Segel Operations Manual
For use by Baileywick Company Timesharers and Charterers [Revised: June 13, 2010]
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Index to Section Numbers [Numbers refer to sections for ease of locating items

Avoid crab pot areas. A short haul to remove a crab pot float line from the prop is about $250.  If the pot itself gets pulled into the prop major damage can result to the prop, strut, shaft, and engine mounts. A TowBoatUS unlimited membership is highly advised and will pay for a tow to safe waters and the diver to remove the crab pot, genoa sheet, or anchorline from the prop. However, any damage to the prop, shaft, or engine mounts is your responsibility, up to the insurance deductible of $1,200. See photo of fouled prop in section 7.

3. Baileywick Timeshare and Charter Yachts: Currently the Baileywick fleet consists of Segel and Pot-of-Gold [Pot] [Rainbow 24].  Pot has a separate manual at http://www.baileywick.org/ops-pot.htm

4. Features for Segel

5. Accommodations: The Niagara 35 plan [on right, click to enlarge] shows how the split cabin layout is excellent for two couples or children/parent privacy. Sleeping accommodations total 7 using the large port quarterberth as a double and the pull out settees as doubles. The full length cockpit seats may also be used for sleeping in warm weather with the closed cell foam cushions for padding. The enclosed head compartment has toilet, basin, and shower. The shower hose can be passed through the ventilator hatch for showering on deck. The hot water tank is heated by either shore power or from the fresh water cooled engine heat exchanger. Also, the flash hot water heater gives instant hot water even when the engine has not been run and the hot water tank has cooled. The main cabin has a propane catalytic heater that is thermostatically controlled and vented to the outside.

Segel is well equipped and maintained in top condition. However, your cooperation is needed. As a timesharer, you use Segel as if you were the owner, at a daily cost of less than half the weekend day regular charter fee. The two week timeshare fee represents what it would cost just to pay dockage, not including insurance and hauling for antifouling paint renewal each year, or any other cost of ownership at the insured value of $60,000. Please consider her your yacht and treat her well. Because of the use by others, your personal belongings and supplies must be removed at the completion of each use or they will be considered community property. Any left over gear of substance will be reported by email and stored in the Bailey's shed in the parking area or house screened porch.

6. Timeshare Scheduling Rules:
a. Use in blocks of 1 to 14 days, April 1 through November 30.
b. 2 weekend days per week of timeshare, except as scheduled under "d" below.
c. Use may begin at 7 pm on day prior to scheduled use.
d. A weekend day can be scheduled by Wednesday, or later, prior to the weekend and can count as a weekday use.

7. Need Help, Getting Help? If in need of assistance, contact John Bailey [cell phone 410-474-8723], at his home/office by telephone [410-326-3115], or email.  Because of the prevalence of cellphone, Baileywick no longer does routine monitoring of the VHF radio. When monitoring, Baileywick can communicate with boats up to 30 miles distance from Solomons. Our call sign is "Baileywick." The Baileys no longer own Solomons Marine Towing, the local marine assistance firm. It was sold January 1, 2002. If you need help, call Baileywick for consultation or call BoatUS 24 hr dispatch at 800-391-4869. Towing and degrounding are normally done by one of the TowBoatUS firms on the Bay. 

Timesharers and Charterers should be members of BoatUS and have the unlimited assistance option. Its like AAA for your car. Call BoatUS at 800-888-4869 to join over the telephone. Baileywick is not able to obtain membership for a charter boat but a charterer can purchase it for any boat he operates at reasonable cost. The Unlimited towing coverage for 2008 is $116 per year plus $19 membership fee]. It is well worth it! The magazine included with the membership is worth the membership fee!

If having an emergency, the Coast Guard should be reached trough VHF radio on channel 16. Calling CG by cell phone can be done to 800-418-7314. Use of *CG on cellphones no longer works. If the yacht is disabled [aground, engine malfunction, etc.] marine assistance is first available through TowBoatUS as discussed above. TowBoatUS Solomons normally assists from Breezy Point south to Point Lookout. If beyond 25 miles from Solomons, one of the other TowBoatUS marine assistance companies: TowBoatUS Annapolis [Annapolis], TowBoatUS Herring Bay, TowBoatUS Tow Jamm [Choptank River], or TowBoatUS Hampton Roads [Hampton Roads]) might be quicker on scene. The cost of marine assistance for degroundings and lines in props is always your responsibility so I recommend that you belong to BoatUS to avoid the substantial cost of such assistance. Several sets of emergency aerial flares are stored in the Navigation table. 

If you come upon an emergency with another vessel, people in the water, etc.:

1. Get the people out of the water. If they are on a sinking or swamped boat, offer to take them aboard if it can be done safely.
2. Call the Coast Guard on Ch 16 to report the situation. The CG needs to know if the vessel is swamped and adrift.
3. Offer to standby for a while until the CG arranges for salvage of the boat. They will send either the marine police, a Coast Guard resource, or call the local towing firm of your choice. Towing is not free so be sure to belong to BoatUS.
4. You might have to take the crew into a marina to be picked up by others.
5. Do not attempt to tow or salvage the vessel with Segel! Such attempts often results in a line in your prop thus disabling your own vessel and putting her at risk. Towing and hauling or diving to have the fouled prop cleared can cost several hundred dollars and there is a risk of expensive damage to the prop, shaft, strut, and cutlass bearing. If Segel is disabled for several days the fouled prop will also result in loss of $300 to $400 in charter fees per day. Leave the towing and salvage work to professionals with the proper equipment.
6. Be sure to have your TowBoatUS unlimited towing coverage current. It should pay for a diver to untangle a crab pot line or other line from the prop and allow you to continue your cruise

8. Driving Directions: Segel is at a private dock about one mile from Solomons harbor by water. Obtain driving directions and lock combination by email or call Capt. Bailey on his cellphone at 410-474-8723.

The Lusby Liquor store at the intersection of Route 760 and Route 765 is handy for blocks of ice and drinks. CJ's and Fastop convenience stores on Route 760 also have ice [may be only cubes], drinks, and groceries--handy for things you should have remembered to pack. Shopping centers with grocery stores are now open in Lusby at the intersection of Route 760 and Route 765.

