Darkness descends but we're not there yet!

[Kings Gambit]

I recently made an overnight passage down the coast of Southern California of about 150 n.mi.--a fairly short one with only about 8-9 hr of "true darkness." Cruisers on long passages do them daily for several days to weeks at a stretch. But no doubt they find a routine after a couple of nights. Generally how should one prepare for an unexpected night-time arrival at destination, or even a planned overnight passage when it's been few to several years since having done one? What was missing that you needed; what didn't you do that you should have? And what about your crew--how prepared were they for darkness? I'm curious.

 

[Ralph Johnstone]

One of the Most Useful Items ...................

But generally how should one prepare for an unexpected night-time arrival at destination, or even a planned overnight passage when it's been few to several years since having done one?

................. I've found is the largest 12V plug-in spot light you can find. And the big box store lights are not that expensive. I don't bother with a marine grade unit, just keep it clean and dry. I would recommend a 12V plug-in as you're not worried about batteries for the light which are always low when you need them most.

Ideal for locating surrounding boats (without anchor lights) and that lee shore which is just a little too close for comfort.

 

[Steve Dion]

Maybe it is best to plan your departures so your arrivals are in the light of day.

 

[Kings Gambit]

Maybe it is best to plan your departures so your arrivals are in the light of day.

Of course, but so you're sailing along on a reach and the wind shifts forward plus lightens, so now you must beat to destination. That pesky diesel is still overheating at anything above 1000 rpm so it's ultimately a draw; arrive dark by sail, or arrive dark by power, and you're closer to destination than to home. Dagnabit, those pesky running lights that I forgot to fix last season. Uh?

 

[ramblinrod]

Overnight Passage Recommendations

1. Preserve your night vision (red lights only). (Reserve the spotlight, for only after reaching your destination, and then only if you suspect unlit, unmarked objects are in your path. e.g. if a boat is anchored with out an anchor light, light it up like daylight with every spotlight you have.)
2. Tape a piece of paper over the chartplotter screen (most are too bright on lowest setting).
3. Hoist your radar reflector.
4. If near shipping lanes, call securite with your position occasionally.
5. Comfort food and drink at the ready you can consume using only one hand.
6. Most important, prepare a watch schedule and follow it. (Cold is bad, wet is bad, tired is bad, all 3 can be deadly.)
7. Remain tethered to the boat at all times (especially if the only one on deck).
8. Second most important, ensure everything your are likely to need, is where it is supposed to be, and easily accessible in the dark. Turning on interior lights or using a flashlight to hunt down something that should be easily found in the dark is a needless and dangerous waste of night vision.

 

[emergpa1]

Of course, but so you're sailing along on a reach and the wind shifts forward plus lightens, so now you must beat to destination. That pesky diesel is still overheating at anything above 1000 rpm so it's ultimately a draw; arrive dark by sail, or arrive dark by power, and you're closer to destination than to home. Dagnabit, those pesky running lights than I forgot to fix last season. Uh?

one of our first planned overnighters resulted in many lessons learned. We headed out East by St Simons then South and SE headed to Cumberland Island. The winds were forecast E@10-12 but were SE@ 20G25 . Having been NE all day the seas got sort of choppy. But the weather was clear and we had a crescent moon to help. So we proceeded to sail into a series of lessons as our trusty little Island Packet 31 morphed from friendly coastal cruiser to skittish untamed pony. We first regretted the cockpit cushions skidding out from under our feet, butts, or hands along with everything not tied down anywhere on the boat getting rearranged. Next we realized that it was damn dark on deck and any line tangle was a big ass whipping deal. Thirdly (and I'm keeping this list to the top three lessons learned) I suffered blindness from cockpit lighting where everything glaring into my eyes instead of helping me see. As soon as we made anchor, I made a list of corrective actions for next time. Since then before going out we secure everything, EVERYTHING, and put away all cushions. We handle all lines carefully being sure that all are secured or deployed in a way that decreases fouls and increases ease of use. We wear headlamps and gloves and have a few to spare handily stowed. We keep snacks, drinks, and personal toiletries including wet or dry towels handy for each crew member. We go out with sail reefed, then loosen if needed. We have jack lines rigged and vest on. I have alternate courses plotted depending on the prevailing wind. Dingy is on deck, deflated. Outboard is taken off the aft rail and well secured to the mast and bulkhead inside the cabin. The fresh water tank, located in the bow on my IP, is half empty to help sea handling. A comfortable sea birth is rigged. Sandwiches and chips are made. Bandages are kept handy.
BTW we had a blast! Best of luck!

