The captain of all boats is required to
maintain a proper lookout at all times and to know the rules of
navigation. If another boat is in distress, nearby boats are
required to give assistance as long as it does not place the assisting
boat in jeopardy. One should sail with the VHF radio turned ON to
monitor for distress calls and for other relevant marine information.
Groundings have been avoided by near by boats notifying a craft of shallow
water. In addition, always file a float plan with someone on shore,
telling them when and where your boat will be sailing.
For more about boat safety go to American Boat & Yacht Council Website:
http://www.abycinc.org/
Give-Way Vessel: A vessel which
is directed to keep out of the way of another vessel, shall so far as
possible, take early and substantial action to keep well clear. (Inland &
International Rule 16).
Making Way: A vessel being
propelled by sail, machinery or oar.
Personal Water Craft: A human
propelled vessel such as a row boat, canoe or kayak.
Power Driven Vessel:
A vessel propelled all or in part by machinery. A sailboat which is
sailing and also has its motor
propelling
the boat is considered a
powerboat.
Sailing Vessel:
A vessel propelled solely by the wind. If propelling machinery is
present it is not being used.
Stand-On Vessel: This vessel
shall keep her course and speed while the other gives way. However,
this does not mean this vessel should not take action to avoid a
collision. (Inland & International Rule 17).
Starboard Verses Port Tack:
A starboard verses a port tack is defined as the side opposite the boom.
( The term was originally derived from side the sheets are fastened or
tacked to. ) If the boom is on the port side, the boat is considered
to be on a starboard tack.
( Navigation Rule 12 is determined by the direction of the wind but for
the purpose of this rule the windward side is the side opposite the boom.
When sailing "on-the-lee" with the boom on the port side, the wind is also
blowing over the port side of the boat. However, for the purpose of
Navigation Rule 12 the boat is considered to be on a starboard tack.
)
Underway: Applies to a vessel
not at anchor, made fast to shore or aground.
No watercraft has the "right
of way" for it is the responsibility of all watercrafts to avoid a
possible collision. The term "right-of-way" should not be used in
the description of the responsibilities between two vessels.
A boat on a port tack shall give way to one
on a starboard tack.
If on the same tack, a the windward boat
shall give way to a leeward boat when on the same tack.
A boat that is overtaking shall give way to a
boat ahead, regardless to the type of vessels or tack.
A boat coming about (tacking) or jibing shall give way
to a boat on a steady heading. Thus, if your vessels is the stand-on
vessel you are required not to turn or alter course. If the stand-on
vessel does alter course it must be to avoid a collision. If
your vessel is the give-way vessel you must turn away from the stand-on
vessel to avoid a collision.
Sailing vessels are the give-way-vessel under
the following conditions: A sailboat is overtaking any other kind of
vessel. When another boat is confined by a narrow channel, is
confined by draft, is not under command, has reduced maneuverability such
as if engaged in towing (not powerboats with water skiers with good
maneuverability) or is a fishing vessel engaged in commercial
fishing.
A sailing vessel is the
give-away-vessel when approaching human propelled (personal) watercraft such as a canoe or
kayak. However, jet skis are considered the same as a motorized
vessel and are the give-away-vessel unless the sailboat is overtaking
them.
Two powerboats approaching each other should
pass port to port. (International & Inland Rule 14 Head on
Situation)
When two powerboats are crossing, the
vessel which has the other on her starboard side shall keep out of the way
and shall, if the circumstances of the case admit, avoid crossing ahead of
the other vessel.
The overtaking boat should keep clear of the
boat it is overtaking.
Antiterrorism
As a result of September 11, 2001, a number
of new boating rules have been implemented to combat potential terrorism.
These include a moving security zone of 100 yards around all military,
cruise line and many commercial ships and a prohibition from stopping or
anchoring beneath bridges or in channels. There is an additional 400
yard zone where reduced
speed to the lowest that which will allow steerage is in place around
military vessels. The picture on the right shows a large military
aircraft carrier in a relatively narrow channel in San Diego Harbor.
A high speed gun boat approached the author's sailboat to make sure
channel was secure.
To view the complete advisory Go To:
Security Zone Warning
NEVER FORGET: One
hand for the boat and one hand for yourself !!!
On of the most dangerous situations which can
be encountered is when a crew falls into the water. The danger is
not only from drowning but from hypothermia. With a PFD, a man
overboard can stay afloat for hours, but it may only be minutes before
life- threatening hypothermia sets in. Several important concepts
are curial in man overboard rescues.
The
first step in rescuing a crew overboard is preparation. You should
have a well thought out AND PRACTICED plan of approaching a man overboard
and a method of hauling the individual on board. If hypothermia sets
in, the rescued individual may not be able to assist in getting himself
into the boat. The rescue plan should be practiced at least once a day. Common methods of approach
are the Quick Stop and Quick Turn (Figure 8) rescues.
YELL Crew-Overboard Water to alert all crew
members.
Throw several flotation devices to the
man-over-board. This will not only aid in the
flotation of the COB but also create a debris field which will aid
in keeping the COB in site.