9. Parking, Loading and Restroom: Park your car and those of your guests side-by-side with the car hoods facing the smaller yard shed that is to the left of the house. Do not park in front of the garage doors or in my back out space to the right of the garage. Carts to haul your gear are near the shed. If arriving after dark, have a flashlight handy to see the settings on the lock and to find your way below to the battery switch. The lights on the path are automatically activated by body heat. Even though each light set has a switch, it should be in the "on" position as the lights turn on automatically and shut off about 15 minutes after the heat source is gone. The restroom, with shower, can be reached through the basement porch door outside the screened porch. Unless an emergency, please limit your access from 9 am to 11 pm. A lending library of paperback books is available in the downstairs lounge room. Additionally, historic [older used] copies of the Maryland Marine Chart books are available (while supply lasts) for you to take home for your use and to keep.

Segel Timesharer/charterer: ______________________________.  Use Period: From _____________ To _____________, 200___

This report is based on the current inventory maintained in the yacht's Operations Manual. Place this report in box at Bailey's basement door. If you forgot, mail it  to John Bailey, POB 710, Solomons, MD 20688, as a report of yacht status and to aid in reporting items needing attention. Report urgent items to John Bailey by cellphone to 410-474-8723 or email to baileywickcoATcomcast.net.   

The following items were missing from the inventory or damaged when I received the yacht:

The following items were lost or damaged during my use:

Comments (Items needing attention, suggestions for improvement, other notes of interest):

Engine Hours: Start ___________, End ___________, Net ______.  Fuel Purchased: Gallons ________, Cost $__________

Operating Guides

14. Batteries: Two banks of two rolled cell, AGM deep cycle, maintenance free batteries are installed under the starboard quarterberth [since June 2004]. The battery isolator/splitter allows each bank to charge automatically from the engine alternator or shore power, regardless of master switch position. The red battery master switch near the companionway switches from one battery bank to the other, or both. When weather is cold, use "ALL" battery switch position for faster starting. Do not leave battery switch in "all" position overnight or while sailing as both batteries banks could be drawn down. Turn off the red master switch when your cruise is over so that all 12 volts circuits are off (in case crew left a light on). Alternate battery bank use each day.

The individual 12 volt circuit breaker switches normally turned on during daytime boat use are marked with a red square. They can be left on all the time as the main 12 volt power switch shuts off power to them when securing the vessel prior to leaving for home.

The AC shore power circuit breaker switches are on the port side of the panel. When the 110 volt AC shore power cable is disconnected the 110 volt switches are no longer energized. The AC switches, except the hot water heater, should be left switched on when finished with Segel at the home dock. All A/C 110 volt outlets are protected by GFI breakers.

15. Stove and Barbeque Grill: The gimbaled stove has 3 burners and a thermostatically controlled oven. Like all gas stoves, the burner control knobs must be pushed in before turning. The switch for the remote electrical solenoid valve for the propane tank is located above the stove with a red pilot light showing when turned on. The manual gas valve at the propane tank and the red master battery disconnect switch must also be on. The propane switch must be turned off when the stove, flash hot water heater, cabin heater, or barbecue grill are not being used. This is a precaution against any leaks as propane is heavier than air. As an additional precaution, turn off the manually operated valve at the propane tank when use is completed. Use the piezoelectric [very faint spark] or butane flame lighter to light burners. Lighter must be held below burner holes while lighting. If oven use is desired, light pilot light with oven control turned on and pushed in while lighting for 30 seconds. Pilot light will stay on until the pilot light off position is used or propane switch is turned off. The pilot light is interlocked not to pass gas unless lit or oven control is on.

The Outer Banks stainless steel barbeque grill [2008] is a good option for cooking outside in hot weather. It is stored on its rail mount or  in the port cockpit locker in a Magma brand cover. The grill attaches to the installed stern rail clamp by loosening the two brass knurled knobs, sliding the left one to the left, setting the grill on top in the notches, moving the knobs together and tightening them down. Be careful not to drop the grill overboard when mounting or dismounting as it does not float! Clean the easily removed grate and flavor plate in the sink it after they have cooled. The grill's propane hose connection, with an automatic shut off check valve in the connector, is passed through the hole in the locker and screwed on to the grill connection. Note that the grill rail mount has sharp edges when grill is not installed [a Spiderman ball has been modified to slip over the bare mount].

16. Propane Tanks: Two 20 pound propane tanks with OPD [over pressure device] are installed. If a propane tank becomes empty, switch tank positions and move regulator over to the fresh tank. The hose connector turns counterclockwise to loosen. To fully open the storage compartment for tank removal, release the slide bolts from inside the propane storage locker. Leave the empty tank on the basement porch and note the need to refill on the Baileywick Condition/use Report. Each 20 pound propane tank should last about 60 days of use for cooking, except during spring and fall with heater use. The cost of propane use is included in the engine hour account for each timesharer/charterer. A full tank will show about 150 psi on the pressure gauge.

17. Cabin Heater: The cabin heater produces 3000 BTU/hour, sufficient for the nippy weather in the spring and fall if the cabin doors are closed. It was rebuilt in Spring 2001. Propane consumption is 1/8# per hour of operation. Electric power to the heater is from the starboard light circuit breaker so it must be on. The heater draws 1/3 amps to operate the venting and safety controls. The propane tank valve and the propane switch above the stove must both be turned on. Turn on the heater by setting the thermostat (located on starboard bulkhead above settee) slide switch on and temperature control to at least 5 degrees higher than cabin temperature. The heater will click on and start the exhaust blower. After the 40 second starting cycle, the heater will be producing radiant heat. The thermostat will cycle the heater on and off to control the temperature of the cabin. The blower continues to run for a cooling cycle of about 5 minutes after temperature setting is reached and the heating stops. To turn off, lower the thermostat, shut off propane switch located above stove. A safety shut off system in case of malfunction (blocked vent, insufficient gas flow, electrical interruption, or incomplete combustion) is built-in to the heater controls. If the safety shut off occurs, the reset button must be pushed (left side of heater) following correction of the causal factor (propane valves closed, empty tank, air in propane line due to switching tanks, low battery conditions, or setting thermostat to "on" when heater has shut off but not cooled).

