scamlin

As a matter of history, the NSPN trip leader classes 2000-2001 were about 24 hours in total (8 hours in the classroom and 16 hours on the water). Many of the 30 or so people who took the course in 2001 when asked for feedback said they wanted the course to include more: more on navigation, more on route planning and more time on the water. Starting in 2002, we upped the hours to its current format: three days in the classroom (with 8 hours of navigation) and three days on the water. Another piece of history is that in the first three years of the club (1998-2000), trip leaders were assessed by the trip leader committee before being able to lead trips. The assessment had some written guidelines, but was not a formal check off process, at least when several of us became trip leaders in 2000. The self-rating approach to becoming a trip leader was developed by the board for the 2001 season for a variety of philosophical and legal reasons. So that's how training came to be 50 hours and how the club adopted self-assessment. There were healthy debates then as there is now. Scott

Rick: All legitimate questions and most of them were highlighted by the outside consultants last year. The Risk and Liability committee discussed these issues and the alternatives in depth. One of the four priority recommendations to the NSPN board was to change the club's approach to include standards and certification for trip leaders. The board has adopted and implemented some of the four priority recommendations (for instance, the rewrite of website material and a separate Private Trips message board). While I'm not involved, I understand the board is moving on the trip leader standards and certification this year. While you or I may not agree with all the elements when the program is brought out, there will be a change in the direction you are suggesting. So let's see what the board comes up with and compare it with the new ACA certifications to see what we think. We can debate it when we have full information. What we learned on the Risk and Liability Committee was that there are no easy answers, particularly for a volunteer club. Scott Camlin

David: Saw it on the Western Sea Kayakers message board (members only). Scott

David: Interesting variation on Steve's hitch, but with one essential difference: in the original, the free end never goes around the anchor. In yours, it does. As Jed points out in his article, this means the length of the line never has to pull free through/around/under the anchor. In our case, a deck line would typically pinch the tow line to the deck because the hitch under towing load would be snugged up against aft deck line fixture near the cockpit. In Steve's version, only the bights pass under the anchor with no end to run free. In your variation, the free end, while it would be short, still has a risk of snarling part of the line and getting jammed under the deckline. Of course, the proof of the pudding is in the eating: which in practice is easier to release (your original objection) and which is less prone to jamming. Best, Scott

Jed: Yep, that's the hitch Steve showed us October 2004 in Georgia. Thanks for the article on your new site. Scott

Found this link to MapTech with free downloadable charts. These are original NOAA charts. They work with Chart Navigator (which is a commercial product). Charts are the same provided with Chart Navigator, but without the value added features such as on-chart links to tidal and current stations, seamless switching to topo maps, etc. You can download a demo version of the Chart Navigator viewer (a 35 Mb file), but I haven't tried it. Presumably it is limited in some way. The site is a little klunky and takes some effort to get the downloads, but the charts themselves are very high quality. http://www.freeboatingcharts.com/ Enjoy. Scott

Jed: Link does not work for me Dec 31 at 6 PM. Looks like it got caught up in the new website. When it's working, I'd like to see the illustration. Best, Scott

Brian: I don't know the name of the hitch, but it has two bights under load and a free end that can be tugged to release line without the "handle" end needing to go around the anchor. The application is one we've debated over the years: how to fasten a short contact tow to a deck line in a way that still gives you a quick release under load. Steve Maynard showed it to us in Georgia last year, but I still can't tie it reliably. Scott

Unless it has had specific trauma, when latex begins to tear, it usually means the rubber has degraded to the point where it is fragile. Telltale signs are stretch marks (stripes of thinner/lighter material) when you stretch the rubber with your fingers. Ultimately, you need to replace it. However, you can patch it to get through a trip or the rest of the season. I had a split in a 5-year old wrist gasket on my dry top that I found the night before a paddle in Santa Cruz last August. On the kitchen table, I patched it with AquaSeal, the bombproof glue that should be in every kayaker's repair kit. After cleaning the surfaces with Cotol (AquaSeal solvent and accelerator), I squeegeed a thin layer about 1/4" wide lengthwise along the split, lapped the other side of the split over it and then pinned it togther using common pins. Then I smeared more AquaSeal onto both sides of the joint along the edge of the split. I let it dry overnight and viola, had a crude but functional repair of wrist gasket. The loss of circumference compensated for five years of stretch and the slight bump of the joint was insignificant as far a sealing properties. I don't kid myself that this is a permanent fix since the rest of the gasket is on borrowed time. But for a quick repair, Aquaseal does the trick. The key steps are to clean the latex with a solvent (common rubbing alcohol will do in a pinch) and get a solid mechanical contact while the glue dries. In past repairs, I've used needle and thread (glove seams), common pins (spray skirts), wooden clothes pins (neoprene bootie soles) and plastic sheeting over 2x4s and clamps (a seam on a nylong paddle float) to keep the material in contact while the Aquaseal dries. Once dried, Aquaseal is stronger than the material it joins. As for neck gaskets, the trim or stretch controversy is a religious one, akin to the skeg or rudder debate. I'm on the trim side of the divide and I'll tell you why. The secret is that gaskets don't need to be tight to be waterproof. The reality is that latex has a pretty strong memory, so stretched latex tends to return to original size until it degrades. So trim for comfort and be happy. Last summer, I had a new neck gasket on a reconditioned dry suit from Kokotat and was headed out early one morning to Monterrey Bay. Stopped into a Long's Drugs for a single sided razor and an Albertson's for a quart of yogurt. In the front seat at the beach, I slipped the yogurt container up through the neck gasket, ran a razor around the second band and less than a minute later was comfortable and snuggly waterproof in a new neck gasket. I'd done it before so I knew where to cut, but it was that simple. Good luck. Scott

