SECOND EDITIONCopyright © 2009 by Forest Landworks, Inc. All rights reserved including theright of reproduction in whole or in part in any form.

FRONT COVER PHOTO BYMelanie Cheney

CONTENTS

pageFOREWORDINTRODUCTION

PART I A Preface to United States Coast GuardNavigation Rules......................................... 1

PART II Let’s Talk Nautical ...................................... 4PART III A Brief Evolutional History of the Lower

Missouri River Channel Pattern ................ 11PART IV An Exercise in Piloting—The Passage to

Cooper’s Landing...................................... 15PART V The Mystery of Beacons—Unraveled ....... 22PART VI Visual Water Depth Determinations—

Shallow Reading ....................................... 27PART VII Obstacles—Deep Reading ........................ 29PART VIII Principles of Boat Handling ...................... 35PART IX River Piloting Refinements ....................... 38PART X The Boat, Motor, and Trailer

Trailering, Launching and Retrievingthe Boat: Hands-On Class Session............ 43

PART XI Safety Protocol and Man Overboard Rescue:River-Class Training ................................. 49

PART XII And In Conclusion .................................... 50

APPENDIX A: Assisting Other Boats in Distress ............. 53APPENDIX B: Rough Weather and Rough Waves ............ 54APPENDIX C: Swamping ................................................. 55APPENDIX D: Running Aground ...................................... 56

FOREWORD

I’m very pleased to have shared my time and knowledge withMissouri River Relief in preparing the second edition of theOperator’s Manual. This informational format is designed asthe companion text for the Operators In Training Program,where basic seamanship is followed by river seamanship andpractical boating skills. However, the manual is intended onlyas an introduction to the skills that are unique to our purpose,thus providing the student with a foundation for further study.

While additional elements of basic seamanship are readilyavailable from many sources, information on river piloting isoften lacking. Piloting and “reading the water”are nearlysynonymous, yet few authors attempt to draw a contrast be-tween the two that is easily understandable. Much of thematerial on principles of “reading the water”were drawn-uponfrom many years of river-running experience, then correlated inan application specific to the nature of our work. Perhaps themost important source of knowledge will be found throughexperience with time on the river.

One of my goals in writing was to explain away some of themystery of our river and to discuss it in terms that are under-standable to those with little previous knowledge of the sub-jects. For example, a six page chapter on hydrology and hy-draulics was wadded up and tossed into the river. The revisedwatered-down version in a story format spares the reader oftrying to interpret something so condensed that it would be fareasier to just read the Hydrology Handbook.

The river demands a certain discipline which in turn demands alevel of concentration where we focus on the whole task—ourjourney, the river, our friends and our work. As operators, weare responsible for the safety of our crew and guests onboard and we share this consciousness with those around us—the recreational boaters, fisherman and commercial Captains.

ACKNOWLEDGMENTS

I wish to acknowledge with appreciation the following peoplefor their special assistance in consultation and manual prepara-tion.

John Brady, Missouri River Relief, who recognized the needfor a formal training program and Operator’s Manual.Dave Stevens, “Racin’Dave,”Missouri River Relief, forvolunteering his time on seamanship instruction.Bob Douthitt, “Boat Guy Bob”, for volunteering his time onseamanship instruction and mechanical rescues on the river.Bill Knutson, an officer in the U.S. Coast Guard and “TheBridge Light Guy,”for consultation.Bill Finneran, an officer with the U.S. Army Corps of Engi-neers - Aids to Navigation Officer, for consultation.John Larandeau, an officer with the U.S. Army Corps ofEngineers - Officer of Navigation, for consultation.Ralph Bledsoe, an officer with the Missouri Water Patrol -Safety and Education Officer, for consultation.Kathleen Gray, for graphic design and art work.Moxley Desktop Publishing, for manual preparation anddesign.

INTRODUCTION

Before starting our motors, we must have an adequate back-ground in basic seamanship. This discipline involves all thearts and skills of boat handling—ranging from maintenanceand repairs to steering, anchoring, docking and knot tying.When we take this knowledge to the river, we may then beginto apply these principles to the real experience of boat handlingand piloting. Learning the boating basics should be an ongoingendeavor as you build upon and refine the skills you learn..

While the Operator’s Manual covers river piloting in fair detail,many disciplines in basic seamanship are left unattended. Wedon’t believe it’s necessary to improvise additional informationthat the student has readily available; for example, the BoatMissouri publication—A Course On Responsible Boating.

The following are a few examples of important subjects toreview as an adjunct to the Operator’s Manual.

• Standard first aid and hypothermia treatment• CPR• Rescue techniques (self-rescue and man overboard)• Marlinspike Seamanship (knot tying)• Inland Navigation Rules - U.S. Coast Guard• VHF Marine Radio (operating rules and procedures)

As the Operators In Training Program progresses and im-proves, the above topics may be offered in a classroom settingthrough Missouri River Relief and other organizations as well.Currently, the self study course—Boat Missouri by the Mis-souri State Water Patrol is required for all Missouri RiverRelief operators. Included in the course is a straightforwardexam that the student will successfully complete before “sign-ing off”as an operator. See www.mswp.dps.mo.gov.

Each operator should own or have access to the Missouri RiverNavigation Charts by the U.S. Army Corps of Engineers. The

charts are in two parts: Green Charts - Sioux City, Iowa toKansas City and Orange Charts - Kansas City to the mouth.[These are available from Landfall Navigation ($17.00 each).To order, call 1-800-941-2219 or go towww.landfallnavigation.com.] You may also download thecharts or various reaches of the river at [http://www.nwk.usace.army.mil/rivercharts/]

After completing the training process, the student will be givenan opportunity to be tested on the boating skills they havelearned. During this interim, keep learning and reviewing theboating basics. The required “crew-time”spent with an estab-lished operator will vary with the individual student. Bothoperator and student should maximize this invaluable time bysetting a few goals before getting underway. The studentoperator is continuously being evaluated, as is the establishedoperator. Accident prevention and camaraderie are the lines thatkeep our organization firmly anchored.

A Missouri River Relief operator is also a leader. Each leadermust know themselves, their abilities and their limitations.Know your job so well that you’re not mired in details whiledoing it. Leaders must know their crew, their guests and theirboat and what to do when an emergency arises. As leaders wemust have an inherent ability for foresight. There’s little time tothink about what to do during a life threatening emergency.

Operators should have the personality that invokes a trustingbond with our crew and guests on board. Tactfulness andsimple politeness says a lot about our organization. Operatorshave many responsibilities...including respect for our boats andfor one another. We must extend this respect to the river herselfwith the common sentiment of being humble in the presence ofher power.

PART I

PREFACE TO UNITED STATESCOAST GUARD NAVIGATION RULES

The Navigation Rules or “Rules of the Road”are sets of statu-tory requirements enacted by Congress to promote the safety ofnavigation. The rules consist of requirements for navigationlights and day shapes, steering and sailing rules, sound signalsfor both good and restricted visibility, and distress signals.They do not include information on U.S. Aids to Navigation,such as buoys and beacons.

There are different sets of rules for international and inlandwaters. The Inland Navigation Rules Act of 1980 unified thepreviously separate Inland, Great Lakes, and Western RiversNavigation Rules. See Figure 1-1. Consider the 38 InlandNavigation Rules as boating laws or legal requirements for safeoperation on the Missouri River. Included in the Inland Naviga-tion Rules are a few variations specifically for Western Rivers.“Western Rivers”in this context does not mean—rivers on theWest Coast. The following exact definition is found in Rule 3.

Rule 3 - General Definitions (l) “Western Rivers”means theMississippi River, its tributaries, South Pass, and SouthwestPass, to the navigational demarkation lines dividing the highseas from harbors, rivers, and other inland waters of the UnitedStates, and the Port Allen-Morgan City alternate route, and thatpart of the Atchafalaya River above its junction with the PortAllen - Morgan City Alternate Route including the Old Riverand the Red River.

The following are the condensed U.S. Coast Guard navigationrules that specifically apply to Western Rivers.

RULE 9 - Narrow Channels. Vessels shall keep to the outer

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limits of the navigation channel on her starboard side as is safeand practicable. Power-driven vessels downbound with afollowing current on the Great Lakes and Western Rivers shallhave the right of way over upbound vessels, shall propose themanner and place of passage by initiating signals. Upboundvessel shall hold as necessary to permit safe passage.

RULE 14 - Head On Situation. A power-driven vessel operat-ing on the Great Lakes and Western Rivers and proceedingdownbound with a following current shall have the right of wayover upbound vessels, shall propose the manner of passage andinitiate maneuvering signals.

RULE 15 - Crossing Situation. On the Great Lakes and West-ern Rivers, a vessel crossing a river shall keep out of the way ofpower-driven vessels ascending or descending the river.