It helps to monitor the start up cycle of the heater. If the fan stops during start cycle, push reset button on the starboard side of the heater to continue the lighting cycle. It may be necessary to light the heating element with a spark lighter if built in lighter does not suffice. If heater does not work, use the oven for heat.

A carbon monoxide detector/alarm is installed on the main cabin wall. Testing for operation is done by pushing 'test' button until 'yellow LED' flashes and release. Horn sounds with red and yellow LED lights for 1 second.

18. Galley Sink: Do not drain grease into the sink as it will congeal in the drain and plug it. Use the glass jar under the sink for grease. Replace the jar when nearly full when you have one available.

19. Tableware: Eight place settings of nonskid tableware are furnished. To maintain its quality the following are suggested: (1) be sure to wash nonskid rings to maintain nonskid (2), Put spoon in coffee mug before pouring in boiling water to protect the plastic from cracking, and (3) Do not scour with abrasive when washing.

20. Pots and Pans: To protect Teflon finish, do not use high heat, preheat empty pan too long, or subject it to sudden temperature changes. Use plastic or wooden kitchen tools stored in 2nd drawer of galley. Wash in hot sudsy water with plastic scrubber. Do not use steel wool soap pads or scouring powder.

21. Washing Dishes:  Place dishpan and rack (stored under sink) on sink counter. Use soapy hot water in dishpan. Rinse dishes in sink and drain in drainer rack set on counter so hip overhangs sink. Stow all dishes before sailing. Wipe up standing water on the sink counter when done.

22. Water Supply:  Two water tanks with 40 gallons each are located under the seats in the main cabin. Separate tank fill openings are on each side of deck. Make sure you are filling the water tank, not the diesel tank!  It has happened. Our heavy usage should ensure that the water does not become stale. When one tank becomes empty, switch to the other (valves are under cabin sole, lift bilge board), indicate in LOG BOOK, and refill at next opportunity. Water pump switch must be on (located under companionway at switch panel) for water pressure. The foot pump on cabin sole can be used for manual pumping. Water is piped from the Bailey's well to the faucet and hose on the dock. After refilling water tanks and washing down the deck, be sure to shut off the water valve at the hose on the dock. Before refilling water tanks, let the water hose run a couple of minutes to remove the solar heated stagnant water from the hose.

Hot water is only available through the propane flash water heater [instantly by opening a hot water faucet when propane tank valve and solenoid switch are turned on] or when connected to shore power [Since 7/3/09 the hot water tank heating loop from the engine has been bypassed so engine running no longer heats the hot water tank]. Shore power hot water heater switch is located in aft cabin on 110 volt AC panel with other switches. The Excel flash hot water heater [July 2006] gives instant hot water at both taps. It has electronic ignition with no standing pilot light. The ignition uses two built in D cells for ignition. If not sparking, D cells are low--call Bailey for instructions. When turning on the hot water tap you will hear a clicking sound as the heater is lighting. Both the gas control and water control on the heater should be turned to clockwise end position to keep the water temperature at a comfortable and steady level.

23. Ice Box:  Fifty pounds of ice may last a week of cruising if food and drinks are pre-cooled and if previous timesharer left some ice and a chilled box. Melt water drains to the bilge which is pumped out by the automatic bilge pump. Be sure the automatic bilge pump switch is turned to auto position [starboard side of electric panel]. If you want to retain the ice water during your cruise, a close fitting wood dowel is in the ice box to plug the drain. Don't forget to remove it at end of cruise or if too much water accumulates. If you wish, you can leave your surplus ice for the next crew. Be sure to clean up the icebox as you would want it for your use next time aboard. When closing the lid, be sure to push or pull the spring support to collapse it.

24. Fuel Supply:  Fuel tank capacity is 24 gallons of diesel. When fuel gage shows nearly empty, experience shows that about 5 gallons remain in the tank. Filler pipe is on port deck, amidships. Make sure the fuel hose you are handed is diesel, not gas.  Pumping out a gas/diesel mix from the tank is expensive. It has happened! Do not overfill as excess diesel may spill on deck causing deck stains and pollution. Cruising on engine at 2600 rpm should use about 0.4 gallon per hour based on several years of data. At 5 knots this gives 12 mpg. It would be prudent to use 10 mpg for estimating. The engine hour meter reading must be recorded in ships log at beginning and end of use period and on the Condition/Use Report left for Bailey in the black mailbox at the basement door. Bailey will maintain an account sheet for each timesharer and charterer crediting each account with fuel purchased and debiting account based on engine hours used at a rate of $3.00 per engine hour. This cost includes other consumables, such as propane. This approach reduces the need to frequently refuel and expose Segel to unnecessary docking and wasted time getting only a few gallons at a time.

25. Valves and Thru Hulls: All valves inside compartments should be left open (engine fuel line, engine cooling, head, sink drains). All through hulls have attached to them wood tapered plugs for emergency use in case of hose, thru hull, or valve failure. The plugs are attached to the valves with removable wire ties. Remove wood plug by squeezing the tab and using the hammer from Navigation Table to wedge the plug into the opening.

26. Sleeping: If planning to stay overnight at the Bailey dock it is usually more comfortable in the humid summer months to leave the dock and go out into Mill Creek to swing at anchor. Breeze is better and bugs are fewer. The cockpit with its cushions gives good sleeping under the stars. If cockpit cushions are wet, be sure to wipe dry before stowing as they will mildew. The connecting awning between the dodger and bimini keeps the dew off you and the cushions overnight. The connecting awning does have zipped extensions available. If planning to stay at a dock in hot weather you should be sure the box fan is stored in the bow. It may be in the small shed as it is not used in the spring and late fall. It can be placed across the bow hatch or on the floor for breeze throughout the cabin. A 110 volt outlet is in that area [behind the bow area door] for power. The two blue blankets stored in the forward starboard main cabin hanging locker are meant for emergency use only. Please bring your own bedding.

27. Engine:  Even though the engine is diesel, it is good practice to run the engine blower for 5 minutes prior to starting. The switch is on the instrument panel. Be sure to turn off the blower when engine starts. Gear shift lever should be in vertical (neutral) position prior to starting engine at a dock. Reverse is with lever toward the stern.