Once a sailor falls
overboard, one or two crew members on board are assigned to be spotters
and are to point at and not to lose sight of the overboard sailor.
The position of the sailor and time should be marked on the chart and/or
GPS. If there is a current the position of the man overboard will
change with time.
Depending upon the number of crew left on
board, one may have to let go of the jib and maneuver with the mainsail
alone.
Unless there is
insufficient wind, most authorities recommend resisting turning on
the motor. Remember, the sails will continue to power the boat and
stopping the sailboat with the motor running and sails up may be
difficult.
There are two sets of rules
which govern the waters in and around the United States: Inland
Rules apply to all inland waters of the United States and International
Rules apply to the high seas and all connecting waters navigable by
seagoing vessels.
Signals for Maneuvering
& Warning Signals (Inland & International Rules
34):
One Short Blast: (USA Inland
Rule 34) You wish to pass port
to port.
( One blast for the one sylable word "port" ) One Short Blast: (International Rule 34) When two vessels are
in sight of each other and you wish to signal you are alternating your
course to starboard..
Two Short Blasts: (USA
Inland Rule 34) You wish to
pass starboard-to-starboard. ( Two blasts for the two sylable word
"starboard" ) Two Short Blasts: (International Rule 34) When two
vessels are in sight of each other and you wish to signal you are
alternating your course to port..
Two Short Blasts: (USA Inland
Rule 34) You wish to overtake a vessel on the port side. Two Prolonged Blasts followed by Two Short Blasts:
(International Rule 34) You wish to overtake a vessel on the port side.
One Short Blast: (USA
Inland Rule 34) You wish to overtake a vessel on the starboard side. Two Prolonged Blasts followed by One Short Blasts:
(International Rule 34) You wish to overtake a vessel on the starboard
side.
Three Short Blasts: You are operating
in reverse.
Five or more Short Blasts:
In doubt, danger
Signals for Operations in
Reduced Visibility (Inland & International Rules 35)
One Prolonged Blast: Vessel is making way
under power in reduced visibility (i.e. fog). This signal
is sounded at intervals of not more that 2 minutes.
Two Prolonged Blasts:
A vessel stopped and not making way but sill under way in reduced
visibility. This signal is sounded at intervals of not more that 2
minutes.
One Prolonged Blast followed by Two
Short Blasts Sailing vessel, commercial fishing vessel, vessel
not under command or one restricted by draft which is operation in
restricted visibility. This signal would be used by a sailboat
sailing in fog. This signal is sounded at intervals of not more that
2 minutes.
One Prolonged Blast
followed by three short Blasts: A vessel being towed in reduced
visibility.
The signals used in
reduced visibility should be given every 2 minutes. A short blast is about one second and a long
blast is four to six seconds.
At night, all boats which are not at dock are
required to have lights.
Running lights should be turned on when
underway or at times of reduced visibility. All boats should
display running lights at night and are required for boats equal to or
greater than 23 feet. Sailing vessels under 65.6 feet ( 20
meters ) may have all
running lights displayed at the top of the mast.
A sailboat's running lights, when under sail, are a green light
on the starboard bow, a red light on the port bow and a white light
pointing aft, on the stern.
Sailor's Tip: PORT wine is RED; The sailor LEFT his bottle of
PORT wine behind.
A power driven vessel (including sailboats under
power) has a green light on the starboard bow, a red light on the
port bow and a white light on a stern, and a white light covering the same
arc as the red and green combined..
When at anchor, a single white light on the
mast which can be seen 360 degrees is turned on.
A vessel proceeding under sail when also
being propelled by machinery, shall exhibit forward where is can best be
seen a conical shaped object, with the apex pointing downward.
Vessels less that 12 meters are not required to exhibit this shape, but
may do so. (Inland Rule #25)
When
sailing one may wish to wear and carry safety equipment, in the event of
falling overboard. Such equipment may include a combination
safety harness and PFD (such as a Type V auto-inflatable life vest--see
below), several personal
flares, a whistle, an easy-to-open sharp knife, and a
waterproof VHF radio attached to one's belt.
The safety harness is essential to allow you
to safely go on top of the deck in high wind or sea conditions. A
safety line or tether of approximately 6 feet is attached to the harness and allows
one to be secured to a sturdy structure, such as around the mast, or to
heavy rings on the mast or mid-deck. In heavy-weather conditions, a
heavy line or cable, called a jackline, may be run on the deck for
attachment of the tether. One should not secure a safety
line to the boat's lifelines.
Personal Flotation Devices (PFDs):
By law you must have one PFD (Type I, II, III ) on board for each
person aboard. A type V PFD may be counted it is is being worn. If your boat is 16 feet or more, you must also have a throwable PFD (Type IV).
Type I PFD: Off-shore life
jacket. Provides a minimum of 22 lbs of buoyancy. Recommended
for off-shore boating where delayed rescue may take place. A Type I
PFD will turn most unconscious persons face-up.
Type II PFD:
Near-shore life
jacket. Provides a minimum of 15.5 lbs of buoyancy.
Recommended for coastal or lake boating where prompt rescue is likely.
A Type II PFD will turn most unconscious persons face-up.
