Do you know the rules of the road? Do you truly know the regulations, or do you have a 'working knowledge' of them? Do you think it is important, or is common sense enough to get you through whatever situations you'll encounter? If you are well versed, what source did you use to learn? Share your own road rules here, then vote in this week's Quick Quiz at the bottom of the home page.
- Status
Common sense and common courtesy go a long way. Unfortunately they are all too frequently uncommon (I guess on this web site it's ok to say ESPECIALLY AMONG POWERBOATERS). However, common or uncommon they are, they aren't enough. There will be times in tight circumstances where your actions need to be predictable based on the rules of the road and turning the wrong way could create a crisis. If you have the time to go boating, you should take the time to learn the basics of starboard vs port tack, overtaking boat, upwind versus downwind, etc. There aren't all that many and there are many written sources for them. Then up here in the San Juans is the rule of the ferries. "When the ferries come, get the hell out of the way." I guess that's back to common sense, not to mention large vessel in restricted waters etc. Gary Wyngarden S/V Shibumi H335
I NEVER assume...
that the other person knows the "rules of the road" While on Starboard tack I have "given way" to a vessel on Port tack more times than I can count to avoid collision. There are tons of people out there "that haven't got a clue" Bottom line is....stay out of the way even when in the right!
that the other person knows the "rules of the road" While on Starboard tack I have "given way" to a vessel on Port tack more times than I can count to avoid collision. There are tons of people out there "that haven't got a clue" Bottom line is....stay out of the way even when in the right!
Don't keep them guessing
I try never to keep the other boat guessing about my intentions. If I'm going to duck their stern I start sooner rather than later. The same goes if I'm going to tack away. Hailing the other boat is a good idea as well. A shouted "hold your course" or "I'll take your stern" removes doubt from both skippers' minds. Also, I always try to steer clear of racers and give them the right of way (assuming I'm not in the race) even when the rules say otherwise. I find they appreciate it and often shout a thank-you to me. Having raced myself, I know how frustrating it can be to give up a lead in order to avoid a casual daysailer who's sailed onto the course.
I try never to keep the other boat guessing about my intentions. If I'm going to duck their stern I start sooner rather than later. The same goes if I'm going to tack away. Hailing the other boat is a good idea as well. A shouted "hold your course" or "I'll take your stern" removes doubt from both skippers' minds. Also, I always try to steer clear of racers and give them the right of way (assuming I'm not in the race) even when the rules say otherwise. I find they appreciate it and often shout a thank-you to me. Having raced myself, I know how frustrating it can be to give up a lead in order to avoid a casual daysailer who's sailed onto the course.
the rules
I learned the rules from USPS classes, which, IMHO, should be mandatory for any first-time boater. And here are the "unwritten" rules: 1. Don't assume the other guy knows the rules. 2. When in doubt, slow down (especially power boats) 3. Break any or all rules in order to avoid a collision.
I learned the rules from USPS classes, which, IMHO, should be mandatory for any first-time boater. And here are the "unwritten" rules: 1. Don't assume the other guy knows the rules. 2. When in doubt, slow down (especially power boats) 3. Break any or all rules in order to avoid a collision.
Three by five cards.
Kept them in my shirt pocket while sailing, for several weeks after my US Sailing course. Not just "rules of the road" but other safety notes as well. So much to know, so few times to practice(snowing and 15 degrees right now).
Kept them in my shirt pocket while sailing, for several weeks after my US Sailing course. Not just "rules of the road" but other safety notes as well. So much to know, so few times to practice(snowing and 15 degrees right now).
We feel that we know the 'rules' pretty well. Learning was USCG courses and ASA sailing school. On-board reference is 'Reeds', which contains the full text of both the COLREGS and the inland rules (but when you really need it there is no time for reference). We spent the last two years sailing out of Boston Harbor, which frequently demands very quick 'rules' decisions, often with multiple boats coming from different directions; sailboats, powerboats, ferries, water taxis, tankers, cruise ships, etc. Responding is pretty much second nature at this point. Common sense is often enough, but not always; common sense alone won't teach rules such as leward boat and starboard tack. Regardless, we have also found that 'common sense' is NOT common! Where we are fuzzy; sound signals showing intent, and response. However, one we do know is a tanker blowing its horn 5 times! We know that one very well! Our own special rules: -Never argue over right of way; one day you might just find that you are dead right. We often give way with plenty of clear notice, regardless of the official rules, especially when facing a testosterone-fueled power boat. -If it's bigger than us, it has the right of way! -If it's night, and it's showing yellow and/or stacked lights, turn and go the other way. Carl and Juliana Dupre s/v 'Syzygy'
Sticker
I keep a sticker of the ROR under the cockpit locker hatch cover. It's there for quick reference any time I need it.