To start engine, place throttle in partly open position, turn key on. The engine alarm will sound when the starter key is turned on and will go off when oil pressure builds. If the alarm sounds while motoring it indicates low oil pressure or high engine temperature and problem must be solved before continuing to run the engine. Turn key to start for no more than 15 seconds. If engine does not start, wait for 15 seconds before trying again. Do not turn key off while engine is running.  When engine starts, immediately reduce throttle to idle position. Check the exhaust at transom for water flow after engine starts. No water indicates no cooling. If no water is flowing, stop engine, and check engine belt. Reduce engine to idle when shifting gears.

Stop the engine by shifting to neutral and shut off engine by pulling kill handle at engine panel. Turn off the key switch (the oil pressure alarm will remind you). Do not run engine in neutral for long periods (i.e., charging batteries) as such is damaging to cylinder walls. If necessary to run engine for long periods, use spring lines at the dock or at anchor have engine in reverse.

Engine rpm should never exceed 3400. Engine has less noise and vibration at the comfortable cruising speed of 6 knots at 2600 rpm. 

Engine oil dip stick and the Racor Fuel Filter Bowl must be checked every other day during a several day cruise. If the engine oil level increases above the full mark, John Bailey must be contacted. It helps to place the dipstick on a paper towel to see the oil level on the dipstick. If the Racor filter bowl shows evidence of a water layer under the diesel fuel, it must be drained of the water. Draining the accumulated water is quite easy by use of a disposable cup being held under the bowl, opening the bottom valve, and opening the top lid handle until the water is replaced by diesel fuel. If only a little water is removed, you will not have to refill the Racor with diesel fuel. However, spare fuel is stored in the outer storage compartment under the port quarterberth cushion. The drained water can be absorbed on a paper towel for disposal in the trash.

Before removing the engine oil dip stick, make sure you can find the hole again. Note its location is just above the armored fuel line that makes a "V" shape. If required, SAE 30W oil, service CD should be used. Do Not Overfill. Spare oil quarts are stored in port quarterberth compartment under cushion. When sailing, gear shift must be in reverse. If left in forward or neutral gear with engine off while sailing the transmission can be damaged. Usually, after sailing, the transmission will not shift out of reverse until it has been started in reverse. Don't force it out of reverse!

28. Leaving and Returning to Dock: Disconnect the short shore power cable at the boat connection. Leave it at the dock as a 30 amp 50' long shore power cable is stored aboard in aft port cockpit seat hatch. Note how Segel is positioned in the slip and how the bow, stern, and spring lines are rigged. Try to put her back the same way. The dock lines stay on the dock and should be hung on the hangers on the dock uprights. They should not be untied from the dock. There are extra dock lines stored in the starboard cockpit locker. Be sure lines are cleated properly and that they do not lead across black painted wood trim. Place the lines in the chocks near the cleats. While backing away from the slip, nudge the stern away from the dock to ensure a straight track away and avoid the neighbors dock to the port. Across Leasons Cove from the dock is a marker showing a shoal location. Do not back into the shoal!

Before heading out, reset the GPS trip page by: (1) push menu button twice, (2) move cursor to trip with up/down rocker, (3) move cursor to right with rocker, (4) reset 'trip' or 'all'. By doing this you will have data for your own cruise [time underway, total time of trip including stopped time, mileage traveled, average speed, etc.]

29. Head: The holding tank holds 25 gallons and is installed with a "Y" valve. The "Y" valve is in the starboard main cabin's aft hanging locker. The holding tank indicator at the electric switch panel will light when tank is approaching full. The tank can be pumped out at most marinas or for free at the public pump out dock in Solomons in the Narrows, on the western shore of the harbor. The public pump out facility is self service and is available 24 hours daily. The Narrows is the channel to the west of Solomons Yachting Center. The public dock is just beyond the SMSA [Southern Maryland Sailing Association] facility. If an emergency situation and in the main part of the Bay with good tidal flow the macerator pump will empty the holding tank overboard. However, this is not legal. The switch is located on the master panel. Hold pump button a couple of minutes until tank is empty [sound will change]. The "Y" valve positions are marked with labels "SEA" and "HOLD" in the starboard main cabin aft hanging locker. By Maryland and Federal law this valve must be in the "HOLD" position. A removable wire tie is installed to secure the Y valve. Use marina shore heads when available. Remember, nothing should be flushed down the head that has not been chewed first, except for toilet paper which is obviously ok.

During a cruise, the addition of a cup of vinegar from the jug stored in the bottom compartment of the navigation station into the head bowl with a couple of strokes of the pump handle helps keep the head mechanism free of fresh calcium scale deposits. Follow this by use of a couple of ounces of mineral oil, also stored aboard, to lubricate parts. If head odor is a problem, head treatment concentrate is in the storage compartment behind the head. A little pumped through the toilet into the holding tank works wonders.

30. Shower: The shower spray head with a hose is stored in locker behind the head. It snaps onto sink faucet (put in place and pull ring up). The shower sump drains directly to the bilge. The automatic bilge pump pumps shower water overboard. You have the responsibility to wipe clean the filter under the grate with a paper towel. This should be done after every shower. Use the valve control on the shower head to conserve water. Take care with the water temperature by mixing cold water with the hot.

31. Pumps: The bilge pump is automatic when the switch is in the auto position. A daily check of the bilge is good seamanship and the manual override bilge pump switch can be used to pump. A Bilge Alert high water detection alarm [100 db, installed July 2007] must be left in the armed mode. The detector is positioned about 1 foot above the automatic bilge pump. An installed manual high capacity bilge pump is located in aft hanging locker. An electric macerator pump for the holding tank is installed under the main cabin sole at the bilge access panel. Its switch is at the electric panel. If the fresh water pump cycles when no water is being used the water tank is probably empty. If not cured by switching water tanks, water may be leaking at a hose clamp.

