have been boating through the winter months or not, your thoughts are probably turning to preparations for a summer on the water in a boat. The passage of time into the year 2010 brought with it another annual step up in the age of vessel operators required to possess a Washington State Boater Education Card (BEC). It’s the law – all persons, man, woman and/or child, age 30 and younger must have a BEC, and carry the card on board to be “legal” when operating a vessel powered by a motor of 15hp or greater.
The age requirement raises to 35 and younger in 2011, and by 2014, all Washington boaters (unless exempted) will be required to have the Washington BEC.The purpose of the Washington State boating safety education requirement and BEC is to assure that all operators of power driven vessels (15hp or greater) obtain basic education in the fundamental elements of boating in general, and boating safety in particular. A person qualifies for the Washington State BEC by successfully completing a Washington State Parks and Recreation Commission approved boating safety course and examination, or successfully challenging the exam of such a course. Many long-time recreational boaters may have already met the requirements for obtaining a BEC if they have completed a boating safety course (as offered by the Coast Guard Auxiliary and Power Squadron for many years) in the past and can produce their certificate of successful completion. Completing an approved boating safety course at this time can be accomplished in a classroom, on-line and/or at home.
See www.boat.wa.gov/safety-ed.asp for approved course opportunities.
Washington State is not alone in requiring operators of power-driven vessels to obtain boating safety education and a card to prove compliance. Oregon and Idaho are among the many states requiring boating safety education/credentials, and Canada now requires all vessel operators to obtain an Operator’s Competency Card regardless of age or size and type of vessel. (Non-Canadians currently enjoy a 45 day cruising exemption from the Operator Competency Card requirement, but for how much longer?) The Washington BEC is recognized by Canada as meeting their Operator Competency Card requirement.
As a service to SYC members, the Club is sponsoring at least two opportunities in April and May to take and completean approved boating safety course, the Coast Guard Auxiliary’s “About Boating Safely” (ABS). Successful completion qualifies an individual to obtain the Washington BEC. Look for the course offering notice in this month’s copy of the Binnacle. SYC members and their guests can sign up for ABS and purchase the course materials for home study at
the Front Desk of our Mainstation. By studying the ABS course materials before the class session, the course can be completed in one day, including the examination. While ABS is a basic boating safety course aimed at less experienced boaters, even “old salts” can learn (or at least be reminded of) important boating safety considerations, as well as qualify to obtain the Washington BEC.
Whether or not you elect to take advantage of the Club’s ABS offerings, we encourage everyone to obtain a Washington BEC this spring. Make sure that your relatives and friends with whom you enjoy recreational boating are benefiting from your boating safety knowledge and compliance with the BEC requirement for safe-boating education. Further, and, to the extent that they may also be “vessel operators,” see that they also obtain the required boating safety education and their own personal Washington State BEC.
About half way between Meyer’s Chuck and Ketchikan we heard a call on the radio, "s/v Patience, this is Coast Guard Juneau, do you hear this call"? My father in-law and I had departed Sitka four days earlier and had been out of contact with civilization since. After days of virtual silence on channel 16, we were somewhat startled to hear our vessel being hailed by the Coast Guard. The officer asked us for our position and ETA to Ketchikan. The Coast Guard had received a call from my wife Amy, thinking we were overdue. We responded with our position and ETA, and checked in with Amy when we arrived in Ketchikan later that evening.
I learned a lesson that day about float plans. On a positive note, we had someone ashore who knew and cared enough to make a phone call to the Coast Guard. On a less positive note, I had neglected to update her with the most current details of our itinerary.
A float plan is a statement about the details of an intended voyage that is filed with someone responsible. A float plan describes the vessel, equipment, crew, and itinerary of a planned voyage, and can be used to help responders should something go wrong. A float plan for a short day trip can be as simple as a call to a family member notifying them of where you’re going, who is on board, and when you expect to return. A float plan for a multi-day trip should be a written document — giving more complete details. Float plans are generally filed with a family member, friend, neighbor, or marina operator.
Why are float plans important? Having a responsible individual who is aware of your planned itinerary increases the chance that responders will be able to promptly help, should the need arise. For longer trips, documenting the plan in writing is important, as there are simply too many facts that need to be accurately remembered and conveyed to responders in an emergency situation.