A little holiday present to keep you busy during cold winter nights... http://www.animatedknots.com/ Scott

For the truly addicted, there is a slightly more up-to-date site to see the same dispatches, posted by the support vessel's owner on their own site. http://www.seakayakingcornwall.co.uk/georgiadiary.html Scott

Some kayakers learn from experience... http://www.kristv.com/Global/story.asp?S=4112890 Scott

Brian: These days, many watersport helmets come with adjustable liners: In the past three years, I've bought helmets from Shred Ready, Bell and, yes, Protec that have a kit of foam shims of various thicknesses that velcro to the liner. It comes in handy when I loan them out during trip leader training or trips with surf involved: people can adjust to fit. Also does what you asked about: switch between no hood and or hat and having wearing either one. Scott

See the recall info on the foundation's website: http://www.whitewaterhelmet.com/helmet_recall.html Seems that the Protec's design with one strap attaching the helmet would be at a disadvantage in preventing rolling (fore and aft) on the head. Hadn't thought of the disadvantage of a visor in ripping the helmet off the forehead. Sea kayakers rolled in surf, rock gardens or currents may experience the same forces. Something to think about. Also, the EVA foam liner rather then hard foam may withstand repeated impacts better: literature with most hard foam liners (e.g. bicycle helmets) suggests you replace the helmet after an accident. Speaking of bike helmets, many if not the majority of bike helmets are probably not fitted properly. It breaks my heart to see young kids wearing helmets with loose straps as the helmet is essentially useless. What is really needed is objective testing by an independent entity to find out what designs give what kinds of protection. Scott

Nick: With some trepidation given my limited knowledge of kayak materials and their characteristics, I believe the Brit's rationale for using chopped strand mat is not cheapness but rather stiffness. If I remember correctly, the random orienation of the fibers results in a stiffer layup for the weight. The British logic, right or wrong, is that in their conditions, very stiff boats are desireable for fending off rocks and supporting loaded boats during rescues. (I won't cite the third rationale for stiff boats--speed--as their weight would seem to preclude this advantage). To the extent CSM gives these characteristics to the hull and deck, its use is a design choice, not a cheap way out. Another potential characteristic for CSM may be better resistance to punctures. From an engineering and materials point of view, does CMS have an advantage for impact resistance compared with fabrics? My non-expert hunch is that a random orientation of mat would distribute impact better than woven fabric, but I really don't know and would welcome informed input. If so, is this what you mean by fragile? Or is it resistence to bending forces, such as the one the Avocet suffered? Your point about the disadvantages of CMS for quality control and pigmented resins for cosmetic reasons seem well taken, though the issue--as you point out--is not whether the layup can be done well but whether you or the builder can tell. Brits make a similar case for heavy gelcoat: a preference for the wearability on rough cobble and sharp rocks typical of British coastlines at the cost of the weight and tendency to chip. Again, if the design goal is resistance to abrasion, heavy gelcoat is a good solution. Whether it is worth it to you is another question. (An illustrative contrast would be my old kevlar Necky Arluk III, which weighs 43 lbs for an 23.5" x 18' boat. The layup is quite flexible, stiffened only by a wooden dowel glassed to the inside of the keel, a sharp entry and exit for the hull and a sharp peak on the foredeck. It has endured many scrapes, bumps and crashes without holing or major damage, but then I've not used it for the kind of surf and rock garden conditions and general abuse we often put our Brit boats through. The gelcoat is pretty thin and not surprisingly has worn through in many places. My point is that it had a different design philosophy and its own advantages and disadvantages.) My impression is the Brit philosophy to build a durable if not bombproof boat and not worry too much about weight. If that is the design objective, can you build a very stiff boat out of fabric? What would it weigh for a stiffness similar to CMS? It seems to me that is the apples-to-apples engineering question. I don't know the answer but imagine it is an empirical one. Scott