32. Anchoring:  Allow at least 7 times the depth of water for the length of anchor line. Markers are on the anchor line every 30 feet. Anchor rode is 150 feet long. Allow sufficient swing room in case of change of wind or tide current. Be aware of other boats anchored around you and water depth in your swing area. Now is a good time to read the Niagara 35 owners manual with a cold drink as you relax. Leave the depth finder alarm on [it is normally set for 10 feet depth] to alert you to dragging situations during the night. You can also set a waypoint at your anchor location and invoke the GPS anchor watch alarm. The extra plow anchor stowed in the bow is a spare. A Danforth anchor is also stored in the cockpit starboard seat locker. On Chesapeake Bay sailors normally do not double anchor and if the anchorage is crowded, it is important that you swing as the others do in the anchorage. However, if anchoring in an area subject to strong tidal currents or a wind shift is expected during the night, placing one of the spare anchors off the stern is recommended. Just be aware that your swing radius will be reduced to less than 70 feet, rather than the radius of the length of your bow anchor rode.  When raising the anchor, ease Segel forward with the engine while the crew member on bow hauls in all slack anchor line until the line is vertical. At that point cleat the line so that forward motion will break anchor free. After securing the anchor, make sure the anchor safety line snap hook is attached to the anchor chain. The anchor light is at top of mast. Don't forget to turn it off in the daytime. 

33. Sails and Rigging:  The sail inventory includes 110%, 130%, and 150% genoas and the mainsail. The 130% genoa is normally installed. The 110% genoa is normally aboard as a spare. The 130% is the best compromise and is especially important during the spring and fall when winds are above 15 knots. The backup 150% is stored at Baileywick and can be placed aboard on request. Reefing of the main sail should be used for proper balance with winds in excess of 15 knots. The genoa can be roller reefed down for balance of helm and crew comfort with the main reefed. When first unfurling the genoa, keep slack out of both jib sheets so that the lazy sheet will clear the foredeck hatches when unfurling. After that, no fouling will occur with tacking.

Experience has shown that Segel sails very well in strong wind conditions [white caps on water with winds over 15 knots] on just the genoa. This is due to the Niagara 35 fore triangle being relatively large when compared to other comparable sized boats. When tacking, don't release the working sheet until the sail backwinds. At that point promptly remove wraps from the old working sheet winch and quickly pull slack at the new working winch. You must start with only two wraps on the winch to avoid an over wrap.  When slack is out, add several more wraps and start grinding. The winches are two speed. The genoa sheet winches are self-tailing. 

In the rare situation that you switch the genoa jib with the spare sail stored below, the bolt rope must be carefully hand fed into the groove while raising the genoa with the winch. The genoa sheet snatch block position may need to be adjusted when changing sails for proper sheet angle. When it is changed, you must ensure that the sheet lead does not strain on a life line stanchion. The removed sail should be flaked on deck in about 2' folds, rolled, and placed in the proper sail bag.

Dutchman Mainsail Flaking System: The Dutchman is a modern form of "lazy jacks" but without the chafe on the sail. The system allows automatic handling of the mainsail, making it flake in large fold neatly on the boom. Control is by monofilament cords through slits in the sail. The Dutchman control lines are automatically slackened when sailing. When dropping sail, the first fold at the boom must be to the port side. The folds must alternate and may need assistance to do so before installing the sail ties. To properly flake on the boom you must be heading into the wind with the sail luffing. Sail ties should not be cinched down tight. 

Mainsail: Mainsail shape is controlled with the "boom vang" and associated tackle. It will support the boom when the sail is stowed. The boom vang should be released when the mainsail is lowered and retensioned after mainsail is raised again.  If not, the boom vang tension will restrict raising the mainsail. A new mainsail was installed for the 2006 season. Instead of a traveler, the mainsail has two sheet. When tacking upwind, the windward sheet is working and the other is not [lazy]. On the other tack, the former lazy sheet is now working and adjusted for sail trim. Further tacking requires no sheet adjustment. The two sheets now works as a traveler.

Thoughts on Mainsail Control from another Niagara 35 owner: When you combine the double block system with the rigid boom vang, you remove all the sheet tension from sail shape. You really notice the ability to shape the curve in the trailing edge of the mainsail in light (or non-existent!) winds. You adjust the mainsheet to put lots of bag in the mainsail leading edge, adjust the boom vang to really open up the clew of the sail and watch your trailing edge telltales. The boat is literally able to move in almost no wind at all. Further, with the double block locking the boom in place, power boat wakes or chop don't 'shake' all the wind out of the main. You keep moving when the rest of the fleet are stalled. The folks with travelers are watching their booms and sails bang and slat in light wind chop or wake. The double block also acts as a good start on a jibe preventer and makes jibing a lot safer.

Boom Vang: The boom vang adjuster line is on the starboard side of the cabin top under the dodger. A Lewmar line clutch holds it in place. After raising the mainsail, adjust the boom vang to give needed shape to mainsail. Be sure to release the vang clutch when sail is dropped or prior to raising mainsail. If this is not done, the mainsail may not go up all the way due to boom being constrained from raising.

Reefing: Mainsail reefing is done completely from the cockpit. Reef lines are labeled at the Lewmar line clutches. The first set of reef lines are on the port side clutches and the second set of reef lines are on the starboard side. Reefing the mainsail will require adjusting the boom vang as the boom end will raise up. The Dutchman holds the loose mainsail when reefed. No need to tie reef points around the boom. Reefing the sails with the rail already under water is proof that the boat is over canvassed. Segel will go faster in heavy wind when reefed. Listen to weather reports frequently on the VHF radio and anticipate changes in sail requirements.

1. Release boom vang tackle. Let mainsail luff and release about 5 feet of the mainsail halyard from the winch on port side of cabin.
2. On the port side, pull in the line marked "Reef 1 Mast" until it is tight.
3. Retension the main halyard with the winch. It pays to practice before the emergency occurs.
4. On the port side, pull in on the line marked "Reef 1 Boom" to bring the leach reef grommet down to the boom.
5. The second reef is done essentially the same but using the lines on the starboard side.
6. Readjust the boom vang for proper sail shape. Unreefing is the opposite maneuver. It is preferable to reef the main before furling in the genoa to reduce sail.

Before stowing the mainsail you must release any reefs and pull slack or hoist the mainsail to the top before dropping the sail. If you don't, the next user will have a bad time trying to raise the main due to the friction of the reef lines.

