As everyone knows, Columbus had three ships on his first voyage, the Niña, the Pinta, and the Santa Maria. The flagship Santa Maria had the nickname La Gallega. It was a nao, which simply means "ship" in old Spanish; today, we might call such a ship a carrack. She was fat and slow, designed for hauling cargo, not for exploration. Some sources say that the Santa Maria was about 100 tons, meaning that it could carry 100 toneladas, which were large casks of wine. There has been much speculation about just how large such a ship would be; the best current thinking, by Carla Rahn Philips, puts the length of Santa Maria at 18 meters, keel length at 12 meters, beam 6 meters, and a depth of 3 meters from keel to deck.

The Santa Maria had three masts (fore, main, and mizzen), each of which carried one large sail. The foresail and mainsail were square; the sail on the mizzen, or rear, mast was a triangular sail known as a lateen. In addition, the ship carried a small square sail on the bowsprit, and small topsail on the mainmast above the mainsail.

The Pinta was captained by Martín Alonso Pinzón, a leading mariner from the town of Moguer in Andalucia. Pinta was a caravel, a smaller, lighter, and faster ship than the tubby Santa Maria. We don't know much about Pinta, but it probably was about 70 tons. Philips puts the length of Pinta at 17 meters, keel length 13 meters, beam 5 meters, and depth 2 meters. She probably had three masts, and most likely carried sails like those of Santa Maria, except for the topsail, and perhaps the spritsail.

Smallest of the fleet was the Niña, also called Santa Clara, captained by Vicente Añes Pinzón, brother of Martín. The Niña was another caravel of probably 50 or 60 tons, and started from Spain with lateen sails on all masts; but she was refitted in the Canary Islands with square sails on the fore and main masts. Unlike most ships of the period, Niña may have carried four masts, including a small counter-mizzen at the stern with another lateen sail. This would have made Niña the best of the three ships at sailing upwind. Philips puts her length at 15 meters, keel length 12 meters, beam 5 meters, and depth 2 meters.

How fast did they go?

As you can guess, speed of sailing vessels varies considerably with the speed of the wind. Over several days, ships of Columbus's day would average a little less than 4 knots. Top speed for the vessels was about 8 knots, and minimum speed was zero. These speeds were quite typical for vessels of the period -- and indeed, typical for the entire Age of Sail up until the time of steamships and clipper ships. So overall, 90 or 100 miles in a day would be typical, and 200 phenomenal.

Of the three ships on the first voyage, the Santa Maria was the slowest, and the Pinta was the fastest. The differences were small, however, perhaps about 0.1 knot between them.

Tampa/St. Petersburg Egmont Key

Tampa Bay, the state's largest estuary, has some of the best boating in Florida. Downtown Tampa has fine restaurants and hotels, as does the City of St. Petersburg, a short cruise across the bay.

But it is the hidden bays and rivers that are the true treasure of this metropolitan boater's paradise. Anchor up near Beer Can Island or Shell Key or cruise out to Egmont Key and explore the ruins of a 19th Century army fort.

Although this park is primarily a wildlife refuge, it can be a personal refuge - a place to relax and collect shells along secluded, pristine beaches. Accessible only by private boat, Egmont Key has a unique natural and cultural history, including a lighthouse that has stood since 1858. During the 19th century, the island served as a camp for captured Seminoles at the end of the Third Seminole War and was later occupied by the Union Navy during the Civil War. In 1898, as the Spanish - American War threatened, Fort Dade was built on the island and remained active until 1923. After touring the historic sites and trails, visitors can enjoy swimming, fishing, wildlife viewing, and picnicking. Located at the mouth of Tampa Bay, southwest of Fort DeSoto Beach.

Due to remote nature of the island there is no drinking water on the island and there are no stores. So please remember to bring water, food and sunscreen when youi visit.

It is just a short run up Pinellas county's sugar-sand beaches to Caladesi Island, one of a few state parks that has docking facilities, and nearby Three Rooker Bar and Anclote Key, two wild barrier islands that are both havens for boaters. Head south out of the mouth of Tampa Bay and it is just a short run to Anna Maria Island and Sarasota, another Gulf Coast city that caters to cruisers.

Heaters and Winterizing

Shortcuts are too risky

In parts of the country that don't usually get too cold, plugging in a heater in the engine room seems a lot easier than lugging gallons of antifreeze to the boat and filling the engine(s) with it. But the reality is that in fact, using a heater can destroy your engine. When these places do get cold, it's often accompanied by an ice storm that takes out the power. No power to the heater equals unprotected engine, which equals permanent damage and a new engine.

And a  destroyed engine is actually much better than what else can happen when you use a heater for winterizing. An overloaded electrical system, a damaged extension cord, or a faulty heater can all cause your boat to catch fire and burn. Your boat neighbors are not likely to be happy to learn that your "shortcut" destroyed their boat, too.

Take the time to winterize your boat properly this winter.

BOATING AT NIGHT

The days are shorter now.....

If you are going to be out on the water at night, whether by chance or by choice, the minute the stars come out, the world looks very, very different. Your ability to  navigate home requires careful attention  and preparation is the key at night to get back without getting lost or banging into an underwater obstacle.

Here are a few common-sense rules to make it home safely:

Slow Down
Most state and local jurisdictions have lower nighttime speed limits — some as low as idle speed. It's a natural precaution, because familiar landmarks change or even disappear at night, making it easy to run off-course. Floating debris big enough to damage your boat are invisible on the black water's surface. Other boats' navigation lights can be difficult to discern from the backscatter of shore lights. To stay in control slow the pace.

Concentrate....Eliminate Distractions
Nighttime operation is usually a matter of reading subtle clues. This can be hard to do when cockpit lights compromise your night vision. Dim the interior lights and pop your head above the windshield to reduce reflections. Even a loud stereo can become a hazard. .