Type III PFD: Flotation Aids
such as ski vests are designed for comfort and ease of motion.
Type IV PFD: Throwable Device:
For example: Life ring, floatable cushions.
Type
V PFD: Special-Use Devices and Hybrids. These include
vests and gas inflatable devices. The picture on the right shows
two such devices. One is a waist pack which has an inflatable life
preserver. The other is a combination safety harness and inflatable
life preserver. This model is auto inflatable when one falls in the
water. (Note: It is sometimes desirable to not
wear auto-inflatable PFD's when sailing in a heavy rain storm. Wear
a Type I or Type II PDF instead..)
CO2 Cartridges are consider hazardous material. They may
not be taken on-board airplanes without prior approval of the air
carrier--See
Regulation Title 49 part 175. They can be shipped
separately by an air shipping service but they must be declared and a
hazardous material permit is often required.
Fire Extinguishers: There are
four classifications of fires. Class A, is burning wood, paper and
other combustible solids. Class B, is flammable liquids such as gas,
oil, or grease. Class C are electrical fires. Water cannot be
used to put out Class B or Class C fires. Class D are metal fires.
Types of Fire Extinguishers:
B-I contains 4 lbs of carbon dioxide,
or 2.5 lbs of Halon or 2 lbs of a dry chemical.
B-II contains 15 lbs of carbon dioxide, or 10
lbs of Halon or 10 lbs of a dry chemical.
Minimum Number of Required
Fire Extinguishers
Vessel Length
No Fixed System
Fixed System
< 26 feet
1 B-I
None
26 to < 40 feet
2 B-I or 1 B-II
1 B-I
40 to 65 feet
3 B-I or 1-B-II and 1-B-I
2 B-I or 1 B-II
Horn, whistle or bell: Must be
able to be heard at one mile and must be carried on all vessels between
39.4 feet (12 meters) and 65.5 feet. However according to Rule
33 all vessels are required some means of making an efficient sound
signal.
Flares suitable for day and night
distress signals.
Radar reflector:
In reduced visibility, one
should hoist a radar reflector making the sailboat more visible to large
vessels with radar.
Documentation: Required
documentation must be on board both state and federal (USCG).
Hypothermia: Hypothermia results when the core body
temperature drops to around 93 degrees. It can occur much more
rapidly in cold water than in cold air and can occur in water temperatures
higher than 60 degrees. Foam neoprene jackets, pants, gloves and
boots provide insulation in the water and can extend survival time.
In 50 degree water for 50 minutes the MOB has a 50% chance of survival.
Symptoms of hypothermia progress from severe
shivering, impaired judgment, numbness, weakness and slurred speech, to loss of muscular control, manual dexterity
and incoherence. Finally, one may enter a stupor and coma.
Treatment involves slow warming by
application of external devices, or sharing body heat. Rapid rewarming can cause
dangerous heart arrhythmias and cardiac arrest.
Giving fluids should be avoided unless the individual is fully conscious.
The limbs should not be massaged or the patient given stimulants because
this will cause rapid mobilization of cold body fluids. In
severe stages it may be very difficult to determine death The
decision to stop resuscitation efforts should not be considered until the
body has fully warmed. Hypothermia in the severe stages is a medical
emergency and assistance from the Coast Guard should be sought.
A commonly overlooked danger of sailing is exposure to the sun. Chronic skin
damage from sun exposure can give rise to skin cancers later in life. Some
types, i.e. malignant melanoma, can be very deadly. To prevent this
occurrence, the American Dermatological Society recommends wearing
protective clothing and at least a 30 SPF sun block active against BOTH
UVA and UVB rays. Older sun blocks were only active against UVB rays and
gave incomplete protection. If applied generously, you may stay in the sun
for up to 30 times longer before you burn, the exact time will vary with
different skin types. To be maximally effective sun blocks should be
applied 30 to 40 minutes before exposure. Full brim hats, with at least a
3-inch brim, should also be worn to protect the face from direct sun
exposure. However, reflection from the water will still pose a significant
danger and a sun block must be used even while wearing a hat. Polarizing
sunglasses are also important for protection of the eyes. The right hand
picture shows a skin melanoma on the left temple caused from sun exposure.
If a boat or a member of a crew is in danger do the following:
Press the alarm signal, is so equipped, on the transmitter for
30 to 60 seconds. This will alert people that a distress call is going to
be made.
Say Mayday three times. Give the
following:
--Name of your boat
--Report your position by giving latitude and longitude or distance and
direction from a known object on a chart.
--Describe your boat and number of people on board.
--Describe the situation.
Other distress calls are as follows:
Pan-Pan (pronounced "pahn-pahn")
repeated three times to call for assistance by a boat that is not in
immediate distress. Pan-Pan is a call to report an an urgent
situation.
Securite (pronounced "saycuritay") is
a warning of danger to other vessels.
Copyright
and Disclaimer © 1999-2002, United States Sailing Association, 
Gordon Krum's Sailing
Rules-of-the-Road Animated Online Computer Training Program (Once the main
screen is displayed, select the "Begin" screen button) :