SYC has a great float plan template available on the website. Navigate to the Members -> Links page and go to the Safety section look for a link labeled ‘SYC Float Plan’. Once you complete your float plan, make two copies – one for yourself, and one for the person on land responsible for your float plan. When you give the float plan to your designated individual, be sure to instruct them on whom to contact if you fail to return, or check-in as planned. Unlike me in Alaska, make sure to update your designated individual with any changes to your itinerary that take place during your voyage. Finally, when you return home, contact whoever has your float plan and let them know your trip has ended, and that the float plan may be discarded.
By Kevin Casey
This year’s Puget Sound Users Group Luncheon addressed one of the greatest threats to our safety – a Mumbai or USS Cole style attack in Puget Sound. We were fortunate to have both Rear Admiral John Currier, of Commander Thirteenth Coast Guard District (who is leaving to become Chief of Staff of the Coast Guard) and Captain Peter Rush, chief of Staff to Rear Admiral James Symonds of the Navy Region Northwest Command, as well as representatives of local government and first responders. Admiral Currier answered my question of “When should we report something that just does not seem right, but does not appear to be a clear ‘threat’?” His words chilled me to the bone:
You do not want to be the person who remained silent with the final piece of evidence that could have prevented an attack!
We learned that Seattle has the state of the art Joint Harbor Operations Center, an extremely high tech assemblage of military intelligence and civilian law enforcement professionals. This has many functions, one of which is a clearing house of information that is received, vetting and piecing individual bits of information together to identify, or eliminate, potential threats. So, we were urged to “report first” and let the professionals worry about the “value” of the information. We may never know of the real threats that are averted due to diligence of citizens in reporting information, but the lack of a disaster is not due to luck, it is due to information and the great skill and determination of the military and law enforcement acting on that information to keep us all safe.
So how do we help? First, there is the America’s Waterway Watch program. America’s Waterway Watch is a national awareness program that asks those who work, live or recreate on or near the water to be aware of suspicious activity that might indicate threats to our country’s homeland security. Americans are urged to adopt a heightened sensitivity toward unusual events or individuals they may encounter in or around ports, docks, marinas, riversides, beaches, or communities. Anyone observing suspicious activity is simply asked to note details and contact the National Response Center’s Hotline at: 877-24WATCH (1-877-249-2824) For immediate danger to life or property call 9-1-1 or call the Coast Guard on Channel 16 using a VHF-FM Marine-band radio. Many cell phones will also reach the Coast Guard by pressing *CG (*24). On the web at: http://www.americaswaterwaywatch.org/
In addition, there is a more formal reporting group of ordinary citizens in the Puget Sound who live within site of the waters, the Citizens Action Network a/k/a Northwest Watch, a program of the 13th Coast Guard District (see http://www.uscg.mil/d13/can/). The function of this group extends beyond potential threats to observation of environmental problems and assisting the Coast Guard in rescue missions and otherwise.
Captain Rush re-educated us about High Value Naval Asset Protection - knowing what to do when you come upon Navy vessels for example. We know about the 500 yard Naval Protection Zone around Navy vessels and facilities – a zone we are supposed to stay out of. Whenever in this proximity, we must monitor VHF 13 or 16 for instructions! Since the ships are not as maneuverable as our vessels, by listening we will be sure to receive instructions on what we need to do if those vessels are about to maneuver in such a way as to bring us within that zone. But often there is no way to stay 500 yards away, which makes it even more critical that we monitor VHF 13 or 16 for instructions, or to use these channels to contact the Naval vessel for directions if we are unsure what to do. We were also advised that if a vessel intrudes within 100 yards of a naval vessel it will “invite an aggressive response and you have an affirmative duty to contact them on the radio!” Whenever in proximity whether it is 1000 yards, 500 yards, etc., make sure you do not appear threatening!
In addition, Captain Rush told us that if we notice 2 container ships moving side by side in the Sound, we can expect that they are escorting a submarine. The Protection Zone extends 500 yards from each of these escort ships – and please do not try to go between them!
Admiral Currier was asked what he expected in terms of AIS requirements for recreational vessels. He said this was under evaluation, but in the next several years of we should not be surprised if AIS is required equipment on vessels of 65 feet and over. Of course, he noted that this is a valuable piece of safety equipment in any event, and one that is quickly becoming affordable for smaller vessels. He added a bit of a lament about the change in the mission of the Coast Guard since 911. He said in short that before 911 if you scratched a Coastguardsman you would find a fireman. Now you would find a policeman as well as a fireman. The Coast Guard willingly accepts the expanded role however he regrets that this has changed the role of the Coastguardsman boarding a vessel. He also added that he demands that all in his Command treat the public with the highest degree of courtesy at all times.