The operator should pay close attention to the most commonnavigation rules outlined in Boat Missouri and then review theU.S. Coast Guard Inland Navigation Rules for further study. Afew examples of important Rules to know and follow are:

Rule 5 - LookoutRule 6 - Safe SpeedRule 7 - Risk of CollisionRule 8 - Action to Avoid CollisionRule 19 - Conduct of Vessels in Restricted Visibility

Although we don’t currently use sound signals as outlined inthe Rules, it’s important to recognize a few of the significantones, particularly those used by commercial towing vessels.Sound signals are found in Rules 32, 34, 35 and 36. Beingfamiliar with the exact wording of the Navigation Rules ishelpful while learning the nautical language.

Figure 1-1

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PART II

LET’S TALK NAUTICAL

Our river language of boats and boating is different from that ofthe land and landsmen. Missouri River Relief is a uniqueorganization with its very center anchored in seamanship.Smooth sailing for our crew involves the discretionary use ofnautical terms for clear communication while preserving ourprofessional image. In other words, it’s not necessary to put therudder hard over. The important goal is to keep an anchor towindward, maintain an even keel and stay on course.

Rewording nautical terminology is difficult without changingthe meaning of the term itself. For example, why not just callaids to navigation—navigation aids? Because—the former arebuoys and beacons while the latter are binoculars and charts.Historically, the etymology of nautical language related to thesafety of the ship and crew and tradition has kept the languageintact for several hundred years. Forming the habit of thinkingand speaking in a few of the terms will mark you as one who istruly interested in your work..

BOAT - A waterborne vehicle smaller than a ship (the onesused for ocean travel). CRAFT is often used interchangeablywith boat and VESSEL is a broad term for all floating vehicleswithout reference to size. There are POWERBOATS, SAIL-BOATS and ROWBOATS. Within the rowboat category areCANOES and KAYAKS. Most recreational boats are 16’or lessand include UTILITY boats and JON boats. RUNABOUTS areused for skiing, fishing and cruising and CRUISERS are largerthan a RUNABOUT, starting at 18’in length. CRUISERSgenerally have bunks, a head and a galley.

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BOATERS - Operators of recreational small craft whether theyare men or women. He or she may also be informally calledskipper or captain.

OPERATOR - The usual legal term for a boater operating asmall craft.

CREW - Others on board that participate in the operation ofthe craft.

GUESTS - Those on board that are not involved in the opera-tion of the craft.

ON BOARD - All persons on a boat. “How many guests doyou have on board?”(Not, “How many aboard?”)

DIRECTIONAL ORIENTATION OF THE BOAT (the boatitself)

a. BOW - The front end of the boat, or forward part of aboat.

b. STERN - The other end of the boat, or after portion ofthe boat.

c. MIDSHIPS - The area in the middle of the boat.d. STARBOARD - The right side when on the boat facing

the bow.e. PORT - The left side when on the boat facing the bow.f. FORWARD - When one point in the boat is nearer the

bow, it is FORWARD of the other.g. AFT - Near or at the stern. By turning around and

facing the stern one is looking AFT. The starboard andport sides of the boat do not change.

h. ABAFT - When one point is aft of another, it is said tobe ABAFT it. Toward the stern.

i. FORE-AND-AFT - When an object lies on a line—orin a plane—parallel to the centerline of the boat, it isreferred to as lying FORE-AND-AFT.

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DIRECTIONAL ORIENTATION OF PEOPLE ANDEQUIPMENT ON THE BOAT

a. STARBOARD AND PORT - Do not change no matterwhich way you are facing.

b. FORWARD - Anything toward the bow.c. AFT - Anything toward the stern.d. AMIDSHIPS - Anything in the middle of the boat is

AMIDSHIPS, whether fore-and-aft or not.e. INBOARD - Anything toward the center.f. OUTBOARD - Anything away from the center.

EQUIPMENT TERMSa. CLEATS - Metal fittings with outward curving arms

(HORNS) on which lines can be made fast.b. ROPE - Bought at the hardware storec. LINE - Once rope is put to use on the boat it becomes a

LINE.1. MOORING LINES (also DOCK LINES) - Lines

used to make a boat fast to a shore structure.2. BOW LINE - Leads forward at the bow.3. STERN LINE - Leads aft at the stern

Bow Lines and Stern Lines lead forward and aftfrom those respective parts of the boat, not FORE-AND-AFT.

4. SPRING LINES - Lead aft from the bow or for-ward from the stern, to prevent the boat from mov-ing ahead or astern.

5. PAINTER - A line at the bow of a small boat (adinghy or canoe).

6. HEAVING LINES - Light lines with a knot orweight at one end, allowing a far and accurate throw.If you’re throwing a HEAVING LINE from the boatto a shore-bound refrigerator, the knot that enclosesa weight at the end is called a MONKEY’s FIST.

7. HAWSERS - Very heavy lines in use on tugboatsPage 7

and larger vessels. They are often left as trash on theriver bank, and sometimes used foreward or at thebow on trash hauling boats.

8. LEAD LINE (pronounced LED) - A marked linewith a weight at one end to determine the depth ofwater alongside a vessel.

d. FENDERS - Soft rubber or plastic objects used be-tween the boat and a pier or floating structure to cush-ion and protect the boat.

e. LIFE PRESERVER - A Personal Floatation Device,throwable cushion, or ring buoy.

f. SOUNDING POLE - A long slender pole, often aWillow tree, to determine depth for boats used inshallow waters.

MISSOURI RIVER TERMSa. SAWYER - A submerged tree with the root ball at-

tached. The weight of the tree and ball keep it fixed tothe river bottom, although the top still has buoyancy. Attimes, an oscillation of the rise above and below thewater surface will show a sawing motion. The top of aSawyer points downstream.

b. PLANTER - Once a submerged tree or Sawyer be-comes permanently fixed to the river bottom fromsediments covering the root ball; the waterlogged trunkbecomes a planter with its top above the water.

c. PIER - A structure usually of piles, extending out fromthe shore and into the water.

d. WHARF - A structure parallel to the shore for dockingvessels.

e. PILE - A vertical wooden, concrete or metal poledriven into the river bottom to support a pier. Also usedfor mooring.

f. DOLPHIN - A small group of piles tied together into asingle structure. Generally used for mooring or tosupport an Aid to Navigation. Often referred to as a—

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two pile dolphin or three pile dolphin.g. SLIP - A berth for a boat between two piers or piles, or

between two floats at a Marina.h. KICKER STRUCTURE - U.S. Army Corps of Engi-

neers term for the colloquial terms of “trail dikes”and“channel dikes.”

i. RIVER GAUGE - The gauge at the Hannibal R.R.bridge in Kansas City has a tube on the side thatprojects into the water to measure the water level. Thereading is sent to a satellite from a automated datacollection platform (d.c.p.). The “O”on the gauge is inreference to a land surface elevation and is somewhatarbitrary, because the gauge in theory could shownegative values when there is still water in the river. Astage of 9.0’on the gauge is considered a normal flowand 32.0’is considered flood stage. The author made arun on the river through Kansas City in a commercialraft with a rowing frame on July 27, 1993 at 3:30 p.m.The datum signal at the time, recorded the stage at48.93’—the highest recorded river stage in history witha discharge of approximately 555,000 CFS. A true lifeadventure story of this river-run was featured in theKansas City Whitewater Club’s newsletter, The WaterGuage. Copies of The Kansas City Run at 555,000C.F.S. are available upon request.

COLLOQUIAL RIVER TERMSa. CHOP- Wind produced waves. Also, to alter the origi-

nal design of a boat with a cutting torch or saw. Reduc-ing the volume and weight of larger objects and “whitegoods”on the river bank with a sledge hammer.

b. MYSTERY MOVE - Initially, a bad approach to ashore structure that ends-up looking flashy by mistake,because of subtle eddies.DOCK CREW: “Man, what a cool approach!”OPERATOR: “I know...it just takes practice.”

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c. WILLA FIRE - A smoky campfire made from thewood of Willow trees, containing large amounts ofacetate of salicylic acid (Aspirin). Although not aproblem with River Relief, there are times when mem-bers of other organizations, join our campfire and thendrink too much. These “others”will often be proppedup with a short log the following morning and placedalong the leeward side of a willa fire.

d. FOSHEE - An airborne folded piece of burning news-paper. Also, a traditional method of stress reductionwhere creative engineering skills are used at a campfire.

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PART III

A BRIEF EVOLUTIONAL HISTORY OF THE LOWERMISSOURI RIVER CHANNEL PATTERN

In our mind’s eye, we can visualize the historical channelpattern of the river by browsing through early surveys and oldmaps or just by reading the journals of early explorers. Atabout the time that Captain William Clark’s map was ready forprinting in 1814, the U.S. General Land Office Survey wasunderway. The G.L.O. Survey of 1815 through 1819, oftendocumented the structure of the river in detail, from theconfluence to the mouth of the Kansas River. From the earlyfield notes of fur-traders, explorers and surveyors, we canvisualize a river from the past with the channel morphology ofwhat today is termed—A BRAIDED STREAM.