Be Careful With the High Beams
Some might think headlights are the answer. (If your boat has a built-in pair, they're actually "docking lights" intended for close-quarters maneuvering only.) Powerful forward-looking lights or swivel-mounted or handheld spotlights can be helpful, but they can also confuse other boaters by overpowering your navigation lights or blinding approaching captains. Use spotlights judiciously, and never shine them into the face of another boater

Use a Compass or GPS
Never make your trip into unfamiliar waters at night. During the day, make note of the compass direction from home port to a landmark. (say, you’re a waterfront restaurant.) When you return, it's an easy thing to add or subtract 180 degrees to get your reciprocal or return course. Most smart phones contain GPS and compasses.

Understand what things mean...Learn the Lights
Every boater should know the combinations of red, green and white lights that tell you whether a boat is coming or going, and in what general direction.

Light Show
Navigation lights are designed so that the only time you'll see both green and red together is when another boat is coming at you head-on (top). Otherwise, you'll see either a green or a red light (middle and bottom), if the boat is crossing your course, and a white light (stern), if the boat is moving away from you. A very simple rule to remember is that when you see red, stop. The other boater has the right of way.

So you see the vessel you have been looking for, and low and behold, its a new baby! 

But the dealer is offering you a service contract?

Should you take it?

HERE ARE SOME facts to help you decide if buying a service contract makes sense for you.

Fact 1.

"Extended “warranties” you have to buy aren’t really warranties; they’re service contracts.

A true warranty offers broad coverage and has the weight of state and federal warranty laws behind it. Service contracts, on the other hand, are really insurance policies generally underwritten by third parties, not manufacturers, and are regulated as such in most states.

Fact 2.

Service contracts have limitations that true warranties don’t. A service contract may cover a broken  alternator ($650). But it probably won’t cover consequential damage (when one part causes another to be damaged), so it won’t pay if the alternator damages the engine control unit ($1,300), leaving an owner to pay the difference.

Fact 3.

Having a service contract won’t protect you from out-of-pocket expenses. Service contracts, like health-insurance policies, usually come with deductibles, often between $25 and $50 per incident. Many contracts don’t pay to remove the engine from the boat or have the boat hauled if it’s required for repairs, so there may be additional expenses for that.

Fact 4.

Most service contracts aren’t backed up by manufacturers. Third-party insurance companies usually write the contracts, and manufacturers and dealers typically won’t step in to help if there’s a problem. On the other hand, factory-backed programs have agreements with their dealers; the factory is ultimately responsible, so you should expect better service when there’s a problem.

Fact 5.

You may be paying for coverage you don’t need. If you buy a third-party service contract when you buy a new boat, it won’t apply during the manufacturer’s warranty. That means that if you buy a three-year contract on a boat with a one-year warranty, the contract may cover only the last two years. Many service contracts offer a nine-month to one-year window for signing on.

Fact 6.

Service contracts are usually moneymakers for dealers. Some contract plans administered by independent companies allow retailers to mark up contracts more than 100 percent over the actual cost they pay to the service-contract company. Don’t forget, though, that service-contract prices are a negotiable part of the sale.

Fact 7.

Independent service contracts require preauthorization before starting repairs. While that’s fair, some companies may require you to use their network of shops, just like healthcare PPOs, and there may not be a facility in your area. Manufacturer-backed service contracts usually perform more like warranties — simply bring in your engine for service, and the dealer takes care of all the paperwork and billing.

 Fact 8.

Most service contracts are transferable, for a fee. A new owner may need to pay a prorated amount of the contract. In that case, the seller may get a refund of the same amount, which can be used as part of the negotiations.

 Fact 9.

You may be able to cancel the contract within 30 days of buying a boat. Typically, you’ll pay a prorated amount plus a fee. Review the company’s contract to see how it works.

Conclusion

Most defects in new boats and engines show up within the warranty period, so spending money up front on a service contract may not make sense.

How Much Boat Insurance Is Right For You?

The amount of boat insurance you need depends on a number of factors, including the boat’s value, motor size, age, and how you use it. For example, if you have a brand new high performance speed boat, you will need more coverage for bodily injury and property damage liability than if you buy a pleasure cruiser. If you are a commercial vessel, still more applies.

Insurance professionals recommend buying at least $1,000,000 in liability insurance, and even more if you have a fast, powerful boat that is both riskier and can cause more damage, or a vessel you use commercially; such as a charter.

For uninsured/underinsured motorists coverage, a typical minimum is $10,000. However, the amount you purchase should reflect the potential injuries and damages you may need to cover if you or one of your passengers is seriously hurt, or your vessel is damaged.

Your other coverage amounts, including collision coverage and comprehensive coverage, should be based specifically on the value of your boat.

According to an article in today's Wall Street Journal, it may take some time to get an insurance adjuster out to your place.

After Hurricane Irma, Florida residents are lacking in many necessities. One of the more frustrating is a scarcity of insurance adjusters, which is threatening to anger policyholders and potentially delay the state’s rebuilding efforts.

Many of the state’s adjusters—responsible for inspecting property damage and estimating the value of the loss—are 1,000 miles away, working on claims made after Hurricane Harvey hit Texas.

Insurers are scrambling to get more of the nation’s 57,000 independent adjusters to Florida, creating a bidding war and the promise of a record payday for those who are available. Some Florida home insurers have increased fees paid to adjusters by about 30%, insurers and adjusters say. In some cases adjusters can earn $30,000 for evaluating a single complex property claim.

While insurers are well prepared to respond to natural disasters, it is unusual to have two large catastrophes within days of each other, especially in densely populated areas of the U.S. where insurance coverage is broad compared with other parts of the world.