We were fortunate to have Admiral Currier and Captain Rush, as well as other members of the Coast Guard, members of the USAED (Corps of Engineers), Seattle Fire Department, Harbor Patrol, Puget Sound Pilots, and NOAA. They reinforced that we are all partners in both the use and protection of our waterways and our Nation.
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If you missed our class on weather predicting in our area by the National Weather Service, you can view the presentation here:
National Weather Service Marine Weather Program
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You need to have and carry a Washington State Boater Education Card (BEC) if you are…….
- Age 12 to 25 in 2009 and want to operate a motor boat of 15 hp or greater.
- Any age: Planning to operate a motor boat in Canada for more than 45 days at a time.
The card requirement is being phased in from 2008 to 2014 as follows:
- 2008 12 years to 20 years old
- 2009 25 years and under
- 2010 30 years and under
- 2011 35 years and under
- 2012 40 years and under
- 2013 50 years and under
- 2014 60 years and under
After 2014 All boat operators except those exempted elsewhere in RCW 79A.60.640.
For more information, see the Washington State Parks Mandatory Boater Education program
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By Kevin Casey
What is going on with Vessel Discharge Permits? As previously reported years ago, the EPA granted an exemption for “normal vessel discharges” from the Clean Water Act. “Normal vessel discharges” include “clean” discharges from engines, bilges, deck runoff, and the like (“dirty discharges”, such as oil or fuel that mix with bilge water have never been exempted). As a result of the spread of invasive species from large vessel bilge discharges, environmental groups sued the EPA over the “normal vessel discharge” exemption. The federal courts ruled against the EPA and required the EPA to develop rules regulating normal vessel discharges by October 1, 2008. In June, the EPA announced plans to implement an automatic permit for most recreational vessels. However, that would still have made recreational vessels subject to the Clean Water Act, including the penalties of the Clean Water Act. For over a year Congress has been wrestling with legislation to exempt “normal vessel discharges” from recreational boats. That legislation has had broad support, but was held up by those who wanted to also exempt fishing vessels. At last, in late July a breakthrough came and the “Clean Boating Act” passed the House and Senate. See the Clean Boating Act of 2008 for the text of the Act. The President signed the Act on July 29 and it became Public Law No: 110-288.
The key language of the Act follows:
‘‘Discharges incidental to the normal operation of recreational vessels—No permit shall be required under this Act by the Administrator (or a State, in the case of a permit program approved under subsection (b)) for the discharge of any gray water, bilge water, cooling water, weather deck runoff, oil water separator effluent, or effluent from properly functioning marine engines, or any other discharge that is incidental to the normal operation of a vessel, if the discharge is from a recreational vessel.’’
However, before you think this is the end of the matter, language in the remainder of the Act requires that “The Administrator [of the EPA], in consultation with the Secretary of the department in which the Coast Guard is operating, the Secretary of Commerce, and interested States, shall determine the discharges incidental to the normal operation of a recreational vessel for which it is reasonable and practicable to develop management practices to mitigate adverse impacts on the waters of the United States.”
The first report is due within one year. Also, note the language regarding approved discharges: “gray water . . . weather deck runoff”. Depending on one’s read of it, this may or may not permit boat washing soap. As suggested here and in other publications, the less soap the better and the more environmentally friendly the better. We must remain proactive in the process in which these “reasonable and practicable. . . management practices” are created. Recognizing that some regulation is inevitable (and indeed mandated by this Act), it is incumbent upon us to help in the formulation of what is “reasonable and practicable”. We will endeavor to keep you up to date.
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Click here for the just released U.S. Customs and Border Protection fact sheet.
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Click here for the full story
Click here for more AIS resources
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Click here for DHS press release: DHS Unveils Small Vessel Security Strategy
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The U.S. Coast Guard is reminding boaters that as of February 1st 2009 only distress alerts from 406 MHz beacons will be detected and processed by search and rescue satellites. Signals from 121.5 MHz and 243 MHz will no longer be monitored by satellites. The The Coast Guards is asking mariners who dispose of their older EPRIBs before February 1st, 2009 to first remove the battery. Click here for more information: 121.5 MHz Satellite Distress Alerting Ends in 2009.