Downstream from the mouth of the Platte River in Nebraska,the river braided around countless islands where the mainchannel often branched into several side channels. Earlyboatman often made reference to the hardships of navigatingthe lower river, where the choice of which “channel”totraverse was often obscured by a wide maze of midstreamobstacles and the snag-infested chutes that rushed betweenthem. There was most likely much cussing along the riverduring her time of wildness, although it was mostly in French.

1819 was a busy year along the Missouri as settlement pro-gressed from St. Charles upstream to the new frontier. Theriver was becoming increasingly congested with an array ofhomemade wooden boats and then...two steamboats venturedfrom the Mississippi and onto the wild and muddy mightyMissouri.

During the summer of 1819, the Western Engineer plowed her

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way up from St. Louis and made a slow 860 mile trip to Coun-cil Bluffs in 3 months. The Captain of this early steamer wasembarrassed more than once after being passed by canoes withtrappers—paddling North for the winter. “Nah-Na-Nahná...Nah”, or in French: “Nehné-Neh-Nehné-Neh!”Manydesign changes were needed for a Missouri River steamboatbefore the river could become a bustling avenue of travel andcommerce; but a bustling avenue she did become, as theSteamboat Era gave birth to river ports where cities were born:St. Charles, Washington, Hermann, Jefferson City, Boonville,Lexington, Kansas City... While the glorious period of pilotingfrom 1840 through 1860 may seem alluring to most river-runners, this era at the same time, would become the fore-shadower of changes to the river.

Navigation improvements on the river began as early as 1843with specially designed snagboats. These duel-enginedsidewheelers were built with double hulls and heavy block andtackle at the bow for plucking sawyers and planters from thedeeper water between river ports. As quickly as these obstacleswere removed from one stretch—it was time to start workingthat area again.

Steamboating began a slow decline around the 1860’s as theexpanded railroads offered a safer and faster way to movefreight. By 1884, there were only a handful of smaller compa-nies operating commercial vessels on the river, yet Congressauthorized the Missouri River Commission to make extensivenavigation improvements beginning this same year.

Wooden piles were driven perpendicular to the bank along ashallow side and parallel to the bank on the opposite side tostabilize the bank from the deeper and faster water thus created.Water was slowed between sets of perpendicular wooden pilestructures that often extended as far as 1000 feet or more. Asthe current was slowed between these sets of wing dikes, silt

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could settle-out and the area would begin to fill. Eventually, thefilled area became vegetated and permanently connectedlandward, forming a less wide section of river with deeperwater on the opposing side.

Railroading continued its serious competition with river busi-ness and by 1890 the magnificent presence of steamboatingwas all but gone. The Adventures of Huckleberry Finn had beenprinted and distributed in America now for the past 5 years(February 1885), and Samuel Clemens had chosen his penname long ago from past experiences on the Mississippi as apilot. The two fathom mark on a steamboat lead line or twelvefeet of water, was often called out to the Captain as... “MARKTWAIN!”And where do you suppose the author came up witha name like—Tom Sawyer?

And so the Missouri River Commission continued their endlesspounding of piles from Rulo, Nebraska to the Missouri’smouth, until the project was turned over to the U.S. ArmyCorps of Engineers in 1902. The Corps continued their inher-ited project of pile-driving and began stabilizing the deep waterbanks with massive latticework “blankets”made from Willowtrees and held firm by stone. Then in 1912 they were appointedby Congress to construct and maintain a 6 foot deep channel toaccommodate the deeper drafted commercial vessels of thetime.

By now, the sleepy river had finished her 20 year commercial-navigational rest and began to reawaken with the beginning ofthe First World War in 1914. The railroads during the period of1914 through 1919 couldn’t keep-up with the huge demand oftransporting war supplies. Towboats and barges had replacedthe giant steamers, and by 1933 the transformation of a mani-cured river with a permanent navigation channel was takingshape.

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Larger vessels were needed for the economical transportationof commodities along the new route, so in 1945 Congressauthorized “The Missouri River Bank Stabilization and Navi-gation Project”from Sioux City, Iowa to the Missouri’s mouth.This project called for a 9 foot deep channel by 300 feet wide.The wooden pile structures that contained the river werereplaced or supplemented with quarried stone (riprap) begin-ning in 1960 and mathematical models would calculate thedynamics for a self-maintaining navigational channel through aseries of long and gentle meanders contained and stabilized bystone revetments and dikes. By now, the countless islands thatonce dotted the Lower River were either removed or connectedlandward by the channelization process, although a few stillremain today.

Today, we must appreciate a divided river—one with a mean-dering navigation channel and the subsequent backwater areaswith shallow and deep water structure. Let us be content in ourwork to improve the river “with our own two hands”whilesharing our knowledge and love for her with those around us.

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PART IV

AN EXERCISE IN PILOTING—THE PASSAGE TO COOPER’S LANDING

In the preceding chapter we learned why our river channel isshaped like it is today. We might consider the Lower Missourias having most of the geometric features of a meanderingstream with an engineered navigation channel within her mainchannel. The predicted fluvial processes that normally occuralong a meandering stream with natural geologic features havebeen modified by the location of revetment and dikes.

Please take a moment to make a sketch ofthe river described above. First, draw two s’sa few inches apart and side by side—afterstretching the top and bottom of the s’s by

about 50%. Below the “stretched”s’s,connect two others to the bottom of the firstset and two more to the bottom of the sec-ond set. Now, turn your paper 180° so that itlooks like a typical section of river. You mayuse Figure 5-1 as a guide.

By labeling the main river features on your sketch, you willbegin to get an understanding of the importance of PILOTINGskills.

NAVIGATION and PILOTING are not exactly the same,although they are often used interchangeably. Navigation isdefined as the art and science of safely and efficiently directingthe movements of a vessel from one point to another. Sciencebecomes involved when using scientific instruments, likecompasses for DEAD RECKONING and sextants for CELES-TIAL NAVIGATION or instrumentation for ELECTRONIC

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NAVIGATION. The art of navigation begins when the operatoruses individual skills and judgement. Where navigation ismostly science, piloting is mostly art. Piloting uses visualreferences for navigating within site of the land, and visibleaids to determine water depths in PILOT WATERS (the GreatLakes, bays, Coastal Waters and Western Rivers). So let’s getunderway and take a voyage from Kansas City downstream toCooper’s Landing. Our FLOAT PLAN includes making port atCooper’s by 6:00 P.M. to attend a special presentation by thelocal Skipper. It’s important that we steer a course along thenavigation channel to make good time with the fuel on board.

Shortly after departing Kansas City Riverfront Park, a blueMILE MARKER BOARD appears on a large Cottonwood tree,and the time of day is recorded below the river mile on aNavigation Chart (U.S. Army Corps of Engineers). We con-tinue this CHARTING for the next 30 miles at three quarterthrottle to determine a speed in miles per hour. Miles aremeasured upstream from the Confluence (River Mile 0) instatute miles along an arbitrary sailing line, following thecurvature of the navigation channel. [On salt water, distancesare measured in NAUTICAL MILES1 and the unit of speed isthe KNOT2.] On Western Rivers and inland freshwater, MilesPer Hour is the correct unit of speed3.

While approaching the first outside bend, we can see that theconcave bank is lined with riprap or REVETMENT and thewater is noticeably faster here. Along the opposite bank are setsof stone WING DIKES with pools and shallows on the down-stream side of them. A SAND BAR (POINT BAR) has

1 About 1/7 longer (796 ft.) than a land mile or statute mile2 One nautical mile per hour3 Speed is expressed as miles per hour (freshwater) or nautical miles per hour

(saltwater)

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“grown”along the inside bend where the water is noticeablyless deep and slower.

Now draw small x’s along the first concaveoutside bend on your chart (Revetment). Thendraw one perpendicular short line near the startof the inside bend and one short line near thefinish (Wing Dikes). Between the wing dikesalong the inside bend draw a narrow shadedarea. (Sand Bar). Continue the sand bar symbolto just above the next outside bend, whererevetment begins once again. Add wing dikes tothe opposite side and repeat the sequence ofsymbols to the last river bend.