I keep a sticker of the ROR under the cockpit locker hatch cover. It's there for quick reference any time I need it.
Learning the Rules of the Water
My wife and I learned the Rules of the Road by taking the Power Squadron course over thirty years ago. That was during the time when Power Squadron would not let women join. It was a good course and my wife beat me in piloting and I beat her in seamanship. However, since that time, I have studied Chapman Piloting every few years and eventually I studied the COLREGS and gain my Master's license for 200 tons. I also took the American Sailing Association course but I found it old fashion and somewhat out of date. They had nothing on GPS and VHS except emergency calls. I have since quit ASA. I have taught seamanship for the power squadron for several years and I wish to make a point here. I am concerned that we use the rules of the road as if there were written in concret. For instance, several times this summer during our cruises I had the right of way with commercial traffic (tugs with tows mostly) needing to avoid me. However, by using the VHS instead of horn signals, I was able to talk to the captain and figure how to pass without anyone needing to go out of their way. Their response was very friendly and they always wished us well. I especially was interested in Gary Wyngarden (Hope I spelled you name correctly) comments about ferries in the San Juan Islands. They are big and the Elwa ferry especially has a bad reputation having hit a rock and also smashing the dock on Orcas Island. However, they are on a schedule and the Captains try to look out for everyone. I spent one trip up on the Bridge of the Elwa and it is a busy place. This past July I was heading for Orcas Landing (a ferry stop) and was being overtaken by the Elwa ferry. I had the right of way even tho I was powering at the time. I could see that I would be approaching the ferry dock about the same time as the Elwa. So I did a large circle in the water to let him go by. I don't know who was in the wheelhouse, but as he passed, he gave a quick short blast on the horn. No question in my mind, he was saying thank you. My other concern is charterers and new boat owers who have no idea who has the right of way. British Columbia, I believer, has just gone to mandatory education to operate a boat. I wonder if that is the way to go. One further comment. What is the best software to learn the rules of the road for Windows and Macs? Any suggestions? Les Blackwell S/V Trumpeter
My wife and I learned the Rules of the Road by taking the Power Squadron course over thirty years ago. That was during the time when Power Squadron would not let women join. It was a good course and my wife beat me in piloting and I beat her in seamanship. However, since that time, I have studied Chapman Piloting every few years and eventually I studied the COLREGS and gain my Master's license for 200 tons. I also took the American Sailing Association course but I found it old fashion and somewhat out of date. They had nothing on GPS and VHS except emergency calls. I have since quit ASA. I have taught seamanship for the power squadron for several years and I wish to make a point here. I am concerned that we use the rules of the road as if there were written in concret. For instance, several times this summer during our cruises I had the right of way with commercial traffic (tugs with tows mostly) needing to avoid me. However, by using the VHS instead of horn signals, I was able to talk to the captain and figure how to pass without anyone needing to go out of their way. Their response was very friendly and they always wished us well. I especially was interested in Gary Wyngarden (Hope I spelled you name correctly) comments about ferries in the San Juan Islands. They are big and the Elwa ferry especially has a bad reputation having hit a rock and also smashing the dock on Orcas Island. However, they are on a schedule and the Captains try to look out for everyone. I spent one trip up on the Bridge of the Elwa and it is a busy place. This past July I was heading for Orcas Landing (a ferry stop) and was being overtaken by the Elwa ferry. I had the right of way even tho I was powering at the time. I could see that I would be approaching the ferry dock about the same time as the Elwa. So I did a large circle in the water to let him go by. I don't know who was in the wheelhouse, but as he passed, he gave a quick short blast on the horn. No question in my mind, he was saying thank you. My other concern is charterers and new boat owers who have no idea who has the right of way. British Columbia, I believer, has just gone to mandatory education to operate a boat. I wonder if that is the way to go. One further comment. What is the best software to learn the rules of the road for Windows and Macs? Any suggestions? Les Blackwell S/V Trumpeter
A note on Stand On Vessel