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You are five miles southeast of Cattle Pass in the Strait of Juan De Fuca. Your 15-year-old son has just noticed smoke curling out of the engine room. You open the hatch and discover that your engine compartment is in flames. While you reach for the fire extinguisher, you send your son to press the DISTRESS button on your new VHF radio. Because you took the time to configure it properly, the signal going out to the U.S. Coast Guard station at Port Angeles contains the name of your vessel, your identification, and your exact location in latitude/longitude coordinates. Within minutes, the Coast Guard is hailing you on Channel 16 to determine the severity of the problem and assure you that help is on the way.
If you’ve purchased a marine VHF radio in recent years, you’ve probably noticed the red button that is marked “Distress” and protected by a cover to prevent accidental activation. The “DSC” or “Digital Selective Calling” feature on your new radio is one of two important new developments in radio technology for recreational boaters. (The other—AIS or Automatic Identification System—will be covered in an upcoming article.)
DSC dramatically improves a boater’s chance of surviving an emergency IF the boater does three things:
- Makes sure that the VHF radio is connected to the vessel’s GPS via the NMEA output.
- Applies for a Maritime Mobile Service Identity (MMSI) number and programs it into the radio. (Each vessel must have its own unique 9-digit MMSI number.)
- Opens the radio’s User Manual and learns how to use the DSC features.
A DSC radio that has been properly configured (connected to the GPS and programmed with the vessel’s unique MMSI number) provides an automated and virtually foolproof method of sending a MAYDAY or Distress Call to all DSC-equipped boats in VHF range. All you have to do is press the button for five seconds, and a digital signal will be broadcast containing your vessel’s name, your identification, and your vessel’s latitude/longitude coordinates. The signal will repeat every three or four minutes until received by the Coast Guard or other boats in VHF range, freeing you and your crew to pump out water, fight a fire, or prepare to abandon ship. Once the signal is received, your radio will automatically switch from Channel 70, which is constantly monitored for DSC calls, to Channel 16, where rescuers can contact you to establish voice-to-voice communications.
Especially when boating in the Puget Sound and San Juan Islands, where the U.S. Coast Guard has recently implemented its new Command, Control and Communications System called “Rescue 21”, your properly configured DSC radio will take the “search” out of search and rescue, and increase your odds of survival.
How to Apply for an MMSI
If you have obtained a Federal Communication Commission (FCC) ship radio station license in the last few years, an MMSI number has already been assigned to your vessel. If you plan to operate in international waters (such as Canada), you should apply for an FCC ship radio license and FCC-assigned MMSI number. Call 1-888-225-5322 and select option 2. An FCC employee will guide you through the process. If you do not plan to boat in Canadian waters, you may contact BoatU.S. to obtain your MMSI number free of charge: http://www.boatus.com/mmsi.
Note: MMSI numbers assigned by BoatU.S., along with associated data (vessel description and emergency contact information), are stored in the U.S. Coast Guard Search and Rescue database only. They are not shared with the International Search and Rescue database. If you frequently cruise in Canadian or other international waters, you should seriously consider jumping through the hoops to obtain an FCC license with an MMSI number. If you need to use the MAYDAY function of your DSC radio in international waters, the search and rescue effort will be dramatically enhanced if information about you and your vessel is available to your rescuers.
What Else is DSC Good For?
A DSC-equipped VHF radio has all the features of a traditional VHF radio, and more. In addition to Distress Calls, it automates Urgent (Pan-Pan) calls, Security (Securité) calls, and a variety of calls associated with pleasure cruising, such as hailing a buddy boater, determining a boat’s position, or hailing an entire group of boats. It enables a boater to send a digital signal directly to another DSC-equipped vessel or shore station, much like a person-to-person telephone call. Here’s how it works:
- John enters Sally’s MMSI number into his VHF radio, along with the working channel he wants Sally to turn to—in this case Channel 68. (Note that most DSC radios allow you to enter MMSI numbers into memory, similar to a cell phone, for easy selection and call initiation.)
- Sally’s VHF radio “rings” on Channel 70, the channel that is exclusively dedicated to DSC communications.
- Sally’s radio displays John’s MMSI number, vessel name, and Channel 68.
- Sally then switches to Channel 68 to begin a conversation using normal VHF radio practices. Note that Channel 70 is reserved for digital signaling only, not for voice-to-voice communication.