Midway along the same bend our lookout spots a second AIDTO NAVIGATION—a green CAN BUOY, about 10 yards fromthe Right Bank. The RIGHT BANK and LEFT BANK havereference to descending river flow or downstream. The rightside and left side of the river never change no matter whichdirection you are traveling. On Western Rivers—Right and Leftare the preferred directional reference to the river bank and tothe aids to navigation, rather than starboard and port. GreenCan Buoys mark the Right side boundary of the descendingnavigation channel, so we stay to the left of the Can Buoy.Adjacent to the Can Buoy is a red NUN BUOY. Nun Buoysmark the Left side boundary of the descending navigationchannel, so we stay to the right of it—in a line between the twobuoys. Buoys mark the Right and Left navigation channelboundary lines within the main channel.

After approaching the end of the bend, a looming sand barappears that bears at 1 o’clock - so we change our HEADINGto 11 o’clock toward the opposite shore. The CLOCK SYS-

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TEM is the excepted way to express the direction of an objecton inland waters with reference from the bow of the boat at 12o’clock. DEAD AHEAD is 12 o’clock fore-and-aft whileDEAD ASTERN is 6 o’clock. A BEARING is the direction of aremote object from the boat or observer which may be ex-pressed using the Clock System. A HEADING is the directionin which a vessel’s bow points at any given time, and aCOURSE is the direction in which a vessel is to be steered—the desired direction of travel through the water.

After crossing over to the other bank, the crew notices that thepattern of revetment and dikes seem to have disappeared. TheCaptain scans the river ahead looking for buoys or topographi-cal features that might show him where the navigation channelfollows. Then, about 200 yards downstream, he spots a thirdaid to navigation—high upon the river bank. From a distance,the color of the BEACON appears to be red and confirms thatour boat is on the correct side of the river along the Left Bank,where the navigation channel continues.

BEACONS are landward aids to navigation that are fixed to apole or metal trestle, fairly high on the bank. There are twocomponents to a Beacon or two distinctive signs, mountedback-to-back on the same structure. The signs are termedDAYMARKS. There are three types of Daymarks on thenavigation charts that have a characteristic shape and color: ARed Triangle or a Green Square (PASSING DAYMARK) and aRed or Green Diamond (CROSSING DAYMARK). PassingBeacons indicate which side of the river the navigation channelfollows and Crossing Beacons indicate where to cross-overwhen the navigation channel changes from side-to-side. AllDaymarks facing the bow of the boat are green downstream onthe Right Bank or red downstream on the Left Bank. Beaconswithout lights attached are called DAYBEACONS, and bea-

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cons with lights to illuminate them are simply called LIGHTS.

Lights will usually show the corresponding color of theDaybeacon—either Green with a single flash or Red with adouble flash, flashing in this sequence every few seconds.However, in areas where conflicting background light is preva-lent such as city streets with traffic signals, railroad terminals,etc., the Light’s color may be White with the correspondingflashing sequence for the Right or Left Bank. There are only afew lights shown on the navigation charts from Omaha, Ne-braska to Kansas City, but many are found on the charts down-stream from Boonville. (Piloting by Daybeacons is discussed indetail in the following chapter.)

To complete this exercise—label a “C”(CanBuoy) and an “N”(Nun Buoy) along theoutside bends in the correct locations onyour chart. Label a “GB”(Green Beacon)and a “RB”(Red Beacon) along the outsidebends, landward in the correct locations.Then, with a dashed line and an arrow,sketch a course through the buoys and pastthe beacons.

Our Captain is well seasoned but soft spoken—not the saltysailor type. His eyes convey sternness when he speaks—soeveryone listens carefully. By noon, the crew has calculated ourspeed from the distance covered and elapsed time. The nauticalterm for speed over a known distance is SPEED MADE GOODor SPEED OVER THE GROUND and when abbreviated on achart is—(SMG or SOG). The Captain decides that our (SMG)is good and we’re making good time at 17 MPH with only 70more miles to travel. Since everything seems to be good, westop at a local sand bar for lunch.

There’s a fisherman, hydrologist, mechanic and a beach-guy on

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board. After landing, the fisherman sets out across the beach insearch of a cove with fish activity and the beach-guy studies alarge half-buried piece of old iron. While the hydrologist beginsdrawing river bends in the sand with a stick, our mechanicwatches over with intrigue.

As the hydrologist points with a stick, he explains: “You cansee a pattern along our way as the water moves in this windingpath, deflecting from one bank to the other. As water moves inthis pattern, it develops a strong centrifugal force and creates aslightly raised tilt of the water level to the outside of each bend;where the waters inertia gives rise to a faster flow. This tilting,then tends to push the flow toward the opposite side.”Themechanic exclaims: “So the river is like a slightly tilted racetrack! And because of an increased velocity and turbulencealong the outer bend, the water will either erode the bank orscour the bed.”The hydrologist continues: “Yes... and asvelocity and turbulence decrease along the inside of the bend,sediments will settle or be carried to the next inside bend wherea sand bar may form. Sand bars and mud flats tend to push thecurrent back toward the outside of the bend where the wholeprocess of erosion and deposition is repeated.”The mechanicwith a knowledge of internal combustion adds: “So the river islike a race-track and the water is like a piston in the walls of acylinder. The small amount of energy that is not lost in heat, isavailable for erosion and transportation of the sediment load;so, the energy needed to maintain a navigation channel can beincreased, if friction is decreased by smoothing out the channeland reducing the wetted perimeter.”

While the two admire their river in the sand, the fishermanreturns with a tale of a giant Gar wallowing in the mud. Thebeach-guy has finished hand-digging a deep trench around aniron object, and the sand bar looks as if children have beenplaying there for hours.

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During lunch, the river began to rise from a faraway storm. Afew logs and bottles begin to float by, so a lookout is posted atthe bow. Soon, the water becomes very high and brown. Buoysbounce wildly back and forth while some become submergedwith only a violent wave above them. Wing dikes are barelyvisible above the higher water and our piloting aids are quicklydisappearing. A brisk wind kicks up from the East while wepound our way downstream against a brown spray that dripsfrom our faces. For the next few hours, the Captain makes useof Passing and Crossing Beacons for a safe course along theway—past Arrow Rock, then Boonville and Taylor’s Landing.At 5:30 P.M. our captain bolts past a few boats drifting peace-fully downstream from Lupus. Soon, we make a wide mid-stream turn across from Cooper’s Landing, then ferry upstreamat low throttle to the Left Bank shore structure on our Starboardside.

After taking our seats in front of the store, it feels like we’restill moving. There’s the usual muffled chatter all around us,when I hear someone whisper: “Who are the smelly peoplecovered with mud?”Then the soft reply: “I think they came byriver from somewhere...somewhere far upstream.”Everyone isquiet now, when the Skipper takes the stage, and with greatintent he begins speaking about the river and all her splendor.

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PART V

THE MYSTERY OF BEACONS—UNRAVELED

In Part IV, a very basic discussion of river hydraulics andfluvial processes allowed us to draw a relationship of thechannel pattern to visual references and piloting skills. As asubdivision of piloting, RIVER PILOTING is specific toWestern Rivers and uses the following special visual refer-ences: AIDS TO NAVIGATION, LANDMARKS and visualwater depth determinations (READING THE WATER).

The WESTERN RIVER SYSTEM of buoyage includes thefollowing aids to navigation: unnumbered red Nun Buoys andgreen or black Can Buoys, Beacons (Passing and CrossingDaymarks), Lights and Mile Markers or (Mile Boards). A fewexamples of Landmarks include: unique topographical features(cliffs and bluffs), man-made features (river terminals, bridges,power plant smokestacks) and river structure connected to theland (revetment and dikes). Poking the water with a soundingpole or measuring it with a lead line would be an example ofvisually reading shallow water depths, although there are stillother ways to “read the water”for depth and for avoidingobstacles at a particular depth. (These are discussed further inthe following chapter.) The art of River Piloting starts with athorough understanding of the Aids to Navigation followed bycorrelating text and chart materials with what you actually seeon the river.

In Figure 5-1, the green square shaped daymark represents agreen can buoy in profile and marks the navigation channel onthe right side of the river heading downstream. The red triangleshaped daymark represents a red nun buoy in profile and marksthe navigation channel on the left side of the river headingdownstream. The third aid to navigation is a diamond shapedcrossing daymark, either green or red and indicates where to

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cross over when the navigation channel changes from side-to-side. Passing daymarks shouldn’t be confused with overtaking.The Inland Navigation Rules do not specify a particular loca-tion in the river for passing another vessel. However, there arerules for safe judgment (Rule 13) and the required soundsignals to use when overtaking another vessel on WesternRivers (Rule 34).

The U.S. Coast Guard has designed and positioned the locationof beacons into RANGES, or a line of site from one beacon tothe next including the crossings. If your boat is between anytwo beacons, then you are always within a safe passageway orrange (the navigation channel or the crossing). The placementof beacons in ranges along the river were intended to be viewedmore often from the flybridge of a tow vessel or large cruiser.Larger vessels and especially those pushing ahead with a longstring of barges, need a “warning sign”to have ample time tosteer their vessel toward the crossing at the end of the naviga-tion channel. There are places where beacons may be severalmiles apart (Orange Chart No. 13) and places where a line ofsite between the second beacon in a range, is obscured becauseof a sharp bend in the river (Orange Chart No. 24). It is also theintention of the U.S. Coast Guard, that navigation charts andbinoculars be used as aids with the beacons when pilotingalong Western Rivers.