 

[Kings Gambit]

one of our first planned overnighters resulted in many lessons learned. We headed out East by St Simons then South and SE headed to Cumberland Island. The winds were forecast E@10-12 but were SE@ 20G25 . Having been NE all day the seas got sort of choppy. But the weather was clear and we had a crescent moon to help. So we proceeded to sail into a series of lessons as our trusty little Island Packet 31 morphed from friendly coastal cruiser to skittish untamed pony. We first regretted the cockpit cushions skidding out from under our feet, butts, or hands along with everything not tied down anywhere on the boat getting rearranged. Next we realized that it was damn dark on deck and any line tangle was a big ass whipping deal. Thirdly (and I'm keeping this list to the top three lessons learned) I suffered blindness from cockpit lighting where everything glaring into my eyes instead of helping me see. As soon as we made anchor, I made a list of corrective actions for next time. Since then before going out we secure everything, EVERYTHING, and put away all cushions. We handle all lines carefully being sure that all are secured or deployed in a way that decreases fouls and increases ease of use. We wear headlamps and gloves and have a few to spare handily stowed. We keep snacks, drinks, and personal toiletries including wet or dry towels handy for each crew member. We go out with sail reefed, then loosen if needed. We have jack lines rigged and vest on. I have alternate courses plotted depending on the prevailing wind. Dingy is on deck, deflated. Outboard is taken off the aft rail and well secured to the mast and bulkhead inside the cabin. The fresh water tank, located in the bow on my IP, is half empty to help sea handling. A comfortable sea birth is rigged. Sandwiches and chips are made. Bandages are kept handy.
BTW we had a blast! Best of luck!

Nice account; thanks! No cockpit cushions on the Bavaria b/c I tired of moving them below on my prior boat, a P-30. I have a head-lamp but was not wearing it when darkness fell on that trip mentioned above--ouch! I almost never tow the dink, and rarely have it inflated on deck; it's usually stowed rolled-up in the starboard cockpit locker typically with the outboard there too, but not always. Seeing stuff while steering is a definite problem if not prepared. Regrettably, I did not activate the lighting on the cockpit instruments until darkness; thus, I had to manage adjustments, etc. w/o being able to see the buttons clearly. Need reading glass after dark to see small stuff, and that was a problem b/c I don't normally wear them. As said above, dimmest setting is too bright on a dark night. Depth finder went dark altogether, and could not fix it while trying to steer the boat (i.e., my watch). Normally keep a red LED flashlight in my pocket and use that to see stuff around the cockpit but did not have it on me when darkness fell. Red LED below in saloon, but it's fairly bright, as is the one in the head, which is red fluorescent. IMHO, skipper should not have his/her trick at the wheel as night falls. Should be free to go around and manage stuff while transitioning to night sailing.