Paul: If I remember, it was a couple of inches forward of the front of the seat. Scott

Nick: Actually it was a Valley Avocet, but still had pigmented resin on the interior. Scott Camlin

Hard to say, but in my opinion the outer layer of the fabric was frayed or broken. It gave when pressed with the end of a thumbnail. The cracks were not on a bulkhead or other internal structures: just the sides of the cockpit. A quick inspection of the inside of cockpit showed little or no damage to either gelcoat or fabric. With damage of this kind, damage to the glass fibers can be more extensive than you can see from the outside. Best to cut it out until you have hard, firm fabric on all sides. Scott

Suz: Your blades had a good time on the break...and send you their regards. Scott

I can bring another one.

The BCU material covers ALL paddle sports so the knowledge it tests must cover risks in all paddle sports. In fact, up to 3 Star, the training and the award are non-specific, meaning the same strokes and knowledge base without distinction between sea kayaking, white water or "Canadian canoes" and the conditions where they typically are paddled. In fact, training and testing for 3 Star was traditionally done in general purpose boats which look sort of like old fashioned white water kayaks (12' decked boats). Awards beyond 3 Star start specializing in disciplines such as sea kayaking. Hence the breadth of 3 Star. Whether a generalist paddling knowledge is appropriate for people only interested in sea kayaking is, I'm sure, subject to debate. The BCU focus on leptospirosis is well grounded since it relates to inland paddling on rivers, lakes and canels in the UK, which are often polluted. It is a real threat to UK paddlers, especially where livestock are present. (There are a lot of sheep in the UK). It is also a threat to American paddlers visiting the UK, but not, I believe, on open ocean where Brian paddled last year. (Whether it is a problem in tidal areas and marshes such as the Loch of Spigge, I don't know). My experience with American BCU coaches is that they sensibly focus on topics relevant to North America. I've had instruction on Lyme disease but never on leptospirosis. I've been tutored on the rights and public relations aspects of access to New England islands and beaches which are largely not an issue in the UK. Here BCU coaches don't spend any time on rights to navigation in contrast to the UK where restrictions on access to the 90% of inland waterways that are private is a big topic. Whether an American BCU Assessor would flunk you? Interesting question, which probably varies by assessor. Yes, you'd probably be dinged if you didn't know the difference between a dry suit and a wetsuit. Yes, if you couldn't recognize and describe the dangers of obstacles in current such as low-head dams, snags, strainers and warfs. No, probably not if you couldn't spell Aleut or distinguish east from west Greenland kayaks. Not sure about the leptospirosis question, but I can tell you it was on the test I took; I didn't know what it was and it forced me to look it up in the BCU handbook. (Like most tests, you could get a certain number wrong and still pass). I'm glad I know about it because it created an awareness of water-borne diseases and more generally a realization that I have to ask--something I'd never do based on paddling my home waters, untutored. And that, to me, is the value of the testing/assessing which complements but goes beyond the training: it's not the badge or the recognition, but the systematic examination of where you are and what you need to work on. In my case, failing my 3 Star the first time focused me on two strokes that I had been faking for several years. I solved the problems, passed 3 Star and it made me a better paddler. We get our houses inspected before we buy; we get an annual check up from our doctors; we take skills test when we are looking for a new career. It's not ego, it's information...and for some motivation. As for the Britishisms, any specialized field--computers, fly fishing, motorcycles--have their jargon, knowledge and history. The jargon is useful, the knowledge is accumluated experience and the history enriches the disclipline. The interplay of honoring the traditions and rejecting them to advance the field is pretty normal. Some try to relearn from scratch everything others have already figured out--perhaps missing some important lessons or perhaps inventing new techniques. Others stick closely to the traditional methods, perhaps deepening some fundamental skills or perhaps making a religion out of what may be outdated orthodoxy. It seems to me you need to understand and practice a technique before you can evaluate it, experiment and possibly reject it. The way I see it, BCU is a package deal. Lot of experience embedded in the system, some peculiarities and, yes, some bureaucracy and crankiness. Having met some of the British coaches, I can tell you they, with some exceptions, are constantly experimenting with new approaches to both paddling and teaching. The current BCU Handbook is substantially different from the previous edition, with many hoary techniques from the 1970s replaced with more up to date methods. The elite coaches debate constantly among themselves about technique and risk management. Over three years, I had three Coach 4 and 5 instructors teach me completely differnet theories of the forward stroke, all well-thought out. I got real message: there is no right stroke and I learned a huge amount about my stroke by learning each of their techniques, none of which I would have figured out on my own. I've never had a BCU coach teach there is only one, correct way to do something. The BCU methodology stresses self-learning: in fact, I've seen a lot of frustration among American students who want to be told the "right way" and get it nailed. A Brit instructor is more likely to show you something and tell you to go figure it out. Or watch you for half a day and then make one small suggestion that opens up a new door. Scott Camlin