Figure 5-1 shows the typical configuration of daymarks mostcommonly seen from Omaha, Nebraska to Jefferson City,Missouri (477 miles) with only a few exceptions (Green ChartsNo’s 41, 50, 59, 64) and (Orange Charts, No’s 3 and 29).Passing and Crossing Daymarks are defined in Figure 5-1 bythe nondescript paragraph in terms of following the navigationchannel and steering through a Crossing. This paragraph allowsthe student to begin forming his or her own mental associationof the daymarks. Keep in mind that reading beacons on aNavigation Chart is different from the river, where you only see

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the daymark facing your bow. For example, the followingmethod of reading beacon ranges in Figure 5-1 is fairly simple,although there are other individual methods as well. “Whenreaching a crossing daymark while traveling upstream or down,it will usually indicate that the crossing has ended. Continuealong that side of the river until reaching a passing daymark.The passing ‘sign’indicates the end of the passage, so beginlooking toward the opposite bank for a crossing ‘sign’andchoose the best route to cross-over toward it.”

Before cruising an unfamiliar stretch of river, glance over thecharts and make a mental note of any nontypical beacon se-quences—the very rare double passing daymarks, or the some-times common double crossing daymarks. Nontypical beaconranges will follow a nontypical channel morphology pattern,like extreme river bends or a straight-lined course with fewermeanders. The stretch of river from Jefferson City to St.Charles (113 miles) frequently becomes a series of crossingsdue to topographical features. See Figure 5-2.

When crossing beacons can’t be easily seen or become ob-scured by sharp river bends, channel morphology awarenessand the use of landmarks will help guide you along the way andthat’s what the art of river piloting is all about.

Before heading to the water, your next exercise is to practicepiloting with your mind’s eye by following beacon sequencesalong the navigation charts. Pay close attention to the outsidebends (the convex side of a bend) of the meandering channeland with time and experience, you will become adept to theorientation of beacon ranges.

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PART VI

VISUAL WATER DEPTH DETERMINATIONS—SHALLOW READING

In Part V we learned the importance of visual references andtheir relationship to the definition of River Piloting. Much of ariver pilot’s success depends on his or her ability to interpretwhat is seen. Certain surface conditions will reveal the relativedepth of water, although the student must learn by individualobservations to “read”the clues. As children, our detection ofwater depth was often made by an easy yet accurate method ofwalking through it; ankle-deep... knee-deep... waist-deep...shoulder-deep or way over your head. Then we acquired theability to decide if the water was deep or shallow by methodsother than walking through it and these clues were filed awayin our memory as things that no longer needed to be thoughtabout. As adults, we often attribute this filed-away informationto instinct. For example, someone might ask: “How did youknow the water was so shallow?”And your reply: “Because itjust looked that way.”This approach is “OK”for those whohave instinct, although it is not the best one for a good teacher-student relationship. Because most of us are from the “ShowMe State,”there is a better way.

The “Show Me”method of learning moves the classroom tothe river. The operator should locate a variety of shoal-typestructure on a warm and windy day, then study and comparethe water depths around them. Observe how a sand bar slopestoward the water. Is there an abrupt ledge where the bar meetsthe water, or does the bar slope gently to the water’s edge like aswim-beach? What about the color of the water and the type ofwaves that reach the shore—are the waves smooth and rollingor choppy and breaking? Is there deeper water on the upstreamend of the sand bar or downstream end?

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A SHOAL is a place in the river where the water is shallow,and these shallows are related to the morphology of a sand bar.Shallow water is often termed Shoal Water. A FLAT is just alarger or broader area of shoal water. There is actually nodefined depth of water for these terms. So for our purposes,Flat, Shoal, Bar, Shallows and Reef may be considered one inthe same.

On a calm day, you can create waves for your study with thewake from your boat. Make a few passes along the deeperledge of a flat and watch the waves travel through the shallowsbefore breaking against the bank. Often times, if the flat is tooshallow for passage, the waves will look like miniature break-ers—cresting along their way with the tops sheared and choppy.If the flat is deep enough for passage, the waves will often besmoother and continue to roll to the bank from less frictionbetween the river bed and water surface. The configuration ofthe river bed also plays an important part in the nature of awave. Generally, higher waves whether smooth or choppy willform over deeper water, unless a brisk wind against them(toward the direction they are traveling) reduces their height.Conversely, lower waves will form over shallower water,unless a brisk wind against them (against the direction they aretraveling) raises their height.

Reading clues for the location of shoal water, sand bars andsubmerged rock dikes is termed EYEBALL PILOTING. Thisapproach to reading the water is why piloting skills are consid-ered an art, where good judgment develops through experience,a keen eye and perhaps a few mistakes. On the other hand, ourenvironmental work was not intended to include ongoing boatand motor repairs due to poor judgment. The importance ofacquiring the art for piloting skill cannot be understated.

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PART VII

OBSTACLES—DEEP READING

As you develop an ability to read the water, obstacles to avoidwill often have clues to their hidden nature when partially ortotally submerged. Some obstacles that are easy to see whenheading downstream may become obscured when cruisingupstream, from the angle of sunlight on the water or fromwind-driven waves. The broken and jagged limestone used forrevetment and wing dikes were placed in their location during“recent times”and most of us should know the difference ofhow a smooth rock impacts the hull of a boat compared to ajagged one. From Miami (mi. 263) to the Confluence, thegeology of the river becomes more diverse, where a greatervariety of rock is found.

There are a few tried and true principles of reading the water toreveal the location of rocks. These surface conditions can beused to reveal other obstacles as well. Metal and wood railroadtrash, wooden snags, sunken boats filled with silt and appli-ances fixed to the river bed are just a few examples. In Figure7-1, the two exposed rocks each show what is termed anUPSTREAM V, where the apex of the “V”shown by thedashed-line, points upstream. These “V’s”are easily recognizedon the river, depending on the size and depth of the obstaclebehind the apex of the “V”. For example, a piece of pinnedangle iron will show a “V”, but the apex may be so narrow thatit’s difficult to see when approaching it from downstream.Most all obstacles in the river will show some kind of surfacedisturbance, although the clues may be very subtle with itemslike steel reinforcing rods or metal pipe. The length, width andposition of an upstream “V”will change according to the sizeof the object and it’s submerged depth. If an object is totallysubmerged a certain distance below the water, the “V”from the

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wake of the water flowing over it will still show, but the apexof “V”will be further back (downstream) from the object—thedeeper the object is.

In the same diagram, the submerged end of a wing dike createswhat appears to be a rapids-like drop. Because the drop inwater elevation is not actually due to a sharp increase in gradi-ent, this narrow channel of water pouring over is termed aCHUTE; where the water is backed-up behind a partiallydammed section of river then falls a short distance to thedownstream side.

The diagram also shows what is termed a downstream V withthe apex of the “V”pointing downstream between two ob-stacles. If the two rocks were removed from the picture, therewould still be a downstream “V-shaped”patch of water throughthe chute or through a notch in the wing dike. This larger patchof smooth or slick water leading into a chute is called theTONGUE. Before entering the tongue of a chute, check thewaves on the downstream side and look for rocks or otherobstacles along the passageway. Smooth standing waves willindicate deeper water that is usually safe for passage, whilechoppy-sheared waves moving with the current may indicatethe water is too shallow. Standing waves and downstream V’sare rare on the Missouri River, although common on smallerstreams like the James and Meramec River where canoes areused for river clean-ups. Unless you are extremely familiarwith chutes on the Missouri River, it’s best to avoid them in apower-driven vessel.

There are obstacles that become hazardous for all operatorsduring a sudden rise in the river. Sudden rises pose a number ofcircumstances where the operator will use extra precaution bykeeping a sharp lookout while maintaining a safe speed. One ofthe most respected obstacles that becomes a hazard during high

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Figure 7-1

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water is a SUBMERGED NUN BUOY. Buoys are set in placeeach Spring by the U.S. Coast Guard before the commercial-navigation season begins. They are secured with a cable andconcrete anchor on the river bottom with enough slack in thecable to allow for normal water fluctuation. As the river rises—the buoy rises, until the slack in the cable reaches its down-stream limit. When the river rises a little more and the slack istaken up, the buoy stays in its place while becoming partially orwholly submerged. It then begins to “bob”up and down fromits buoyant nature. The downward “bob”allows the down-stream stretched cable to regain some slack, allowing the buoysome play to move back upstream. With the right amount ofslack, the buoy can move back and forth in any direction whilepartially or wholly submerged. During this period of oscillationit can remain underwater for a time, then suddenly and withoutwarning—torpedo up and out of the water, showing its uglyhull-piercing head along a ten foot radius. Figure 7-2-A showsa nun buoy gently marking the navigation channel. Figure 7-2-B represents a nun buoy in high water about to go under andthe representative narrowing of the upstream V. As it becomestotally submerged, the “V”would migrate down behind thebuoy. During this time of underwater oscillation there may beonly a slight surface disturbance above the buoy while at othertimes there may be a violent wave along its proximity.

