On November 11, 1919, U.S. President WOODROW WILSON issued a message to his countrymen on the first Armistice Day, in which he expressed what he felt the day meant to Americans:

ADDRESS TO FELLOW-COUNTRYMEN

The White House, November 11, 1919.

A year ago today our enemies laid down their arms in accordance with an armistice which rendered them impotent to renew hostilities, and gave to the world an assured opportunity to reconstruct its shattered order and to work out in peace a new and juster set of international relations. The soldiers and people of the European Allies had fought and endured for more than four years to uphold the barrier of civilization against the aggressions of armed force. We ourselves had been in the conflict something more than a year and a half.

With splendid forgetfulness of mere personal concerns, we remodeled our industries, concentrated our financial resources, increased our agricultural output, and assembled a great army, so that at the last our power was a decisive factor in the victory. We were able to bring the vast resources, material and moral, of a great and free people to the assistance of our associates in Europe who had suffered and sacrificed without limit in the cause for which we fought.

Out of this victory there arose new possibilities of political freedom and economic concert. The war showed us the strength of great nations acting together for high purposes, and the victory of arms foretells the enduring conquests which can be made in peace when nations act justly and in furtherance of the common interests of men.

To us in America the reflections of Armistice Day will be filled with solemn pride in the heroism of those who died in the country’s service, and with gratitude for the victory, both because of the thing from which it has freed us and because of the opportunity it has given America to show her sympathy with peace and justice in the councils of nations.

WOODROW WILSON

If you thought technology couldn't make boating any easier, you probably haven't yet heard about Volvo's new self-docking boats. Yes, that's right, the ability for boats to park themselves into an assigned slip.

Called "Easy Connect," sensors on the dock and boat communicate with one another and by wirelessly controlling the boat's IPS drives, parking the boat effortlessly into the slip regardless of wind, current, or other forces acting on the boat.

Docking is one of the most challenging boat-handling maneuvers. Getting it wrong can be embarrassing, expensive, and precarious," says Björn Ingemanson, President of Volvo Penta. "Our IPS system has already taken great strides in making docking easier, and this new self-docking feature takes that process one important stage further."

Volvo notes that while the system effectively drives the boat in and out of the dock for you, the skipper should still be at the helm ready to take control of the boat if necessary.

The system was recently demonstrated to the public for the first time during the Gothenburg stopover of the Volvo Ocean race when a large yacht fitted with IPS drives docked between a couple of the round-the-world yachts

The automated docking capability partly comes from the onboard electronic vessel-control system (EVC), which computes steering and drive calculations in relation to the boat's actual position and four sensors sited on the intended berth. It's expected that boats already fitted with Volvo IPS drives will be able to be upgraded to the self-docking technology, which should please owners of older boats who are interested in having the latest technology aboard.

THE PROS AND CONS OF DAYLIGHT SAVINGS

This weekend we change the clocks, but the argument of the true benefits still are in question. Here's some of the arguments.

Pro: Longer Evenings

Changing the clocks does not create extra daylight, but it causes the Sun to rise and set at a later time by the clock. So, when we spring forward an hour in spring, we add 1 hour of natural daylight to our afternoon schedule.

    Proponents of DST argue that longer evenings motivate people to get out of the house. The extra hour of daylight can be used for outdoor recreation like golf, soccer, baseball, running, etc. That way, DST may counteract the sedentary lifestyle of modern living.

    The tourism industry profits from brighter evenings. Longer nights give people more time to go shopping, to restaurants, or other events, boosting the local economy.

Con: Doesn't Save Energy

A century ago, when DST was introduced, more daylight was a good thing because it meant less use of artificial light, helping to save energy. Modern society, with its computers, TV-screens, and air conditioning units uses more energy, no matter if the Sun is up or not. Today, the amount of energy saved from DST is negligible.

    When Indiana decided to introduce DST in 2006, a study found that the measure actually increased energy use in the state.

Pro: Less Artificial Light

One of the aims of DST is to make sure that people's active hours coincide with daylight hours so that less artificial light is needed. This makes less sense close to the equator where the amount of daylight does not vary much in a year, or near the poles where the difference between winter and summer daylight hours is very large.

However, at latitudes between these extremes, adjusting daily routines to the shifting day length during summer may indeed help to save energy. A German analysis of 44 studies on energy use and DST found a positive relationship between latitude and energy savings.

Con: Can Make People Sick

Changing the time, even if it is only by 1 hour, disrupts our body clocks or circadian rhythm. For most people, the resulting tiredness is simply an inconvenience. For some, however, the time change can have more serious consequences.

    Studies link the lack of sleep at the start of DST to car accidents, workplace injuries, suicide, and miscarriages.