Bill: I took a look at the Malibu XL online. Another concern I'd have is outfitting. The lack of perimeter grab lines could be a problem in a rescue situation, since it is difficult to hold onto a boat in bouncing waves without them. That's why we pretty much require them for all but the most benign conditions. Also, we expect basic gear including food, water, safety gear and spare clothing. So you'd have to strap a dry bag on the Malibu 2 since the on-board storage is limited. See our required gear page for details at http://www.nspn.org/play-what-to-bring.html. Best Regards, Scott Camlin

Generally, NSPN trip leaders are looking for seaworthy boats. SOTs are fine as long as the paddler and the boat can handle the conditions. Some SOTs are suited for ocean conditions and some are not, so there is no "yes or no" answer to your question. Some of the questions I would have are: Can you control the boat in wind, waves, surf and current? Can you keep up with the rest of the group? Can you perform a self-rescue? Can you assist in rescuing another boat? These are the same questions we ask of any paddler and are all dependent on which trip you paddle. Most SOTs would do fine on Level 2 and most Level 3 trips where the conditions and the speed are not challenging. (See the Trip Level page for details of conditions at http://www.nspn.org/play-trip-levels.html). NSPN trips emphasize staying together so you won't be left behind. However, depending on the goals of the trip, if you cannot maintain the intended pace of the trip, you will be affecting the other paddlers. Bob's comment on rescues relates to the expectation that any paddler on a Level 3 or higher trip should be able to rescue another kayak that has capsized. Many kayakers in wide SOTs have difficulty doing this because they cannot lean their SOT over enough to perform a T-Rescue. (SOTs with thigh straps can do this.) If you can do T-Rescues or other assisted rescues, you're fine. If not, you should discuss it with the trip leader. One advantage of SOTs is that they are tough to capsize and easy to re-mount. They are used by the Tsunami Rangers in some of the roughest conditions for that reason. But on our trips, most of your fellow paddlers are in conventional boats. So, welcome to NSPN in your SOT. Any further questions, post them here. Scott Camlin

Bethany: I can lead a paddle on Sunday if that would help. However, the weather is looking very doubtful: SAT NIGHT N WINDS 15 TO 20 KT WITH GUSTS UP TO 30 KT...DECREASING TO 10 TO 15 KT AFTER MIDNIGHT. SEAS 5 TO 8 FT. SHOWERS LIKELY. PATCHY FOG. VSBY 1 TO 3 NM IN THE EVENING. SUN NE WINDS 5 TO 10 KT. SEAS 3 TO 5 FT...SUBSIDING TO 2 TO 3 FT AFTER MIDNIGHT. SHOWERS LIKELY...THEN A CHANCE OF SHOWERS. PATCHY FOG IN THE MORNING. I'm in Las Vegas but will be home by Friday evening: let's talk to see if we're still a go. I'd be happy to help lead a paddle on a Sunday later this fall. Perhaps the same weekend as the General Meeting? After the meeting? Scott Camlin

Beth and I went to the MITA camp out on Warren Last year and like this past weekend, the weather was picture perfect. Warren Is. is a state park, complete with a ranger who lives there during the summer. I believe there is a fee to camp. The landing is on the inside towards Isleboro, a rocky beach for kayaks and a large dock for sailboats and power boats. It is a bit of a walk (1/4 mile or so) up a trail to the sites, but they had a couple of carts to haul gear. Lots of developed camp sites, some on grass. Some are arranged around a center grass picnic area and others isolated at far ends of the island through the woods. Warren is a large island, one of the few suitable for large groups. Interesting paddling in the island complex around Warren and Isleboro (Vinal Haven is just a short 3 or 4 miles to the southwest.) The paddle over was benign as it could be: slack tide with the surface almost a mirror. I paddled with others from Lincolnville Beach northeast to Spruce Head and then to Warren Is. which made it a two mile crossing. The return on Sunday was, well, a bit more exciting with a stiff southerly against a brisk ebb tide. So the direct crossing home was a three mile ride with 3-4 foot waves on the beam, a few with breaking crests. It got my attention, I'll say that, not so much for the conditions as for the exposure in a shipping lane. The weather was still fine, just wind against current. The experience is a good example of a common trap: cross one day in fine conditions and face the choice of returning under decidedly more challenging conditions, finding another way home or staying another day. At least on Warren Is. you have the option of the Isleboro ferry, though I'm not sure how they feel about kayaks. Beth chose the wise course: hitched a ride on a sailboat. Scott