Great replies here, but I have seen many accidents happen (primarily during races) when the Stand On vessel failed to maintain its course. Ever heard two boats T-Bone eachother at speed? Not a pleasant noise! The real problem here stems from lack of communication. If we could count the number of times the word "ASSUME" was mentioned in these posts, we'd have a substantial number. There lies the rub - when you have the right of way, you can only "assume" that the other vessel knows the rules of the road. This is how I handle ROW confusion on an inland lake (where confusion occurrs frequently). 1. If I am the Stand On vessel, I maintain my course strictly. I will, of course, give way to a vessel constrained by draft or steerage, or a powerboat towing somone or something, or if the safety of my vessel and crew dictate. However, I cannot stress enought the importance of maintaining your course if you are Stand On. Keeping a steady course reduces confusion in the crew of the other vessel as they try to discern your intent. 2. In regards to the above paragraph, you really have to KNOW the rules of the road. If interpret them wrong, you risk property and bodily injury at worst, and a very red face at best. Neither is very pleasant. 3. Practice is the only way to really know the rules. I raced aboard a J-24 for a few seasons, and that really taught me a lot. There is nothing like having to call right of way (or an overlap)when the wind is blowing 20 knots and two boats are closing on the windward mark. Talk about stress! Hope this has helped, and just for the record, when I am the Stand On Vessel, I aim for (or prepare to aim for) the stern of the approaching vessel as a back up. There are few things more satisfying than passing with 10 feet or so of a neighboring sailboat and sending regards - both captains knowing the rules and happy in that knowledge. Stinkpots are another matter....
Great replies here, but I have seen many accidents happen (primarily during races) when the Stand On vessel failed to maintain its course. Ever heard two boats T-Bone eachother at speed? Not a pleasant noise! The real problem here stems from lack of communication. If we could count the number of times the word "ASSUME" was mentioned in these posts, we'd have a substantial number. There lies the rub - when you have the right of way, you can only "assume" that the other vessel knows the rules of the road. This is how I handle ROW confusion on an inland lake (where confusion occurrs frequently). 1. If I am the Stand On vessel, I maintain my course strictly. I will, of course, give way to a vessel constrained by draft or steerage, or a powerboat towing somone or something, or if the safety of my vessel and crew dictate. However, I cannot stress enought the importance of maintaining your course if you are Stand On. Keeping a steady course reduces confusion in the crew of the other vessel as they try to discern your intent. 2. In regards to the above paragraph, you really have to KNOW the rules of the road. If interpret them wrong, you risk property and bodily injury at worst, and a very red face at best. Neither is very pleasant. 3. Practice is the only way to really know the rules. I raced aboard a J-24 for a few seasons, and that really taught me a lot. There is nothing like having to call right of way (or an overlap)when the wind is blowing 20 knots and two boats are closing on the windward mark. Talk about stress! Hope this has helped, and just for the record, when I am the Stand On Vessel, I aim for (or prepare to aim for) the stern of the approaching vessel as a back up. There are few things more satisfying than passing with 10 feet or so of a neighboring sailboat and sending regards - both captains knowing the rules and happy in that knowledge. Stinkpots are another matter....
Only one thing wrong with your method Rich...
COLREGS Rule 13 requires all vessels to do whatever is necessary to avoid collision. In the event collision, it doesn't matter whether you were the stand-on vessel or not...if you fail to take evasive action to avoid collision when it becomes apparent that the give-way vessel wasn't gonna give way, a portion of the liability shifts to you. BEGIN every crossing or passing assuming that the other vessel knows the rules will abide by them...and that means maintaining course and speed, if you're the stand-on vessel, until both vessels are completely clear of each other. But once it becomes apparent that the other vessel isn't gonna give way, the burden shifts to you to do everything possible to avoid collision--and that includes collision with a powerboat. Same is true if you're the give-way vessel--you approach every crossing and passing assuming that the other vessel knows the rules and will abide by them. Alter course as necessary to effect a safe crossing or passing, then BOTH vessels are obligated to maintain course and speed until well clear of each other...neither vessel may alter the situation in mid-crossing or passing. But if one of 'em does, it's up the other vessel to do everything possible to avoid collision regardless of who is stand-on and who is give-way. Racing rules put a little different spin on who is and who isn't stand-on in given situations, but in the event of collision, Rule 13 supercedes the Racing Rules when it comes to apportioning fault, no matter which was stand-on and which was give-way.