    The early evening darkness after the end of the DST period is linked to depression.

    The risk of suffering a heart attack is also increased when DST begins. However, the extra hour of sleep we get at the end of DST has in turn been linked to fewer heart attacks.

How DST affects your health

Pro: Lighter = Safer

Safety is a good argument for keeping the lighter evenings of DST.

    Studies have found that DST contributes to improved road safety by reducing pedestrian fatalities by 13% during dawn and dusk hours.

    Another study found an 7% decrease in robberies following the spring shift to DST.

Con: Costs Money

It is hard to determine the economic cost of the collective tiredness caused by DST, but studies have found that there is a decrease in productivity after the spring transition.

    The City of New York invested 1.5 million US dollars in a dusk and darkness safety campaign for the DST change for the fall of 2016.

    There is an extra cost in building DST support into computer systems and keeping them maintained, as well as manually changing clocks.

Few boat topics are as likely to generate strong opinions — and colorful language — as anchoring. Volumes have been written on how to anchor and which anchor works best. But to hear some of the comments at the dock, there's precious little written about the etiquette of anchoring.

Come In Slowly

Anchoring is kind of like moving into a new neighborhood. You want to make a good first impression so your new neighbors will invite you over for a drink and not call the local water police. Wakes are a no-no in any anchorage, so you want to come in very slowly and stately (plus it gives you more time to scope out the place and decide who you want for your temporary neighbor). If you come in fast enough to overturn somebody's lunch, you'll likely end up an outcast and probably get an earful.

When you're weaving your way through an anchorage, pass behind anchored boats; it's nerve-wracking to see someone passing right over where you know your anchor line is. Also, if you come in at night, try not to blind your fellow boaters with a million-watt spotlight, ruining their night vision. Keep the light aimed low, have all your own deck lights on, and keep your voices low and clear.

The First Boat Sets The Precedent

While there are no laws addressing priority, anchoring is traditionally on a first-come, first-served basis. If there are lots of boats already there, your position is low man on the totem pole. Really, all that means is that boats that come in later need to respect the space needs and the 360-degree swinging room (with rode stretched out) of all the other boats there. If you were the first one in, congratulations, you're king for the day. If you arrive later, don't anchor too close to other boats, or in their swing radius.

It's perfectly OK — in fact it's preferred — to talk to your potential neighbors, whether a new boat coming in or already anchored. If you're gliding by looking to anchor near a boat and the owner is in the cockpit, compliment their boat and ask if they're OK with where you plan to anchor. Ask them where their anchor is and how much scope they have out. Perhaps ask about the bottom. Some are good and some are bad for holding. Don't be surprised (or offended) if they're not OK with your plan for whatever reason. Everyone has his or her own social limits. Plus, there may be important issues at play: they might have multiple anchors out; there may be shallows or obstructions nearby; they could have engine trouble, meaning they may appreciate a little extra room "just in case;" or maybe your neighbor is waiting for another boat to raft up with them. So just say thanks, let it go, and move on to the next potential spot.

Once The Hook Is Down, Don't Just Hop In The Dinghy

Nothing screams newbie louder than tossing an anchor over and leaving before your boat has settled back with the wind and really "set" its hook. An anchor has to grab the bottom, dig in, and set to really hold, which usually entails letting out enough scope (5-to-1 rode to depth, measured from your anchor roller to the bottom), backing down on it slowly until it hooks the bottom, and then more strongly to dig its flukes in until it's clear the boat will remain in place. Even after whatever tactic you use to set it, you should still see how it does before you leave.

Conversely, don't put out more than 5-to-1 scope unless it's really needed; otherwise you will swing over on top of another boat if the wind should shift. If everyone uses this same 5-to-1 ratio, an anchorage of boats should swing around together if they have similar bottom and windage characteristics. Always drop your hook behind the stern of a neighbor's boat, never alongside it; this ensures that you'll both swing in your own circles.

The wind may be nothing now, but when that little dark cloud on the horizon starts growing and getting closer, not only the strength, but the direction of the wind will probably change. If you're ashore with a poorly set anchor, you may be the one responsible for the slow-motion boat-sized pinball game that ensues. Not cool, and you're sure to create damage to your boat and others.

STERN DRIVE MAINTENANCE

Beyond Bellows

While you are inspecting your bellows, take a little time to look over your prop as well.

Any visible damage?

Any signs of fishing line down there?

Fishing line can damage the seals that hold the gear oil in the sterndrive housing. Monofilament line can even reach the melting point when wrapped around a revolving propeller shaft.

Fishing line wrapped around the propshaft can cause the lower unit seal to fail, allowing water to contaminate the oil, which can destroy the unit. (Photo: Doug Alling)

If line is discovered, removal of the prop may be necessary to disentangle it. Take a look at the seal that is just forward of the prop and look for any signs of leaking oil. Then, take a look at the gear oil itself.