 

[Bill Roosa]

Arriving at night comes in two flavors, lighted marina and anchoring out in the dark. the marina is pretty simple, call on 16 and follow the directions to your slip. There will be enough light to see what you are doing. Getting to the marina may involve manuring down a day marked channel so have the spotlight handy.
anchoring out is problimatical and you probably want to rethink exactly where you anchor so you don't run aground (on a rising tide right!) in the dark. A chart plotter and good charts are very helpful here. As long as you are a) out of the traffic channel, b) have sufficient depth to keep you off the bottom as the tide changes, and c) sheltered from the prevailing winds/waves you should be fine till dwan. Without a chart plotter you can find those day marks from over a mile out (assumes visibility is that good) with a spotlight. Have the first mate go forward (tethered of course) and sweep along the horizon. the green/red day mark will jump out once the light hits it. Sweeping high or low will not yield much however so done' give up too soon. If you can give the first mate a direction that you think the mark should be in then they can focus on that section of the shore. Then it is just a matter of prudent navigation to get there with out hitting the bottom. And ALWAYS know where you are. I use the "sigh here" post it arrows to keep track of our position. Use all your nav skills, Dead reckoning, back azimuths, triangulation, if you have sextant horizontal angles on known shore lights can give distance off

 

[Kings Gambit]

Without a chart plotter you can find those day marks from over a mile out (assumes visibility is that good) with a spotlight. Have the first mate go forward (tethered of course) and sweep along the horizon. The green/red day mark will jump out once the light hits it. Sweeping high or low will not yield much however so don't give up too soon. If you can give the first mate a direction that you think the mark should be in then they can focus on that section of the shore. Then it is just a matter of prudent navigation to get there with out hitting the bottom. And ALWAYS know where you are. I use the "sign here" post it arrows to keep track of our position. Use all your nav skills, Dead reckoning, back azimuths, triangulation, if you have sextant horizontal angles on known shore lights can give distance off

Yeah, I agree w/ you on the spot usage. The problem with us on the Bavaria is that we don't have a 12-volt plug-in up near the bow where the mate would be w/ the spot. I've tried using it from the cockpit, but there's too much back-scattered light from the spot light hitting the rigging, etc., to see anything. I've considered installing a 12-volt plug using the wiring that services the windlass at the anchor locker, but have not done it. For make shift, I have a 20-ft extension of wires that will extend from the nearest 12-volt receptacle near the batteries fwd to the bow; BUT-- I have to "hook it up", etc., for that function at the time of need. Has anyone put a 12-volt plug-in at the bow for this or similar purpose?

 

[Squidd]

I have an outlet in the V berth and can reach it is thru the forward hatch with the 12' cord that came with the spotlight.

 

[NotCook]

Overnight Passage Recommendations

1. Preserve your night vision (red lights only). (Reserve the spotlight, for only after reaching your destination, and then only if you suspect unlit, unmarked objects are in your path. e.g. if a boat is anchored with out an anchor light, light it up like daylight with every spotlight you have.)
2. Tape a piece of paper over the chartplotter screen (most are too bright on lowest setting).
3. Hoist your radar reflector.
4. If near shipping lanes, call securite with your position occasionally.
5. Comfort food and drink at the ready you can consume using only one hand.
6. Most important, prepare a watch schedule and follow it. (Cold is bad, wet is bad, tired is bad, all 3 can be deadly.)
7. Remain tethered to the boat at all times (especially if the only one on deck).
8. Second most important, ensure everything your are likely to need, is where it is supposed to be, and easily accessible in the dark. Turning on interior lights or using a flashlight to hunt down something that should be easily found in the dark is a needless and dangerous waste of night vision.

This is a great list. I would amplify on the red light. I'd recommend one with an elastic headband that you can wear and keep your hands free. I'd also suggest that it have a lower intensity setting.

My experience is different on the chart plotter intensity, and find the lowest setting acceptable for night navigation, but I agree it still seems rather bright. Some have a nighttime mode which actually darkens lighter areas of the chart, inverting dark and light areas, with mixed results.

A good review of the destination charts before it gets dark, and formulating your plan for arrival, including noting obstructions or hazards, and planning approach headings will help reduce the stress, especially when they are particularly hairy.

Last fall we had a night approach into St. Georges, Bermuda, and it was critical to recognize which of all those lights was the right one to mark the turn into the channel. We had to keep reminding ourselves of the angle, and trusting our chart plotter that the lights were were passing were not the one we needed and we were not yet to the turn. It also helps if you have more than one person on watch at those critical approaches.