Roller furling of the genoa is usually a male job. You may need to use the genoa sheet winch. The genoa should be luffing and the genoa sheet payed out as you furl to maintain a little tension. Caution: If genoa halyard is too tight or too loose, top swivel may not swivel and halyard will try to twist around grooved foil. Adjust tension slightly on halyard if you have difficulty in roller furling.

For sailing before the wind in moderate winds use the whisker pole with the pole topping lift wrapped around middle to hold the sail out to windward. Pole length is adjustable with its cleated line. White caps on the Bay are an indication of winds in excess of 15 knots. White cap days are not appropriate for using the whisker pole on this cruising boat. The guidance below for whisker pole use is abridged from the Forespar brochure "Experience Downwind Performance":

1. With a whisker pole you set the jib out to windward. In doing so you change the airflow across it with air that is undisturbed by the main. You can control the jib's shape, flattening it to get airflow over both sides along most of its surface. 
2. How do you know when it's time to deploy a whisker pole for down wind sailing? When the jib sheet goes limp and you have to head up to get more boat speed or you have had to sheet in until the jib leech is too close to the main is reducing its performance.  However, other factors require consideration. In heavy winds giving near hull speed, deploying a pole will only be advantageous after you are way off the wind like 150 ^o apparent. Then again, in very light winds and if your pole is long enough, you may find advantage as early as 90 ^o to 100 ^o apparent. There is nothing as helpful as some practice and experimentation.
3. In general, the pole should be kept near 90 ^o to the apparent wind just as with spinnaker poles. 
4. When you decide to set the pole and bring the jib across to windward, put the lazy jib sheet into the outboard pole fitting, extend the pole, and attach it the the mast car fitting.
5. Then ease the leeward sheet and trim the windward one. When trimming the sheet, keep in mind that very significant compressive loads can be exerted on the pole in strong winds. Understand that you are creating a force vector on the pole. As a matter of fact, you could, on a still day tied up at the dock with the jib up, crank in the sheet with a winch until you had buckled the pole [You damage the pole, you pay the several hundred dollars to replace it!].
6. To get the most lift and best speed out of a poled out jib, trim it in until the leech [which is now acting as the luff] begins to curl back just as is done with a spinnaker. As you head more and more on a downwind course there will be a tendency for the jib clew to lift and even oscillate up and down. A foreguy [Rig a spare line with bowline to outer end of the pole going around a bow cleat back to a deck cleat or spare winch or use the leeward sheet tucked under a bow cleat horn as a downhaul] will help keep the clew at the right height for best boat speed. This height will vary as dictated by apparent-wind speeds and angles and even wave conditions. The whisker pole topping lift at the mast should also be employed to support the pole weight.
7. Jibing can be tricky. Ease the foreguy, remove the pole from the mast, pass it aft between the mast and what will become the lee shrouds until the forward end can be passed through the foretriangle and switch the sheet attachment on the forward end of the pole. Then push the pole to weather and reattach to the mast. The sheet trimmer must tend the weather sheet to help control the pole as it is pushed forward, or else the jib and the pole will be slammed against the head stay. The main should not be jibed until the pole jibe is completed. The safest maneuver is to remove the pole, jibe, and reset on new course!
8. The pole should be kept level at all times by changing the position of the mast car fitting and/or the topping lift.
9. When time to dowse the pole, (1) ease the sheet, (2) detach from the mast, (3) pass the pole aft on the lee side and disconnect from the sheet. The helmsman must not head up until the pole is completely disconnected and stowed on the deck.

34. GPS [Garmin Map 172]: The Garmin GPS Map 172 [upgraded to color June 2007] is installed in the NavPod at the helm. It shares power supply with the autopilot and depth sounder. It uses the Garmin Blue Chart details for Chesapeake Bay and gives a detailed color reproduction from the NOAA nautical charts [navigation details, depths, and tides]. Also included are services available in most ports. Avoid using 'Menu/Menu/Card'  options. It should not overwrite data on this preprogrammed card for Chesapeake Charts deleting $170 worth of data, but we don't want to test Garmin's statement that it won't. Read the instruction manual in the binder [section "G" for GPS] at the navigation table. Turn on or off by holding down the 'on' red button for a couple of seconds.

35. Depth sounder [Autohelm ST30 Bidata Km/Log/DS]: The Bidata combines a knotmeter, log, and depth finder in an integrated unit with a dual display. If anchoring depth is such that the alarm comes on and off while anchored for the night, reset the alarm depth or turn off the instrument switch at the switch panel. There is no on/off switch other than the "Instruments" switch circuit breaker and the master battery disconnect. Current drain is very low. For detailed instructions see the manual under "D" for depth sounder in the manuals binder.

With each press of the depth key, the depth display cycles through the shallow alarm depth, deep alarm depth, minimum depth since last power off, and the offset for keel depth. The depth alarm is changed through "Calibration" and the signal is silenced by hitting any button. The alarm will rearm upon entering deeper water. The depth alarm is usually set for 10 feet giving a clearance of about 5 feet under the keel. The depthfinder is adjusted to read from the water surface.

With each press of the speed key, the speed display cycles through the trip distance [resets with power off], log [not resettable], maximum speed, and average speed. If speed shows 0 underway, the paddle wheel is fouled and should be reported to Bailey. The GPS will always give a more accurate across the bottom reading.

36. Autopilot [Autohelm 4000 Mk II]: The autopilot is permanently installed at the helm. When power is turned on, the autopilot is in the standby mode and "wiggles" to confirm it is operational. The full manual is under "A" in the binder. When the autopilot clutch is pushed down and auto button pushed, the autopilot steers by the compass heading at the moment the auto button is pushed.  If "red auto" button is pushed once, the Autohelm will maintain current compass heading. Push "auto" twice within 2 seconds to return to previous automatic heading. Use "black" buttons to alter course to port [-] or starboard [+] in increments of 1 and 10 degrees. Push "red standby" button once to disengage autopilot. The previous automatic heading will be retained in memory. For "autotack function" push both "black 1 and 10 buttons" together for a 100 degree course change, - for port, + for starboard. After the tack with the sails retrimmed the vessel may be brought up closer to wind with the buttons. The "Off Course" alarm will sound in automatic mode if vessel deviates from set course by more than 15 degrees for 20 seconds. To silence alarm, select "standby" mode. If Autohelm is driven to end stops, drive will be pulsed to avoid overload. If this persists for 30 seconds the power to the motor will be cut off and alarm sounded continuously. To restore use, the standby button must be pressed. The night light is dimmed by the dim control on the depthfinder. You must keep an alert watch while on autopilot. On occasion, the clutch lever has released taking the autopilot out of gear. This has occurred in the past when the clutch pivot bolt has loosened. An error notice "Low Voltage" may show occasionally on the display. It is a false notice! It may be caused by voltage loss in the power cable going to the instrument pod. Ultimate solution may be to feed a more robust power wire to the pod.