Is the level OK? If the oil has a milky white appearance, water has entered the sterndrive and the oil will have to be replaced.

Remember, refilling your sterndrive oil is counterintuitive.

New oil must be pumped UP into the sterndrive. Never refill from the top oil port or vent hole.

If you are concerned about the integrity of your oil seals, your mechanic has a simple method of checking them by vacuum or pressure.

As you run down the list of recommendations your sterndrive manufacturer has outlined for annual maintenance, you'll note that you should be lubricating some important moving parts. Don't overlook the prop shaft, U-joint shaft splines, and steering system cables. One grease gun may not cover the needs of these different applications. Check your owner's manual for recommendations.

If your boat spends much of its time in saltwater, corrosion of the sterndrive becomes a concern. Manufacturers install sacrificial anodes that are designed for your boat's sterndrive and protect the aluminum housing from corrosion. Monitor them closely and replace them when they become half wasted. How often that is depends on the amount of time the boat spends in the water. Check your motor's manual for the location of all of the anodes because some are cleverly hidden, such as under the cavitation plate just above your propeller.

This anode is past due for replacement. Without proper anodes, an outdrive will quickly corrode. (Photo: Doug Alling)

Replacement with aluminum anodes is recommended. Magnesium anodes should only be used if your boat lives in clean fresh water all of the time. Remember that anodes should never be painted. Mercury Marine has gone the extra yard and in some sterndrives has installed the MerCathode system. This is an active or "impressed" system that actually delivers a small electric current to the sterndrive to counteract corrosion on the unit. The MerCathode derives its power from your boat's battery so, to be effective, your battery has to be charged, and all wires and connections have to be sound. Again, your mechanic should have a simple test to ensure that your Mercathode system is working properly.

Not only should you keep the paint brush away from your sterndrive's anodes, you should steer clear of getting too close to the sterndrive itself. Most bottom paints contain copper and most sterndrives are constructed of aluminum. These two dissimilar metals do not cohabitate well and underwater can turn into a battery of sorts that can lead to corrosion issues. It's important to keep the copper in your bottom paint away from the aluminum in your sterndrive. So, when painting the boat's transom, keep an unpainted area around your sterndrive. Most recommendations are for about one-and-a -half inches of unpainted surface. Use a copper-free, drive-specific paint, such as West Marine's Antifouling Outdrive Spray paint, if the boat is kept in the water full time.

This lower unit cracked over winter when trapped water froze and expanded.
Check for milky oil in the unit before laying up for winter. (Photo: Doug Alling)

And finally, when it comes to storing your sterndrive, it's important to prevent water from entering the exhaust hub of the propeller. Openings that are designed to let the exhaust out can also allow rainwater and snowmelt in. Water will accumulate in the unit's housing if the drive is stored in the "up" position. In cold weather, any accumulated water in the sterndrive can freeze and, under the right conditions, ice may expand and crack the housing. When putting your boat away for the season, store the sterndrive in the "down" position or use a sturdy, waterproof cover over the prop to prevent water accumulation in the housing.

The Care And Feeding Of Sterndrives

Here's an article by Doug Alling on caring for your sterndrive. Good Reading!!

Keeping your sterndrive in tip-top shape will add years to its life — and help to keep your boat afloat.

Giving your sterndrive some attention now can prevent major problems later. (Photo: Volvo Penta)

Sterndrives were first commercially introduced in the early 1960s, and came to dominate the boat propulsion market in short order. The biggest names in the sterndrive game today are Mercury and Volvo with thousands of older Outboard Marine Corporation (OMC) drives still in use but no longer being produced.

When you power up your engine and pull away from the dock, you set in motion a lot of activity at the stern of your boat. You push the throttle, engaging the prop. Power from your engine is transferred to the sterndrive via the drive shaft. Exhaust is pushed from the engine and exits at your prop. All of these functions start inside your boat and end at the sterndrive and require holes through the transom of your boat, at or below the waterline. Three to be exact: One for the throttle cable, one for the drive shaft, and one for the exhaust. And there's only one thing that keeps the water outside the boat from entering those openings — the sterndrive's bellows, those black corrugated rubber things that are clamped to the boat's transom and sterndrive in a place that makes them really hard to see. Perhaps the old saying, "out of sight, out of mind," is why bellows become such a big issue when it comes to sinkings. Take away the biggest and most obvious cause of boat sinkings at the dock — hurricanes — what do you think comes in second place? If you guessed sterndrive bellows failures, take a bow.

Ignoring your sterndrive now can cost you money and down time next season.