COLREGS Rule 13 requires all vessels to do whatever is necessary to avoid collision. In the event collision, it doesn't matter whether you were the stand-on vessel or not...if you fail to take evasive action to avoid collision when it becomes apparent that the give-way vessel wasn't gonna give way, a portion of the liability shifts to you. BEGIN every crossing or passing assuming that the other vessel knows the rules will abide by them...and that means maintaining course and speed, if you're the stand-on vessel, until both vessels are completely clear of each other. But once it becomes apparent that the other vessel isn't gonna give way, the burden shifts to you to do everything possible to avoid collision--and that includes collision with a powerboat. Same is true if you're the give-way vessel--you approach every crossing and passing assuming that the other vessel knows the rules and will abide by them. Alter course as necessary to effect a safe crossing or passing, then BOTH vessels are obligated to maintain course and speed until well clear of each other...neither vessel may alter the situation in mid-crossing or passing. But if one of 'em does, it's up the other vessel to do everything possible to avoid collision regardless of who is stand-on and who is give-way. Racing rules put a little different spin on who is and who isn't stand-on in given situations, but in the event of collision, Rule 13 supercedes the Racing Rules when it comes to apportioning fault, no matter which was stand-on and which was give-way.
A scenario to test your knowledge
Read it carefully...there are clues buried in the story: THE PLAYERS A 34' powerboat enters the mouth of a wide channel, moving at about 100 rpms (that's about hull speed..6-7 knots)...it's about noon on a beautiful Sunday, 10-15k breeze...channel is congested, most traffic is moving of the channel into the lake. Skipper and two crew are watching all the traffic very closely. About 200 yards off the port bow, they notice a small (20-22') sailboat...sails down, motoring...on a course that would cross the powerboat about 10-15 yards in front of him. The skipper maintains course and speed, but begins watching him closely, prepared to reduce speed or even stop in the event the sailboat's course changes enough to put him on a collision course (Skipper sees no reason to make an issue out of who is stand-on and who is give-way...it's too nice a day). The sailboat appears to be single-handed. THE SITUATION When the sailboat is about 30-40 yards off the powerboat's port bow--still on course that would cross about 10-15 yards in front of the powerboat--the sailboat's skipper abandons his helm to turn off his outboard and raise it, and a previously unseen crew raises sail--which, on a boat that size, goes all the way up in about 3 seconds. The wind catches sail, the boat suddenly accelerates, and alters its course to one that puts him on a collision course about midship of the powerboat's port side. No one is at the helm. It happened so close to the powerboat, and is coming at the powerboat so fast, that the powerboat cannot accelerate fast enough for the sailboat to clear his stern...the powerboat cannot turn to starboard in time to get out the sailboat's way either. A full throttle reverse, which required the use of both the skipper's hands--one on the shifters, one on the throttles--did stop the powerboat just in time for the sailboat to cross in front of it by literally inches...collision was avoided--barely. THE TEST Had there been a collision, which vessel(s) would have been at fault--entirely or partly? Why--what Rules governed? Admiralty courts assign fault by percentage, based upon which Rules were followed or not by each vessel, and they cite each rule. You do the same here. I've run this one by two admiralty lawyers and one admiralty judge, and they all agreed on the answers--which I'll give you after you've had time to post your own opinions. Have fun!