Although repaired several times by the manufacturer, the autopilot clutch arm pivot bolt sometimes loosens following a period of heavy active use. The arm will be obviously loose and the autopilot may not hold headings. All it takes to repair is to tighten the Allen head screw with the Allen metric wrench set stored in the navigation table drawer. A piece of blue masking tape is wrapped on the correct wrench.

When using the autopilot, check that the wheel brake is not restricting movement of the wheel by seeing that the wheel turns freely. Do not unscrew any more than necessary to remove friction. In August 2004 the brake arms were replaced due to loss of parts from unscrewing so far that the retaining cotterpin was sheared and the brake part fell into the pedestal.

37. Radios [Standard Spectrum VHF Marine with DSC and a Panasonic CD/AM/FM]: Both the VHF marine and stereo CD/AM/FM radios are connected to the starboard cabin light switch. Normal VHF range is 20 to 40 miles, depending on radio antenna heights and atmospheric conditions. Channel allocations are as follow:

Make contact on VHF Ch 16 or Ch 09, then shift promptly to an appropriate working channel. Because most calls originate on 16, the Distress, Safety, and Calling Frequency, unnecessary conversations there jeopardize the entire system. Select the proper channel, listen before you talk, keep your calls brief, and be sure to identify your station at the beginning and end of each conversation. Commercial ships monitor channels 13 and 16. Leave the radio scanning channels 13 and 16 to receive calls from other boats, or CG emergency weather reports. Putting the USCG designated use channel 22 in scan is valuable because the USCG will announce on channel 16 weather warnings that are to be given on channel 22. As of June 6, 2003, the Maritel Marine Operator system ceased operation. 

The Standard Horizon Spectrum+ marine VHF radio [GX2355S. new 2003] has Digital Selective Calling [DSC]. The registered DSC MMSI number is 338021547. The radio is wired to the GPS so activation of the automatic distress button automatically give the vessel's latitude and longitude and reports the identity of the vessel to the USCG. Do not activate the distress button unless it is a true emergency. A RAM [Remote Access Mic] microphone is also attached for nearly full function control of the radio from the cockpit. For further details see the manual under "R" for radios. Baileywick can perform a position request to locate Segel. Such a request sounds a calling alarm sound four times and the display will show "POS REQUEST". No action needs to be taken by the Segel crew except to press any key to exit from that display.

The weather channel part of the marine VHF radio has the 'weather alert' mode activated when the radio is in the scan mode. If a loud intense tone is heard, you need to press the WX key to stop the alert tone and receive the weather report. If the WX key is not pressed, the tone continues for 5 minutes and the radio then broadcasts the weather report.

Even though Baileywick Company has a VHF marine radio shore station, we no longer monitor the VHF. Nearly everyone has cell phones with them now. When our shore station radio is on and you are within 20 miles of Solomons, we can be reached on Ch 16 by calling for Baileywick. The best way to reach John is to use your cell phone to call John on his cell phone [410-474-8723].

Panasonic CD/FM/AM stereo radio [CQ-C1303U, new 2008] instructions are in the manuals binder under "R". A selection [not necessarily Bailey's choice of music] of CDs is on the shelf below the radio.

38.  Dodger:  The dodger cannot be collapsed due to the side grab handles. Unzip and roll up the middle zipper window for ventilation. Starting the zipper is better from the front side. If the plastic windows are damaged through negligence [uncontrolled jib sheet or foot through the plastic, etc.], your cost for replacement of the plastic will be about $200. Clean the dodger plastic by rinsing off with fresh water and use clean paper towel or cloth to wipe dry.

39.  Helmsman and Bimini Awnings: The helmsman bimini [new 2002 season] is installed over the helm. It can be collapsed and stored against back stay if shade is not desired. The bimini window does allow the helmsman to see sail trim. An awning fly that zips onto the dodger and the bimini is stored in the aft cabin for additional protection from rain, dew, or just wind. Using the connecting fly during windy, foul, or cool weather can make a big difference in comfort levels. A boot to zip over a collapsed bimini to neaten appearance is aboard but is not necessary to be installed.

40.  Hatch Spray Covers: Do not remove. They give privacy in the head compartment, shade and keep rain and spray out with hatches open. During summer leave these two hatches open for ventilation.

41.  Aground: When first touching, a quick turn toward deeper water with the engine power may allow the boat to turn around enough to power off. Do not let anyone pull you off backwards.  Kedging off with the anchor rode attached to the sail halyard is usually the ultimate trick in self help. If you have BoatUS towing reimbursement, one of their marine assistance firms can come to your aid and will be paid directly by BoatUS for the cost, limited by your coverage. If necessary, you or the Coast Guard can contact TowBoatUS at 800-391-4869.

42. Inflatable Dinghy: The dinghy is stored in the bow. It may be used as a shore boat. Try to keep sand out of it and only stow the dinghy when it has dried completely. For short passages, the dinghy can be hung on stern pulpit by lines tied to rubber fittings on bow and stern of dinghy. It looks funny but reduces drag and is out of the way while sailing. In the bow of Segel you will find the inflating pump and the seat for the dinghy. The dinghy aboard may be an Achilles [red with inflatable gray seat and fold up gray plastic floor] or a Metzler [orange with wood seat and blow up floor]. If towing behind, the dinghy must have the oars and seat removed. Do not tow behind during heavy sea conditions or small craft warnings. The dinghy can be flipped by wind and seas and cause extensive damage. If the seat is lost during your use, the lost seat replacement cost of $100 will be added to your account.