Take a moment to think about the environment that bellows operate in and the work they are tasked to do. They are exposed to hot and cold, wet and dry, vibration, UV, and marine life (sharp barnacles), and through all that they are expected to stretch, expand, and contract as you tilt and steer your sterndrive. Bellows will wear out — and when they do, they can easily let enough water into the boat to sink it. To keep your sterndrive-powered boat afloat, bellows require inspection and maintenance on a regular basis.

Bellows Inspection And Maintenance

Inspection of the bellows can be accomplished while the boat is out of the water — on a lift, a work stand at the marina, or on its trailer. Keep safety in mind while doing this! Make sure the boat is properly supported and if on the trailer, chock the trailer tires. It is good practice to make sure that there's no way the engine can be started while you are performing your inspection by disconnecting the batteries. The inspection area is tight and will require moving the sterndrive from one position to another — port and starboard, up and down — to access as much of the bellows as possible. The inspection is as simple as taking a close look (a flashlight is required) at the condition of the rubber bellows and their clamps. Are there any obvious signs of cracking? Is the rubber becoming brittle? Is there any rust showing on the bellows? Do the stainless steel clamps show any signs of corrosion? If you spot any marine growth (barnacles, mussels, or the like), they have got to go. Barnacles and broken shells can be razor sharp and your rubber bellows won't stand a chance against them.

Marine growth can be razor sharp and slice open bellows, allowing water into
the boat. Inspect bellows frequently throughout the season. (Photo: Doug Alling)

That's what to look for outside of the boat. Inside the boat, look for any water tracks at the transom pass-throughs and standing water in the bilge. If your bilge pump has been cycling on and off, it's time to inspect the bellows. OK, we've done our inspection and things look good, but keep in mind that all manufacturers have a recommended replacement schedule for your sterndrive bellows. You will most likely find it in your owner's manual and you should adhere to it. If you are unsure or can't find the information, a call to the manufacturer's customer service center is in order. I have dealt with both Mercury and Volvo in this regard and both manufacturers have been very responsive. Even if your bellows inspection shows good results, the manufacturer knows best when it comes to keeping them in tip-top shape and how often they should be changed. Most manufacturers agree that a 5-year-old bellows is living on borrowed time. Not replacing it is inviting water into your boat.

If you poke around the Web, you'll undoubtedly find videos posted on how to change out your exhaust bellows while the sterndrive is still attached to the boat. It can be done — with really small hands and the right tools. But the exhaust bellows is the only one that can be changed while the sterndrive is attached. The other two bellows contain the drive shaft and shift cable, and they can only be changed by removing the sterndrive from the boat and disconnecting those systems. Changing out the exhaust bellows alone goes against one of the first rules that a marine surveyor learns: If something breaks or wears out underwater (a bad cutless bearing, a bent rudder) and there are two or more of them, you must always check them ALL. If you are going to the trouble of changing the exhaust bellows, replace the other two, period.

Witches and Warlocks have had a long history with Halloween. Legends tell of witches gathering twice a year when the seasons changed, on April 30 – the eve of May Day and the other was on the eve of October 31 – All Hallow’s Eve.

The witches would gather on these nights, arriving on broomsticks, to celebrate a party hosted by the devil. Superstitions told of witches casting spells on unsuspecting people, transform themselves into different forms and causing other magical mischief.

It was said that to meet a witch you had to put your clothes on wrong side out and you had to walk backwards on Halloween night. Then at midnight you would see a witch.

When the early settlers came to America, they brought along their belief in witches. In American the legends of witches spread and mixed with the beliefs of others, the Native Americans – who also believed in witches, and then later with the black magic beliefs of the African slaves.

The black cat has long been associated with witches. Many superstitions have evolved about cats. It was believed that witches could change into cats. Some people also believed that cats were the spirits of the dead.

One of the best known superstitions is that of the black cat. If a black cat was to cross your path you would have to turn around and go back because many people believe if you continued bad luck would strike you.

Gas Hose Fail

The weather is changing. Hot one day, cool another. Still your not ready to store your boat away just yet. make sure you inspect your hoses.

On quick inspection, a gas-tank setup may look fine. But peer a little closer (see photo above) and you'll see that it's everything but fine. Where the hose makes a bend, it's cracked and a failure is imminent. This kind of hose failure can send gas into the bilge, where vapors can build up and then be ignited by the smallest spark.

The next time you're in your boat examining the fuel system, follow every hose and make sure there's nothing like this hiding around a dark corner. If you're not sure how old your fuel hoses are (manufacturers typically say 10 years is their useful life), they are marked with the year they are made.

If your hoses are more than 10 years old, they're due for replacement.

If they're not marked, it means they aren't Coast Guard-approved and should be replaced right away.