Cautions
Depending on the make and model of your DSC radio, you need to be very careful when programming your MMSI number. Typically, you will have two (2) opportunities to program the number into your radio before you are locked out, forcing you to send the unit back to the manufacturer to reset the radio. If you don’t feel comfortable programming the MMSI number yourself, contact a marine electronics professional to do it for you.
Do not attempt to test the Distress Call feature. Doing so will result in a false Distress Call, which the U.S. Coast Guard seriously frowns on. (It’s illegal in Canada.) Instead, it would be a good idea to exchange MMSI numbers with a fellow boater and practice connecting for non-emergency purposes. If you are able to make contact, you will know that the system works.
Be sure to read your owner’s manual to learn the basic DSC functions of your particular radio.
One last word of caution: after taking the time to integrate the radio with the vessel’s GPS, apply for an MMSI number, program the MMSI number into the radio, and learn how to use the new features, it is important to keep your information current with either the FCC or BoatsU.S. Your rescuer will use that information to find you!
Learning How to Use the DSC Features on a VHF Radio
- BoatU.S. offers a free online DSC/VHF Radio Tutorial called “Can You Hear Me?” You can find a link to the tutorial on the BoatU.S. web page dedicated to MMSI information: www.boatus.com/mmsi.
- The United States Power Squadron offers a self-study course called The Boatowner's Guide to GMDSS and Marine Radio.
This course explains clearly and concisely how this revolutionary maritime 911 equipment works and describes the enormous advantages of digital VHF radio for ordinary communications with fellow boaters. The book comes with an interactive CD-ROM. USPS Guides are available to members and the public by calling 1-888-FOR-USPS between 8:30AM and 4:00PM ET Monday through Friday, or online at: http://www.shopusps.org/books.html.
- The Bellevue Power Squadron is offering public seminars called Using VHF & VHF/DSC Marine Radio.
This seminar answers questions about DSC rescue and routine call signaling, and explains basic VHF operation. A CD is included with a DSC Simulator that allows you to practice on your computer at home. This class will be offered on February 27, 2008, and April 9, 2008, at the Boater’s World store in Bellevue. To find out more and register for a class, go to: http:// www.bellevuepowersquadron.org/Education/BSPSEducation.htm and look for the VHF & VHF/DSC Radio class under Public Seminars.
- The U.S. Coast Guard Auxiliary offers VHF radio training as part of its boating classes. Check www.uscgaux.org for more information.
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The following items are highly recommended for fire safety at the portage bay facility. We all share responsibility in fire prevention and safety:
- Turn off all sources of fuel (diesel, gas & propane) at the valve closest to, or the manual turnoff on the tank. This should be done if you are away from the boat for more than a day or so.
- The safest type of device that will keep the boat at an acceptable temperature and help prevent mildew in the damp season, is a dehumidifier. These operate at about 150 watts and have no moving parts. Radiant heaters have caused many boat and marine fires and their use is strongly discouraged.
- Do not leave diesel heaters on when you are not on board the boat. This is club policy and will be enforced.
- Open flame heaters are not allowed on boats unless an adult is on board.
- Shore cords -- Check the integrity of your shore power cords and replace them if they are old, delaminated, scorched, corroded, discolored, frayed or pinched. Check the plugs and receptacles and the internal wiring behind the boat’s receptacle. Make these checks once a month.
- Use only UL approved shore power cords that are manufactured specifically for marine use.
- Conduct a visual inspection of your boat’s wire runs at least twice a year to look for chafe, cracked or burnt insulation, or any other problems.
- Close your sea-cocks! For boats left in the water, leaving through-hull valves open over the winter is like going on an extended vacation without locking the house. Many boats’ raw water strainers are made of glass: If the water freezes, they will crack and can sink your boat. If a through hull cannot be closed, the vessel should be stored ashore – the sole exception is the cockpit drains. Periodically exercise all valves to make sure that they will close when you need them too. Discovering a frozen underwater valve would be a good reason to schedule a haul-out and repair in the very near future. Heavy snow loads can also force your boat under, allowing water to enter through parts of the hull normally well above the water line.
- The exhaust ports should be covered when the boat is not in use. An alternative to covered exhaust is a one inch stainless steel mesh welded in place. Two boats have sunk at the pier in the last few years because of muskrats making a home in the exhaust and chewing holes in the exhaust below the water line.