Other obstacles that become hazardous during a sudden rise arewaterlogged driftwood and logs floating with the current,slightly below the surface. An upstream encounter with asubsurface log can do considerable damage depending on yourspeed. Even during low to average river stages, logs and otherdebris can be stirred up from the river-bottom by the wash froma tow boat’s propeller, becoming subsurface obstacles. ADEADHEAD is the nautical term for a log or large piece oftimber that has become so waterlogged that it floats verticallywith the current, with one end down and the other end barelyabove the surface. When a Deadhead gains enough water

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Figure 7-2-A

Figure 7-2-B

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weight, it will lose most of its buoyancy then begin to “bob”above and below the surface. The only action a boater can takeis to maintain a sharp lookout and safe speed.

SAWYERS will often show the up and down oscillation duringa rise, similar in nature to a submerged nun buoy but morestationary with less buoyancy. You may not have had an oppor-tunity to witness a sawyer up close, since most of us stay offthe river when it becomes covered with debris; although ob-serving them from the river bank can be fun and especially atnight when they take on the appearance of a sea serpent.PLANTERS are common at high or low water, with the abovewater portion of the tree pointing downstream at an angle.When the tip of a planter becomes submerged at or just belowthe surface, an upstream V will show if there is current againstit; but if a planter is located in a backwater area, there may beno sign of its presence when submerged.

As you gain experience in reading the water you will acquirethe individual judgment for avoiding obstacles. Once again, thebest action to take is to maintain a safe speed and keep a sharpeye on the water and your surroundings.

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PART VIII

PRINCIPLES OF BOAT HANDLING

Proficient boat handling skills are at the very center of goodseamanship. Seasoned operators have learned through experi-ence to maneuver an overloaded work boat easily and safelywith a natural rhythm by virtue of their will. We might think ofthis rhythm as a natural harmony that is learned by first antici-pating and then responding to conditions of wind, waves andmoving water. While the art of river-rhythm is learned bymethods unique to the individual, principles of why a boat doeswhat it does can be learned before getting underway.

Boats are as individual as the people who steer them and theability to steer well is termed HELMSMANSHIP. The secret togood helmsmanship is to know your boat and what to expectfrom technical conditions of the river. Smooth steering isdependent on smooth yet deliberate control of the tiller handleand the intended course from one point to another at a safespeed with consideration to wind, wind-driven waves, bargewaves, current speed and trim of the boat under various loads.

Before getting underway, the boat is first trimmed by balancingthe load, so the boat is level fore and aft. While underway itmay become necessary to readjust guests or a few tires for thebest trim or improved visibility. To make these adjustmentssafely, do so at idle speed or use reverse so the boat is notmaking headway.

After leaving a shore structure and gaining some speed, asecond TRIM is made by adjusting the motor angle with thetrim/tilt switch. By adjusting the motor angle, you are making aTHRUST-LINE ADJUSTMENT by changing the THRUSTANGLE of the propeller. The optimum thrust angle would havethe drive of the propeller in a line parallel to the flat surface ofthe water at the boats best operating angle. The initial thrust

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angle can be judged by aligning the cavitation plate (also calledthe anticavitation plate) so it is parallel to the water surface.See Figure 8-1. This position of neutral trim allows a “place tostart”before gaining speed. Because the trim of the lower unithas such a significant effect on the planing angle of the boat,the operator will need to make adjustments with the trim/tiltswitch while gaining planing speed, at the point when theforward part of the hull rises up and out of the water. During

these few moments you may hear a gurgling sound from theflow of water in a noisy current mixed with air. If so, make thetrim/tilt adjustment quickly to eliminate the noise. This gur-gling is due to an inefficient prop angle when air from thewater surface is sucked into the discharge current. When thisoccurs, the prop loses its grip on the water and over-revs,losing much of its thrust. This is called PROPELLER VENTI-LATION, i.e. spinning in aerated water. When the tips of theprop spin too fast, then CAVITATION occurs causing destruc-tive forces of air bubbles on the propeller blades, much like adentist drilling a tooth. Both propeller ventilation and cavita-tion cause excessive wear and tear on the motor, drive compo-nents and propeller.

The trim/tilt switch has two positions—up or down which

Figure 8-1

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moves the motor out or in (out from the transom or in towardthe transom). By tilting the motor out with the up switch, thebow will rise. Conversely, by tilting the motor in with the downswitch, the bow will fall. The operator must be aware of im-proper trim and make adjustments according to his or herspeed, river currents, load on board and waves from wind orwakes from other boats.

Some additional principles to know before getting underway,are the importance of smooth and slow throttle adjustments,especially under a heavy load, and smooth course adjustmentswhile steering at the proper speed. Keep in mind that our semi-planing hulls have less directional stability than other hulldesigns. When starting a turn, do so slowly while maintainingforward momentum, and keep a maintained forward momen-tum in rough water by steering into the wind and waves at anoptimum angle to prevent swamping. Steering seldom requiressudden sharp or high speed turns. When shifting from neutralto forward or reverse, throttle all the way down, pause a mo-ment to assure “zero RPM’s,”then shift deliberately to avoidgear damage. Check and adjust the trim/tilt as needed to theprevailing water conditions and load distribution on board. Beaware of how much forward part of the hull is in contact withthe water surface. For example, a smoother ride in rough watermay be obtained with the motor trimmed in (down) so the bowis down enough to reduce pounding. When working in shal-lows be cautious in the amount of tilt when keeping the propfree from the bottom, so the cooling water intake doesn’t comeabove or near the surface. Listen for the telltale sign and fre-quently check the telltale water system—the small stream ofwater from the outlet hole. A long walk to the boat ramp toexplain why the motor over-heated is a poor way to start yourcareer with River Relief. With these few principles of boathandling in mind, the fundamentals can begin on the water,where the independent actions of the operator, the boat, and theriver can blend into one fluid motion.

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PART IX

RIVER PILOTING REFINEMENTS

By midsummer, nearly half of all navigation buoys have beensubmerged to the point where they simply give up, break awayfrom their cables and go sailing. While on break, a few of themfind their final resting place—shoreward where they are placedin the same category as white goods. Those that don’t have achance to go sailing eventually become misaligned. Dysfunc-tional buoys are often rounded-up and shipped or towed to aspecial holding area in Boonville—The Boonville Home ForBuoys. If there are no aids to navigation to guide you, then keepa safe distance off the shore to avoid any hazards that may bepinned to the river bank.

During high water events, crossings can accumulate sedimentswhere shoaling may occur, until the crossing is scoured duringlower flows. The crossing beacon will show a general line ofsite across the river to steer toward, although it allows for aconsiderable amount of open water in choosing the best course.After using judgment for your course, pick out a landmark onthe opposite bank to steer toward, but not necessarily thecrossing beacon itself. If there’s the possibility of shoaling inthe crossing, hold your course while maintaining a safe speed.

During the commercial navigation season it is common forbarges to be moored along the shore or at river terminals forsand and gravel operations. Sand dredging occurs in the navi-gation channel where the dredges are secured in their locationby long cables projecting out to anchors on the river bottom.The cables are not only difficult to see, but the warning buoysare often not in place. These cables pose a life threateningsituation, should you steer into or across one of them.

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Barge tows will often dislodge debris from the river bottomthat become submerged floaters and deadheads. Be aware ofthe wake from a tow, the debris from their propeller wash andyour location in proximity of the vessel. Barge tows are classi-fied in the Navigation Rules as vessels restricted in their abilityto maneuver, so they have the right of way. Steer a coursesafely away from the front of these vessels, so there is nochance of drifting into them should you lose power or run outof fuel. Keep a safe distance away from turbulence along thestern of a tow vessel and the bow of the forward barge it ispushing. There is a powerful hydraulic eddy along the sides ofthese vessels due to the extreme suction forces as turbulentwater is displaced around their deep-drafted hulls. Tows andbarges are often quiet when heading downstream, so there aretimes when they just suddenly appear.

Years ago, two well known canoeists were paddling solo in the

Figure 9-1

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4 pers. comm. John Nellis re: R.B. Hayes and boating partner.