Achilles [LT-4C, HIN ACH00527M82H]:

44. Report: Alert Bailey to any urgent problems that have occurred by a phone call [410-474-8723]. The Condition/Use Report still must be completed and placed in the basement door mail box.

45. Smoking: Smoking is not prohibited, but out of courtesy to the other timesharers and charterers, we ask that you smoke outside of the cabin. An ash tray, if used, it should be emptied with the garbage. Note that the cockpit cushions can be burned by ambers [some burns exist already] so the smoker should be uncomfortable and not have cushions nearby!

46. Ships Log: An enjoyable part of cruising is to review what has happened on your cruise and that of others. The Ships Log [green notebook in navigation table] should be used to (1) record engine hours at beginning and end of cruise, (2) skipper and crew names, (3) dates, (4) fuel purchased, (5) maintenance or repairs made, (6) weather conditions, (7) if water tanks were topped, and (8) any other facts of interest [harbors, restaurants]. These recommendations are very helpful to others. The log entry does not substitute for the Use/Condition Report. Be sure to sign your entries as any good ship's captain does. Please do not use felt tip pens as the ink runs when wet--and the log can get wet. Bailey will normally note repairs or upgrades in the logbook.

47. Wind and Weather on the Bay: Winds from the southerly quadrant prevail during the summer months, about 35% of the total time.

48. Distances:

49. Drawbridge Signals: To open most drawbridges call the bridge tender on ch 13 or use one prolonged whistle blast followed by one short. If the bridge will be opened immediately, the bridge tender replies with same signal. If bridge cannot be opened promptly, five short blasts must be sounded by the bridge tender and you must reply with the same five short blasts to acknowledge. The five short blasts are also used by the bridge tender if the bridge is opened and must be closed promptly in cases of emergency.

50. Cruising Suggestions: The following hints are based on our experience and/or knowledge. They have worked well for us in the past and may do so for you.

51. Recommended Cruises: A cruising guide to the Chesapeake is on board. However, Donna and I have some suggestions.

Local favorites:

Longer Cruises:

52. Required Knots: If you can't tie the following knots you should not be sailing! The orientation checkout will go over these few knots. They are easily learned in a few minutes.

53. Man Overboard Procedures [MOB]:  A Lifesling overboard rescue system is installed on the stern for emergency use. For safety sake, the primary mate aboard should be trained to operate the boat, including running the engine and dropping/furling sails so that if the skipper is overboard he/she can be rescued. Skippers are encouraged to practice man overboard procedures with the crew by using a cushion overboard. Rescue procedure is as follows:

1. Stop boat immediately near MOB. Head into wind, luff all sails, maintain visual contact at all times.
2. Deploy Lifesling. Remove from case on stern rail, throw off transom, it will trail behind boat to end of floating tether line.
3. Circle the MOB. Like picking up a water skier! Lifesling tether should reach MOB within first or second circle. Doing this under sail eliminates risk of fouling propeller in any overboard sheets or other lines. Do not sail over tether and avoid hitting MOB.
4. When Lifesling reaches MOB, stop boat immediately by heading into wind and furling jib and dropping mainsail. MOB places Lifesling under arms and connects plastic buckle. Do not tow MOB behind boat!
5. Pull MOB alongside slowly preferably on windward side of boat. Lift MOB as far as possible by tether and cleat tether. This secures MOB from drowning danger while rigging hoisting tackle.
6. Rig Hoisting Tackle. Us spare halyard or mainsail halyard by securing halyard shackle to the tether loop at the Lifesling. Move the halyard from the winch on cabin top under the dodger to lead through the port genoa sheet block on toe rail to the port genoa winch. Winch MOB over the lifelines onto deck. The mechanical advantage of this winch will allow even a much smaller person than the MOB to be effective. 
7. Be sure to check for injuries and hypothermia.
8. Repack Lifesling. The nylon covered bitter end of the line remains tied to the rail. Stuff [flake] the line, about 12 inches at a time, into center section of storage case starting with the secured end. Continue until you reach the Lifesling. Do not coil line! Then place the Lifesling with the sides of the sling on either side of the flaked line.
9. If situation has been reported to the CG, keep them informed on the recovery status.

P-EPIRB [Personal Emergency Positioning Indicating Radio Beacon] device was approved by FCC in 2004.  At least two brands [ACR and McMurdo] became available for purchase in 2005. Captain Bailey often test sails Segel alone. One of his concerns is being overboard with Segel on autopilot without anyone knowing. He bought the ACR AquaFix 406 I/O [GPS Interface/Onboard GPS] in April 2005 from Sailnet.com at a sale price of about $550. This device is small enough to be clipped to your lifevest and deployed if in trouble. This P-EPIRB has a built in GPS that supplies its location in the coded 406 MHz signal it sends. A rescue helo from Patuxent Naval Air Station should be overhead [homing in on the 121.5 MHz signal it also emits] within 20 minutes of the P-EPIRB being activated. For those of you who ever sail solo, this is a wise investment. The supplied holster is not very practical but the Nite Ize Mobile Accessories PDA holster available at Boaters World fits quite well and the clip is practical for use on belts and lifevest straps. It is a great holster for $15 that also fits John's digital camera. Other versions are available for things like cordless phones and cell phones.

54. Hatch Safety: The two adjustable deck hatches have hardened round aluminum slide support bars with a screw clamp to hold by friction in various positions. There are two continuing issues with inexperienced crew. The safety issue is a possible unexpected hatch movement with fingers under the edge getting injured. This has not happened yet, but can! The other issue, in spite of instruction labels on each hatch, is the hatch being forced closed without the slide clamp being loosened. The designed bend in the support bar becomes a half circle! It can only be fixed a few times before the bar has to be replaced. Make sure all crew are instructed on hatch safety and releasing the clamp before adjusting the hatch.

55. Dining for Baileywick Customers: Listed below are several restaurants in the Patuxent and Potomac River areas with docking facilities and others without. This area is somewhat unusual in that restaurants are available that have free dockage for meals. Listing is not a recommendation but for your convenience.

Solomons Harbor:

Patuxent River:

Potomac River:

Some Facts You Should Know:

What Can You Do?

Collision Avoidance Checklist

Revised 06/13/2010