Read it carefully...there are clues buried in the story: THE PLAYERS A 34' powerboat enters the mouth of a wide channel, moving at about 100 rpms (that's about hull speed..6-7 knots)...it's about noon on a beautiful Sunday, 10-15k breeze...channel is congested, most traffic is moving of the channel into the lake. Skipper and two crew are watching all the traffic very closely. About 200 yards off the port bow, they notice a small (20-22') sailboat...sails down, motoring...on a course that would cross the powerboat about 10-15 yards in front of him. The skipper maintains course and speed, but begins watching him closely, prepared to reduce speed or even stop in the event the sailboat's course changes enough to put him on a collision course (Skipper sees no reason to make an issue out of who is stand-on and who is give-way...it's too nice a day). The sailboat appears to be single-handed. THE SITUATION When the sailboat is about 30-40 yards off the powerboat's port bow--still on course that would cross about 10-15 yards in front of the powerboat--the sailboat's skipper abandons his helm to turn off his outboard and raise it, and a previously unseen crew raises sail--which, on a boat that size, goes all the way up in about 3 seconds. The wind catches sail, the boat suddenly accelerates, and alters its course to one that puts him on a collision course about midship of the powerboat's port side. No one is at the helm. It happened so close to the powerboat, and is coming at the powerboat so fast, that the powerboat cannot accelerate fast enough for the sailboat to clear his stern...the powerboat cannot turn to starboard in time to get out the sailboat's way either. A full throttle reverse, which required the use of both the skipper's hands--one on the shifters, one on the throttles--did stop the powerboat just in time for the sailboat to cross in front of it by literally inches...collision was avoided--barely. THE TEST Had there been a collision, which vessel(s) would have been at fault--entirely or partly? Why--what Rules governed? Admiralty courts assign fault by percentage, based upon which Rules were followed or not by each vessel, and they cite each rule. You do the same here. I've run this one by two admiralty lawyers and one admiralty judge, and they all agreed on the answers--which I'll give you after you've had time to post your own opinions. Have fun!
State reg's & more
I keep a copy of the AZ State Game & Fish dept's boating regulations in my hall bathroom - mostly for the reading pleasure of any visiting jetskiers & powerboaters There's a basic safety course available online for free by Boat US on their website if anyone wants to brush up on the rules & safety tips, also. It doesn't very long (if you know the answers!). Peggie - isn't their a reg. against nobody at the helm? Safe Sailing! Lisa
I keep a copy of the AZ State Game & Fish dept's boating regulations in my hall bathroom - mostly for the reading pleasure of any visiting jetskiers & powerboaters
There's a basic safety course available online for free by Boat US on their website if anyone wants to brush up on the rules & safety tips, also. It doesn't very long (if you know the answers!). Peggie - isn't their a reg. against nobody at the helm? Safe Sailing! LisaState regs aren't enough...
States usually only pass their own registration, sanitation etc rules, or--when circumstances require it--enact rules that relate to a specific problem, and are really ony a rewording of the applicable Inland Rule or COLREG in terms that anyone with higher IQ than that of a turnip cannot fail to grasp. A good example is GA's 1998 laws regarding PWC and vessel operation. Anyone with any sense knows that anchorages are "no wake" areas, and jumping wake 10' off a stern is dangerous ...but the state had to spell out that it's illegal to operate a vessel or PWC at more than idle speed within 100' of any boat at anchor, and may not cross or pass another vessel closer than 100' except in a main channel. The state also threw in some miniumum age restrictions for operating a vessel or a PWC. But state regs don't superce federal regs in the event of a collision, and they're insufficient to cover all the Rules. As for your question about whether there's Rule about whether someone has to be at the helm...you'll have to know the answer to that one to participate in my little "test." And btw, I was the powerboat in that little contretemps, so if you need clarification or more information, I'll be glad to provide it. But I won't tell you which Rules, whether there is one, or whether it applies.
States usually only pass their own registration, sanitation etc rules, or--when circumstances require it--enact rules that relate to a specific problem, and are really ony a rewording of the applicable Inland Rule or COLREG in terms that anyone with higher IQ than that of a turnip cannot fail to grasp. A good example is GA's 1998 laws regarding PWC and vessel operation. Anyone with any sense knows that anchorages are "no wake" areas, and jumping wake 10' off a stern is dangerous ...but the state had to spell out that it's illegal to operate a vessel or PWC at more than idle speed within 100' of any boat at anchor, and may not cross or pass another vessel closer than 100' except in a main channel. The state also threw in some miniumum age restrictions for operating a vessel or a PWC. But state regs don't superce federal regs in the event of a collision, and they're insufficient to cover all the Rules. As for your question about whether there's Rule about whether someone has to be at the helm...you'll have to know the answer to that one to participate in my little "test." And btw, I was the powerboat in that little contretemps, so if you need clarification or more information, I'll be glad to provide it. But I won't tell you which Rules, whether there is one, or whether it applies.
Peggie's puzzle, and who's at the helm?