Kansas City area when one of them drifted into the bow of amoored barge and became pinned.4 This classic story has beenpassed down through boating circles for years. Because hisPFD held him up and against the bottom of the barge, theswimming was more like crawling underwater for about 50yards. His story graphically details the three stages of drowningafter being sucked under the barge. “The first gulp of water feltlike a breath of fresh air. The second gulp of water relaxed mylungs but felt like extreme pressure against them from thewater. The third gulp of water felt like my lungs were going tocollapse, while I thought about how I was dying.”

In the late sixties, a fisherman on the Missouri drifted into thebow of a moored barge after motor failure. He was able to grabonto a part of the bow and pull himself up to the deck, while hewatched his boat fold and disappear into the forward hydraulic,in only a few seconds. The boat was never seen again. But notall live to tell their stories. Near Cairo, Illinois, a homemaderaft drifted into the bow of a barge at night and two out of thethree on board were killed. Undoubtedly, there are similarstories from all parts of the State.

Be aware of your position in proximity of bridge piers for thesame reasons discussed above, and check your fuel tanks whenworking in metropolitan areas. The same holds true for shorestructures and power plant water intakes that project into thewater. In Figure 5-3, the navigation channel continues betweenthe two bridge piers, however the Red and Green Lights do nothave reference to the Left and Right boundaries of the naviga-tion channel. The Red Lights are warning Lights for the piers atnight or during restricted visibility. The Green Light marks the

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center of the navigation channel between the piers for vesselsascending or descending the river. If two commercial vesselsare in close proximity of a bridge and one is ascending and theother descending, the Captains will confirm their location byway of radiotelephone; so that one vessel holds (usually theupbound) while the other continues their course between thepiers. Use caution when choosing a course other than the GreenLight channel span, due to possible shoaling between the otherpiers.

Wing dikes become a real trash magnet when higher waterslowly recedes. There is usually a very narrow zone of deeperwater along the upstream face to maneuver and a wider zone onthe downstream side. Figure 9-1 shows the cross section of awing dike at an average stage and the hydraulics (arrows) whenwater runs over the dike at higher stages. Maneuvering on theupstream side will test your shallow water reading skills andyour helmsmanship, if reversing is required. Avoid the up-stream side if there is significant current against it or a briskwind against it—the WINDWARD side. If the same job can beaccomplished along the downstream side of the dike, then thisis a better choice. In a strong blow always use the LEEWARDor downwind face. The LEE SIDE of a boat is the side awayfrom the wind and a boat makes leeway when blown sidewaysoff its course. When a boater seeks shelter from a storm, hefinds shelter in the LEE OF THE LAND.

When it’s time to deliver the goods at the boat ramp or shorestructure, the best approach is the no wake courtesy approachwith an upstream ferry angle. FERRYING is the art of crossingthe river sideways without being carried downstream by thecurrent. When practicing an upstream ferry, pick out a land-mark and adjust your speed to make sure the boat is makingheadway. Start slightly downstream of the ramp with your bow

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slightly pointed toward the intended direction (30°-40°). Adjustyour speed at the lowest trottle (very little wake) while main-taining headway (watch your landmark). Then, readjust yourangle so the river’s force cancels out the upstream componentof the boat’s motion. Because only the lateral componentremains, the boat can move laterally across the river at a slowerspeed. The couple of extra minutes spent for an upstream ferryapproach will make those on shore happy, when their boatsaren’t pounding against the rocks.

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PART X

THE BOAT, MOTOR, AND TRAILERTRAILERING, LAUNCHING AND RETRIEVING THE BOAT

HANDS-ON CLASS SESSION

The minimum required safety equipment on board is deter-mined by the following boat length classifications. Length ismeasured from the tip of the bow to the outside of the transom.

* Currently, all Missouri River Relief boats are Class 1** to be used from sunset to sunrise and during times of restricted

visibility (fog)May use all-around white light at the stern and red and greencombined light at the bow.

Yes –requiredNo –notrequired

Class ABoats

less than16’

*Class 116’to lessthan 26’

Class 226’to lessthan 40’

Class 340’to lessthan 65’

PersonalFlotationDevices

One type I, II,III, or V foreach personplus one typeIV (State andFederal)

Same asClass I

Type BFireExtinguishersfor flammableliquids

Yes –one B-I(State andFederal)

Yes - two B-I(or) –one B-II(State andFederal)

AthleticWhistle or AirHorn

Yes(State andFederal)

Same asClass I

Visual DistressSignals

(3) Red Flares(day and nightsignals)Yes (Federal)No (State)

Same asClass I

**NavigationLights

Yes(State andFederal)

Same asClass I

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The following is a brief overview of the boat, motor and trailer.The student should make notes in the manual for their ownreference during this hands-on class session.

THE BOATsee Figure 2-1

THE MOTOR

The 4-stroke outboard motor has many design features incommon with your automobile engine. There are intake andexhaust valves for each cylinder and fuel is injected. Oil isstored separately and applied by a pump to lubricate the crank-shaft, connecting rods, cylinder walls and other parts of themotor.

The elimination of oil from the combustion chamber, plus thefact that the exhaust and intake valves of any cylinder are neveropen at the same time, results in less hydrocarbon productsspewing into our river. See Figures 10-1 A and B.

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Figure 10-1 A and BThe 2003 Mercury-50HP, 4 Stroke Motor

A. Right Front View(operator on board is facing the stern)

B. Left Front View

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THE TRAILER

Have you ever left town for a water destination and noticed themany stranded boats and trailers alongside of the highway—usually miles away from a service station? Breaking down witha boat in tow because of a worn wheel bearing could become apotential nightmare, especially if volunteers are waiting toboard a boat that hasn’t arrived.

The combination of a boat, motor and trailer is often referred toas a “rig.”The choice of a tow vehicle for the rig must be madecarefully. The more a tow vehicle weighs, the more sway it canabsorb, so the vehicle should weigh at least as much as the rigit is pulling so the rig doesn’t push the vehicle into a swayingmotion. A tow vehicle is assigned what is called a GROSSVEHICLE WEIGHT rating (GVW). This figure specifies themaximum loaded weight in pounds of the tow vehicle and itsrig, or how large a trailered boat your car or truck can safelypull.

Horsepower of the vehicle is also important. One rule of thumbsuggests adding the total weight of the boat and rig and thenknocking off one of the zeros from the rounded-up total weightfigure. For example, a 3000 pound rig would require a 302 cu.in. engine (5.0 liter) while a 3,500 pound rig requires a 350 cu.in. engine. (5.8 - 6.0 liter).

When hooking up the trailer to the vehicle, remember to crossthe safety chains to the towing vehicle hitch. Should somethingcome undone, the crossed chains should cradle the trailertongue so the trailer will remain under control. When connect-ing the chain “S”hooks to the vehicle hitch, start with the openend of the hook under, then up and through the hole.

The trailer will have supports to distribute the boat’s weight,while protecting the hull. These supports are padded bars or

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carpeted lumber called BUNKS. Some trailers will haveROLLERS of hard rubber to aid in launching and retrieving.Both rollers and bunks will keep the boat aligned during re-trieval with a submerged trailer. Frequently check the conditionof the bunks after launching the boat, including all associatedhardware (nuts and bolts).

At some point on the tongue will be a WINCH andBOWCHOCK assembly. The bowchock may be in the form ofa rubber roller. The winch should be spooled with nylon strap-ping and a factory grade bow hook that allows a snug fit to theboats BOW-EYE. An additional safety chain should be at-tached to the BOW-EYE and winch housing.

Before or shortly after departure, check the air pressure in thetires of the vehicle and trailer, and check the lug-nuts on thetrailer for tightness. On long highway trips, stop occasionallyand feel the wheel bearings. If they are too hot to touch—letthem cool and slowly head for the nearest service station.While checking the wheel bearings, check to see how the rig istraveling. Upon arrival to the boat ramp, allow the wheelbearings to cool while preparing to launch. Check the drainplug for proper tightness. Place the transom tie-down strapsand transom-saver support in the boat toward the sternwhere they won’t become mixed with trash.

After retrieving the boat, check under the trailer for debrislodged between the hull and trailer. Then check the alignmentof the boat so the bunks are flat against the hull between twohull-keels. If necessary, relaunch the trailer and allow the boatto float free to make adjustments.

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TRAILERING, LAUNCHING AND RETRIEVINGTHE BOAT

Hands-On Training at the Boat Ramp

NOTES:

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PART XI

SAFETY PROTOCOL ANDMAN OVERBOARD RESCUE

River-Class Training

NOTES:

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PART XII

AND IN CONCLUSIONThe Message In A Bottle

Years ago during my canoeing career, I went through theembarrassing stage of expert-turned-beginner. I then realizedthat expertise re-emerges as the ability to learn, to listen to theRiver and to friends. After forty six years of experience inboating, experience only becomes important in my willingnessto teach others and sharing good stories from the past. Today,the most exciting prospect of my boating career will comefrom the opportunity to keep learning and improving as a teamwith the River Relief Crew.