 

[Sandy Stone]

Entering a harbor at night, even one you know, is not exactly a piece of cake. I must have been in and out of the Gulfport, MS small craft harbor a couple of dozen times in the daylight and recently had occasion to go in at night. Staying in the channel is pretty important, but it's very well marked and pretty much a straight shot. Even knowing exactly where I was, and where the channel markers were, it was very difficult to pick out the nav lights from the clutter of lights on shore. If it had been an unfamiliar harbor, I'd have given strong consideration to waiting outside until daylight. Admittedly, a good chartplotter and spotlight do wonders in such a situation, but it could still be hairy in bad weather.

 

[shemandr]

I need my glasses and was stunned how ineffective I was without them on an overnight race. I misplaced them when I took them off down below. Without wearing them I simply couldn't find them. I would have spares and/or something in my pocket if you or any of your crew needs them.
We also turned off the chart plotter since we couldn't dim it enough to prevent it from ruining our night vision.

 

[Jerry Clark H356 SV Persi]

If you have the proper equipment, arriving at night is not much different from arriving in daylight. It just takes a different set of interpretive skills. I have radar, a chatplotter and sonar and I also have a bow mounted LED GoLight that is remote controlled with a hand held controller. This assumes of course that you have studied the charts before hand and have a good idea how you intend to navigate before arriving. If you wait until you get there, the situation can get complicated fast. If so, then just stop and regroup.

On a trip down to Florida in 2013 from Kentucky Lake to Mobile, we arrived after dark on the Tenn-Tom at Midway Marina, Columbus Marina, Bashi Creek anchorage and Turner Marine at Dog River. This was 4 out of 9 nights of travel. On the Tenn-Tom, the luck of the locks determines your schedule. One day, we lost 2-1/2 hours to delays at locks. We used all of the electronics and the GoLight with no problem. The GoLight beam on a buoy or marker makes it really shine. Confirmed by radar, both add greatly to your situational awareness.

On our crossing from Panama City to Clearwater, we also arrived at Clearwater Pass and Clearwater Marina after dark. From there down the Intercoastal, we arrived at Venice and Fisherman's Village At Punta Gorda after dark. In addition to the electronics, I have a full enclosure which takes the weather down to an extremely manageable level. I also run my generator while not at the dock and keep my HVAC operating as well as our salon lighting. This keeps my wife comfortable and she is either reading or watching our satellite TV. If I get cool, I open the companionway doors and stand in the companion way and steer using my hand held wireless autopilot controler. I turn most of the lights off in the salon when I approach land, but on the Tenn-Tom and Intercoastal, I just close my ompanionway doors which reduces the strain on my night vision. I also have a DigitalYacht IAIS which transmits wirelessly to my IPhone and IPad thru INavX. I use either to monitor other tows and plan my passing spots if on a waterway.

Personally, I would just as soon travel at night as in the daytime as long as my electronics are working. It may take you a little practice to get comfortable, but once you are used to it, it is like driving a car at night. There are just a different set of ques to watch. If you lose your bearings, just stop until you get back on track. After all, a sailboat is not moving very fast so in most situations, you have lots of time.

 

[Ukeluthier]

Once you no longer need a spotlight to pinpoint channel markers, I'd strongly advocate putting it away when actually entering an anchorage to look for a spot to drop the hook.

There is nothing worse than those clowns who come barrelling into an anchorage late at night, shining a high-powered spot on every anchored boat, with the skipper and the spot operator shouting at each other. If you've managed to preserve your night vision with a few simple precautions, there is no reason you need a light under these circumstances unless it is a totally dark, moonless, overcast night. Even then, if you are moving dead slow -- as you should be -- a small flashlight is adequate for spotting other anchored boats.

It's amazing how a misused high-powered spotlight can light up the interior of an anchored boat like daylight, disturbing all the sleepers aboard.