- Check the boat when unattended - minimum of weekly. If you are going out of town for an extended period, ask a family member or friend to perform this service for you – and brief him or her on the location of fuel and propane valves, circuit breakers, and where to check the bilge for water. Make sure that the Club has the telephone contact information for your in-town designated person, in case an emergency with the boat arises while you are away.
- Tie your boat so it can be easily untied from the dock in the event that it, or a neighboring boat, catches fire. That means placing the eyes of the dock-lines on the boat, and tying off on the dock. (You may not be able to do this for an offshore piling, but it is still easier to move your boat if the fire responders only have to cut one line.)
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Click here for Spill Containment Procedures at the Outstations (and Main Station)
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By Constance Still and Kevin Casey
The numbers and variety of boats using the waterway from the locks to Webster Point have grown tremendously over the years. So too, operators of all of these craft come in all varieties of temperaments and operating knowledge. Some know, understand and assiduously apply the rules of the road, keeping their vessel and themselves under control at all times. Some, well meaning to be sure, simply do not understand the rules of road, and some seem absolutely clueless. Regardless of vessel and level of knowledge and alertness, we all share this resource. Even the most informed boater must be alert to situations that dictate an “altered course”, notwithstanding that they are “in the right”. From operators of canoes, kayaks, and sculls, to sail and power boats and vessels of all sizes, those who use this waterway must accommodate each other and treat each other with the courtesy they would want to receive if their positions were reversed. Failure virtually guarantees that serious injuries will result – in which case we all lose.
Two years ago, we focused our Puget Sound Users Group luncheon on addressing the specific safety issues involved in the interaction of human powered vessels that use the waterway with wind and engine powered vessels. There are people in each of these groups who think that the other group just does not “get it”, but we knew the vast majority of people in both groups do “get it” and realize that we are all in this together. Our goal is to focus on education, identification of especially dangerous areas, on reducing wakes in critical areas, such as under the University Bridge, in the Montlake Cut, and Ship Canal, and on improving awareness of each other. Some of the rowing clubs have developed the following Rowing Traffic Patter chart and “rules” to help make the interaction safer. We urge all vessel operators to review this information.
We commend and thank the rowing community for taking this proactive approach to our mutual safety. We on the M, T, E & S Committee will endeavor to keep open the lines of communication with the human powered craft operators and the Harbor Patrol. Our goal is 100% safety and no one should be satisfied with anything less. We hope this dialogue will facilitate cooperation among all of the users of this resource, so that we can achieve our 100% safety goal. If any member has questions or concerns about interaction with the non-powered boating community, please let us know and we will endeavor to respond. And remember, extend the hand of friendship to other users, enhance awareness of your surroundings, especially at critical areas such as under the University Bridge, be prepared for the unexpected and, most of all, remember that we represent SYC.
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You've just purchased your new boat and now you have to decide whether you want to obtain a State Title or Coast Guard Documentation. Before you decide consider Reasons in Favor of Coast Guard Documentation.
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Important Links
For a complete list of links, see the SYC Links page.
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- March 2006 Binnacle - Radar Reflectors and You
- April 2006 Binnacle - Getting Your Boat "Safety" Ready
- May 2006 Binnacle - Lock Operations Update
- June 2006 Binnacle - Let's Do Some Trash Talkin'
- July/August 2006 Binnacle - Are Your Charts Up To Date?
- September 2006 Binnacle - Fall is the Time to Enjoy Boating Close to Home
- October 2006 Binnacle - Considering Fall Cruising and Annual Boat Maintenance
- November 2006 Binnacle - Lessons Learned - Lessons Remembered
- December 2006 Binnacle - What Are Those Yellow Barrels Anyway?
- January 2007 - Getting Ready for Boating in 2007
- February 2007 - Bits & Pieces
- March 2007 - Boat Wakes and Sharing the Waterways
- April 2007 - Safety Fest
- May 2007 - What Are Those Yellow Barrels
- September 2007 - State Boater Education Deadline: Jan 1, 2008
- November 2007 - Winterization
- January 2008 - Digital Selective Calling
- March 2008 - Safety Day 2008
- June 2008 - AIS: A new, easy-to-use tool for for avoiding collision
- July/August 2008 - Going Slow: Does Expensive Marine Fuel Response Prompt Safety Concerns?
- September 2008 - Clean Water Act 2008 - Normal Vessel Discharges
- October 2008 - Puget Sound Partnership / Washington Boating Alliance
- November 2008 - Winter Weather Tips
Go to the club's Binnacle page and select the month and year for the issue containing the about articles.