Some creativity is lost when writing a manual because of theconfines of space and subject material involved. Many hourswere spent documenting hundreds of small yet importantdetails. Several chapters often became a real challenge whileinterpreting, translating and writing in nautical language. Andperhaps the greatest challenge of all was writing this finalchapter.

One conclusion attempted to draw a parallel to my life andexperiences on the water beginning in a rowboat as a child.After several pages of rambling on about the importance ofrowing—it dawned on me, “We don’t row!”. Then in an at-tempt to attach spiritualness to riverness, a nine page anthologybecame so profound that it didn’t have much to do with any-thing, other than being profound. However, there were a fewparagraphs on the importance of having a river-dog on theriver, the only part that really made any sense at all. Afterfinding a large wine bottle on the riverbank, the anthology wastossed into the cove but circulated around and around for two

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days before floating free, as if it had a soul. From the beginningof time, the fastest way to get rid of something has been tothrow it in the river...and that’s why we have Missouri RiverRelief.

I truly hope you enjoyed the manual as much as I enjoyedwriting it and may we all be blessed along this wonderfuljourney.

A RECIPE FOR CAMPING BREAD

The traditional recipe for pioneer bread or bannock can easilybe cooked over a campfire under the open sky. If possible, useSilver Maple wood over a bed of coals and toss in a few grapevines. The ingredients can be prepared at home and sealed in azip-lock bag, and will stay fresh for six weeks or more, if keptcool and dry. The following proportions are for one person orone serving.

1 cup all-purpose flour1 teaspoon double-action baking powder1/4 teaspoon salt2 tablespoons powdered skim milk (optional)3 tablespoons oleomargarine

Sift the flour then measure it and sift together the other dryingredients. Cut-in the margarine with two knives until themixture resembles coarse meal. Place in zip-lock bags. Incamp, add enough water to the mix to make a firm dough.On a piece of wax paper or foil, roll and shape into a longribbon about an inch thick. Prepare a few green Willowsticks the size of a rake handle. Preheat the sticks beforewrapping the dough around them in a ribbon or spiral.Cook like a hot-dog over the flames until a crust forms,

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then finish over lower flames or coals until the spiral turnsa golden brown.

What could be better than cooking bread on a stick over acampfire with friends on the river bank.

APPENDIX A

ASSISTING OTHER BOATS IN DISTRESS

The “Good Samaritan Law”or provision allows an operatorand crew to render assistance at the scene of an accident orother boating mishap without being held liable for any civildamages that may occur as a result of rendering assistance, orfor any act or omission while providing medical treatment orother assistance. It’s important to note that the provision isintended to apply more toward accidents, rather than towardhelping someone who has run out of fuel, for example. Com-mon courtesy in helping others with mechanical breakdowns,boat damage, or running aground should be left to the discre-tion of the operator. First ask if help is needed, then assist onlyif you can do so without causing damage to your boat or furtherdamage to the distressed boat.

On the other hand, if a boat is sinking for example but notinvolved in an accident or collision, the “Good Samaritan Law”will still apply, but rendering assistance to the distressed boat isrequired by law under the commonly called “Obligation toRender Assistance Law.”The correct name for this provisionunder the Federal Boating Safety Act is: Duties Related toMarine Casualty Assistance and Information (Title 46 USCChapter 2303). The above law requires that in case of collision,accident or other casualty involving a vessel subject to FBSA/71, the operator must, to the extent that he can without seriousdanger to his vessel or those on board, render necessary andpractical assistance to other persons endangered by the incident.The operator must also give his name, address and vesselidentification to any person injured and to the owner of anyproperty damaged. These duties apply whether or not theincident resulted from apparent negligence.

State law requires that the operator involved in an accident,

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collision or other casualty must inform the Missouri StateWater Patrol and fill out a State accident report form. Details ofthese requirements are found in chapter four of the Boat Mis-souri publication.

APPENDIX B

ROUGH WEATHER AND ROUGH WAVES

An early morning fog is common on the river and can becomeso dense that running lights provide little help for safe naviga-tion. If necessary, two captains on the water can test the visibil-ity restrictions prior to a safety meeting to determine whether towait for fog to clear or cautiously proceed on. The primaryneeds for safety are to see and be seen and to hear and be heard.The transmission of sound is often uncertain in fog. Sound mayseem to come from directions other than the true source or itmay not be heard at all at otherwise normal ranges. Post alookout at the bow to see and to listen, and one at the stern towatch for oncoming vessels. Adjust your speed and be preparedfor a quick stop, rather than an abrupt turn to avoid a collision.

The Blue River cleanup seems to be the traditional wind-drivenwave event of the year. While the mouth of the Blue may becalm without a ripple, the Missouri may suddenly kick-up withtransom high waves and breakers from a sudden blow. If thewaves continue to be high enough for pounding or water entersthe boat, then attack the waves at a perpendicular angle byrunning a series of “tacks”—a zigzag course similar to sailing asailboat. By tacking, your course will frequently change whiletaking on the wind and waves at an angle. A 45° angle is a goodplace to start while experimenting to choose the optimumheading. Make each tack as long as possible to minimize thelength of turning time in the trough or when slightly broadsideto a wave. With a fully loaded boat, trim the cargo or crewevenly forward and aft and then make further adjustments if

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needed. Trim the motor down to keep the bow down to reducefurther pounding for a smoother ride.

Waves on the Mississippi River can become an extreme test forthe operator with a trash-laden boat. Compared to the Missouri,the Mississippi will often take on the appearance of “ThePerfect Storm”because of a wider channel, the greater activityof commercial towing vessels and frequent high waves. Whenusing the tacking technique, pay close attention to the trough ofthe wave while adjusting your heading, so a wave doesn’t“break”over the transom. Don’t allow the river to take chargeof the stern as the bow digs into the next wave. The boat maythen YAW (be thrown off course) so badly as to BROACH (bethrown broadside out of control into the wave trough). Experi-ment with slightly different headings to find the most stableangle for your boat to prevent broaching.

APPENDIX C

SWAMPING

Swamping can occur when enough water enters over thegunwales or transom to seriously overload the boat. If the boatis already overloaded with trash, then swamping can easily leadto FOUNDERING—the slow or sometimes fast process ofsinking. While sinking, remain calm and call for help. Useflares if available or anything to attract attention including theuniversal distress signal of motioning with your arms—up anddown at your side. Bail water with anything at hand whilereturning to the nearest shore, preferably the non-channeledside. If necessary, carefully return all heavy trash to the river tolighten your load. Further details on swamping, foundering andsinking are thoroughly covered in Safety Protocol during River-Class training.

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APPENDIX D

RUNNING AGROUND

Running aground or going aground is the nautical catchall termfor getting stuck in the mud or sand. It’s common on the Mis-souri that a boat moored to shore in the evening can be agroundin the morning after a sharp or even slight drop in the riverlevel. Getting stuck in the mud is part of life on the Missouri.

A few summers ago I kept the Esmeralda (a small house boat)moored to a dock at Alligator Cove. One morning while prepar-ing for a short cruise, I noticed she was only half in the waterwhile the river was still dropping. The cove beach before the2007 flood was mostly silty mud, not the nice sand we havetoday. The morning soon became a major project that turnedinto the muddiest mess I’d ever seen.

At first I kept her idling in reverse while I pried a the bow witha large timber levered on a log. The more leverage I applied,the deeper the log sank into the mud. Then another log wasplaced on top of the sunken log and another and another untilone log finally stayed above ground. During this time, thickmuddy water was being sucked into the water intake systemwhile more mud became piled under the few feet of stern stillin contact with the water. The harder I pushed up the timber,the deeper I pried myself into the mud.

After lunch it was time to try again. This time she was put intoforward in an attempt to wash waves toward the bow and tobreak the suction of the hull against the mud. After usingforward and then reverse while turning the motor from side toside, I began to see some movement at the bow and with somemore prying she began to float free.

Most groundings at a river clean-up are more often an inconve-

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nience than a crisis. The crew of a boat stuck in the sand ormud can often push the boat free or be able to work it loose byrocking the boat from side to side to break the suction.

The worst thing to do when going aground is to use reverse athigh trottle in an effort to pull off. Significant prop damage canoccur at high acceleration should it hit an unknown obstaclealong with a strong likelihood of damage to the drive compo-nents of the motor, i.e. the prop shaft, the drive shaft and gears.

There are standardized methods of getting free from seriousgroundings that are best learned in a river-class setting for thecorrect techniques. Some examples are KEDGING with aKEDGE anchor and pulling with a boat, using a bridle of linesfrom the bow around to the stern to distribute the strain over awider area.

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