Many boats in coastal waters, and 99% of those at sea, are operated under autopilot. The rules require a WATCH. They do NOT require someone actively steering. That said, Peggie's puzzle is a puzzler. Initially, there is no doubt that the motor vessel was stand on, since both vessels were motoring, and the sailboat was to port in a crossing situation. Of course, it's perfectly legitimate for the burdened vessel to cross in front, if it can do so while the stand on vessel maintains course. Arguably, the sailboat became the stand on vessel when it turned off its motor and raised sail. Nonetheless, were there a collision and I the judge, I would allocate the blame to the sailboat. There are several reasons for this. First, the rules call for early and definite signs of intent. The sailboat violated this when it turned off its engine at the last moment to raise sail. Second, even if one accepts that the sailboat became the stand-on vessel, it is then required to maintain course, which it failed to do. Third, the crew on the sailboat clearly wasn't paying attention. And the rules require a watch. If the motorboat had continued to stand on, I would apportion some blame to them for not doing enough to avoid the collision, which is required of all vessels. Had it gone full reverse, that would have prevented the collision (as it did), or at least lessened the relative velocities of the vessels and thereby lessened the damage. OK, Peggie .. how'd I do? (And yes, I'm answering off the top of my head.)
Many boats in coastal waters, and 99% of those at sea, are operated under autopilot. The rules require a WATCH. They do NOT require someone actively steering. That said, Peggie's puzzle is a puzzler. Initially, there is no doubt that the motor vessel was stand on, since both vessels were motoring, and the sailboat was to port in a crossing situation. Of course, it's perfectly legitimate for the burdened vessel to cross in front, if it can do so while the stand on vessel maintains course. Arguably, the sailboat became the stand on vessel when it turned off its motor and raised sail. Nonetheless, were there a collision and I the judge, I would allocate the blame to the sailboat. There are several reasons for this. First, the rules call for early and definite signs of intent. The sailboat violated this when it turned off its engine at the last moment to raise sail. Second, even if one accepts that the sailboat became the stand-on vessel, it is then required to maintain course, which it failed to do. Third, the crew on the sailboat clearly wasn't paying attention. And the rules require a watch. If the motorboat had continued to stand on, I would apportion some blame to them for not doing enough to avoid the collision, which is required of all vessels. Had it gone full reverse, that would have prevented the collision (as it did), or at least lessened the relative velocities of the vessels and thereby lessened the damage. OK, Peggie .. how'd I do? (And yes, I'm answering off the top of my head.)
I thought this was a sailing site
OF COURSE I know the rules of the road. Stay on the right; floor it on yellow, and sailboats always have the right of way. Driver's Ed from high school. What a silly question.
OF COURSE I know the rules of the road. Stay on the right; floor it on yellow, and sailboats always have the right of way. Driver's Ed from high school. What a silly question.
Clarification:
Incident happened on an inland lake (for those of you on Lake Lanier, at the mouth of Big Creek outside Holiday). In assessing fault, assume that everything happened exactly as related--that both vessels did everything described, exactly AS described, but instead of a VERY near miss, there was a collision. To qualify for a correct "verdict," list the Rules violations by either or both vessels and assign percentage of fault to each.
Incident happened on an inland lake (for those of you on Lake Lanier, at the mouth of Big Creek outside Holiday). In assessing fault, assume that everything happened exactly as related--that both vessels did everything described, exactly AS described, but instead of a VERY near miss, there was a collision. To qualify for a correct "verdict," list the Rules violations by either or both vessels and assign percentage of fault to each.
Reponse to the venerable head mistress
Peggy, In regard to your response to my post on right of way - I would never advocate maintaining a course that would bring a (stand on) vessel into a collision with a give way vessel. For clarification, I advocate strict maintenance of heading for the stand on vessel, so as not to confuse a less-expereinced captain on a give way vessel. That is not to say that the stand on vessel should not plan for all contingencies - which is why I mentioned I tend to aim for a vessel's stern, knowing I can fall off or head up if necessary. Captains, like pilots, are always subject to the catch-all law of operating a craft in an unsafe manner, such as going full tilt through a marina under sail, or failing to prevent a collision with a give way vessel. In the instance that you mentioned, I would put most of the blame (90 percent) on the sailboat for choosing a very poor time to change it's drive mechanism. UNLESS the sails went up due to an engine failure, which has happened to me before. Even in that event, however, the sailboat failed to properly signal the powerboat. A sailcraft that size is required to have a horn or whistle aboard. If the conversion to sail power was due to an engine failure, and caused a manueverability problem, then I would say it was 60 percent on the sailboat for not signaling, and 40 percent on the powerboat for not immediately powering up or reversing course at the first sight of canvas. Please note that I am going off the top of my head here - which is what you have to do on the water. Usually, the instances that require a review of the Rules happen to fast to actually consult them.
Peggy, In regard to your response to my post on right of way - I would never advocate maintaining a course that would bring a (stand on) vessel into a collision with a give way vessel. For clarification, I advocate strict maintenance of heading for the stand on vessel, so as not to confuse a less-expereinced captain on a give way vessel. That is not to say that the stand on vessel should not plan for all contingencies - which is why I mentioned I tend to aim for a vessel's stern, knowing I can fall off or head up if necessary. Captains, like pilots, are always subject to the catch-all law of operating a craft in an unsafe manner, such as going full tilt through a marina under sail, or failing to prevent a collision with a give way vessel. In the instance that you mentioned, I would put most of the blame (90 percent) on the sailboat for choosing a very poor time to change it's drive mechanism. UNLESS the sails went up due to an engine failure, which has happened to me before. Even in that event, however, the sailboat failed to properly signal the powerboat. A sailcraft that size is required to have a horn or whistle aboard. If the conversion to sail power was due to an engine failure, and caused a manueverability problem, then I would say it was 60 percent on the sailboat for not signaling, and 40 percent on the powerboat for not immediately powering up or reversing course at the first sight of canvas. Please note that I am going off the top of my head here - which is what you have to do on the water. Usually, the instances that require a review of the Rules happen to fast to actually consult them.
Rob...
The Rules governing my little "test" are THE most basic ones..Rules that every skipper should know and follow ALL the time. You know them...think about them, one a time, and apply each one. You'll arrive at the right answers. No, the conversion from power to sail was not due to any engine failure...he just decided to raise sail and turn off the engine without even bothering to head up to do it. And as for taking evasive action at the first sight of canvas, I did. Remember, he was less than 30 yards away, and it only takes seconds to raise the main on a 20-22' boat. Three good hauls on the halyard, and it's up. One good haul and it's up enough for the wind to catch it, change the boat's course, and accelerate it.
The Rules governing my little "test" are THE most basic ones..Rules that every skipper should know and follow ALL the time. You know them...think about them, one a time, and apply each one. You'll arrive at the right answers. No, the conversion from power to sail was not due to any engine failure...he just decided to raise sail and turn off the engine without even bothering to head up to do it. And as for taking evasive action at the first sight of canvas, I did. Remember, he was less than 30 yards away, and it only takes seconds to raise the main on a 20-22' boat. Three good hauls on the halyard, and it's up. One good haul and it's up enough for the wind to catch it, change the boat's course, and accelerate it.
Here is my take on this.
Rule 2 Equal responsibility both vessels. Rule 5 Sailing vessel 100 percent at fault. Rule 6 Power vessel 100 percent at fault. Rule 7 Power vessel 100 percent at fault. Rule 8 Power vessel and sailing vessel equal fault. Rule 16 Power vessel 100 percent at fault. Rule 17 Sailing vessel 100 percent at fault. Rule 18 Power vessel 100 percent at fault. Rule 34 Both vessels at fault. Rule 36 Power vessel 100 percent at fault. Unfortunately, in this situation, the power vessel is primarily at fault even though the sailing vessel did a lot of stupid things. The power vessel recognized the potential for a collision early on and failed to take appropriate action. Wow. Those were a lot of rules to think about. Bob s/v Gravyboat
Rule 2 Equal responsibility both vessels. Rule 5 Sailing vessel 100 percent at fault. Rule 6 Power vessel 100 percent at fault. Rule 7 Power vessel 100 percent at fault. Rule 8 Power vessel and sailing vessel equal fault. Rule 16 Power vessel 100 percent at fault. Rule 17 Sailing vessel 100 percent at fault. Rule 18 Power vessel 100 percent at fault. Rule 34 Both vessels at fault. Rule 36 Power vessel 100 percent at fault. Unfortunately, in this situation, the power vessel is primarily at fault even though the sailing vessel did a lot of stupid things. The power vessel recognized the potential for a collision early on and failed to take appropriate action. Wow. Those were a lot of rules to think about. Bob s/v Gravyboat
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