Aux Sail SG 1

AUXILIARY SAIL
TABLE OF CONTENTS
PAGE
LESSON TOPIC
1 SAILING VESSEL TERMINOLOGY (1.1 THROUGH 1.4).. . . . 1-3

2 SAILING VESSEL RIGS (2.1 THROUGH 2.7).. . . . . . . . . . . . . . 1-7
3 RULES OF THE ROAD (3.1 THROUGH 3.9). . . . . . . . . . . . . . . 1-15
4 SAILING VESSEL OPERATIONS (4.1 THROUGH 4.9). . . . . . . 1-56
5 SAILING VESSEL MANEUVERING (5.1)... . . . . . . . . . . . . . . . . 1-64
6 HEAVY WEATHER PROCEDURES (6.1 THROUGH 6.4).. . . . 1-68
7 ACCIDENTS AND INJURY (7.1 THROUGH 7.3). . . . . . . . . . . . 1-71
PRACTICE EXERCISE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-75
©2007 George L. Trowbridge. The author claims copyright protection for the authored
text portions of this publication. However, many of the illustrations and/or graphic used
in this publication were found in “public domains” and therefore no “copyright”
protection is claimed by the author on any illustration or graphic used within this
publication.
1-1
Revised 07/2014 (reverse blank)
UNIT - AUXILIARY SAIL INFORMATION SHEET
INTRODUCTION
This course of instruction is designed to provide to the student a training experience that
combines formal classroom instruction with practical application Various Master and Mate
licenses require additional instruction and service for endorsements as “sail/auxiliary sail”.
This course present the student with the information necessary to perform their duties
relevant to being underway under sail. Upon successful completion of this training, will
satisfy the Coast Guard examination requirements of 46 CFR 11.401(d) for an Auxiliary
Sail endorsement to any deck license credential up to 200 Gross Tons.
INFORMATION
A. SAILING VESSEL TERMINOLOGY (1.0)
Why a Sailboat Moves - The forces of wind acting on the sail of a sailboat are
transmitted to the hull and may be divided into two components, one trying to move the
hull forward and the other attempting to move it sideways. A boat hull must have
resistance to the sideways drift or leeway. If the hull's tendency to drift sideways were
not restricted she would make little or no headway. By adding a deep keel or a
centerboard that tendency is reduced. As a result of these forces and restrictions, the boat
moves forward, or makes headway along its axis at a much greater rate than it drifts
laterally.
The wind is simply pushing on the windward side of the sail and is forming large eddies
(separated flow) on the leeward side. The difference in speed will also feel greater to
those aboard because of the lesser apparent wind. Another wind factor involved in sailing
is that a boat cannot be sailed closer than approximately 45º into the wind. Here again,
complex factors are at work and are beyond the scope of this basic course. For the
purposes of this basic course, keep three facts in mind:
1. A sailboat cannot be sailed closer than 45º into the wind;

2. A sailboat will sail faster when sailed on a beam reach;
3. In the same wind, the boat will not sail as fast while running (wind aft) as when
on a beam reach.
1-3 ©2007 George L. Trowbridge

Hull and Hull Parts - Sailboat hulls are designed not only to float the load they are meant
to carry, but are also shaped to be easily propelled through the water, to resist heeling,
and to resist making leeway.
Some hulls are relatively narrow for their length and have a deep and heavy keel to resist
heeling and leeway. The rudder is often an extension of the keel (Figure 1-1-1-A). An
alternate design has a fin keel and a spade rudder (Figure 1-1-1-B). Other sailboats have
a centerboard, daggerboard, or leeboards, which only resist leeway (Figure 1-1-2). Some
of these boards are weighted to help reduce heeling. The pivoted board is commonly
referred to as a centerboard. The vertically sliding board is commonly referred to as a
daggerboard. Both are housed in a trunk. Leeboards hang over the gunwales.

The people on board a

boat with a
c en t erb o ar d ,
daggerboard or
leeboards furnish the
ballast to reduce
heeling and can be
quickly shifted for best
effect. The lateral
resistance of the keel
or centerboard tends to
act as a pivot about
which the hull turns,
making the boat more
Figure 1-1-1 A and B. responsive to the
rudder.
The leeboard, centerboard, or the daggerboard can be lowered or raised to vary the board's
depth in the water. In a learning situation and help in steering, keep the board in the
lowest position. Later you will know from experience how to use a minimal amount of
board. Generally, the closer to the wind you sail, the more board you will need.
The rudder, controlled by the

tiller (or other steering
mechanism),alters the course
of the boat and hence the
angle of the wind relative to
the boat (Figure 1-1-3).
Figure 1-1-2 Centerboards, Daggerboards and Leeboards.

Note that the rudder

actually causes the
stern of the boat to
swing. Moving the
tiller toward the port
side of the boat causes
the rudder itself to
move toward the
starboard moving the
stem to port and the
bow to starboard. A
turn to starboard,
therefore, means the
tiller is moved to port.
A turn to port requires
Figure 1-1-3 Moving Tiller to Move the Rudder and Change the tiller to move to
Boat Direction. starboard while the
rudder moves to port.
The typical, small, sailboat hull considered here is partially decked. It has a cockpit,
center (or dagger) board trunk, mast, rudder, and tiller (Figure 1-1-4).
When the mast is stepped on the keel, it passes through the mast hole on the deck,
supported there with reinforcements called mast partners.
A coaming around the cockpit keeps out some water and a spray rail or breakwater forms
a shield, which diverts any water splashing over the foredeck. There are probably floor
boards, set on the floors to support the crew when standing in the cockpit.
The gunwale is the upper edge of the boat's side and may have a rubbing strake or rub-
rail. This hull has a hard chine. That is, the intersection of the sides and bottom has a
sharp comer rather than rounded.
At the extreme opposite end of the stem (bow) is the stern. The surface that extends
across the stem is called the transom.

In the center of the transom, the rudder is attached with fittings called pintles and
gudgeons. These allow the rudder to swing from left to right. A tiller is attached to the
rudder. Some details shown in the figure are missing in fiberglass hulled small sailboats.
Figure 1-1-4 Parts of a Typical Small Sailboat Hull.
B. SAILING VESSEL RIGS (2.0)
Spars- The mast is a vertical spar. It’s lower

end (heel) is stepped in a mast step on the
keel or on deck and is supported by the
standing rigging (shrouds and stays) figure
1-1-5.
The boom, a more or less horizontal spar

fastened to the mast by a gooseneck, a
fitting similar a universal joint. The boom
holds the bottom (foot) of the mainsail
rigid.
When the mainsail is not raised, the boom

rests in boom crutch, which is a temporary
support installed near the stern.
Figure 1-1-5 Spars and Supporting
Standing Rigging.

Standing Rigging - Shrouds are wire ropes extending down and often slightly aft from
the mast to the deck at the gunwales (Figure 1-1-5). The illustration shows a masthead
rigged boat. Smaller sailboats are most often fractional rigged with stays attached 75-
88% of the distance up the mast. The backstay may (or may not) be used. The shrouds
are fastened by tumbuckles to chain plates which are securely fastened to the boat's sides
(Figure 1-1-6).
Stays run from the upper part of the mast to a fitting at the bow and to a chain plate at
the stem. They also have turnbuckles, or quick disconnect fittings to allow easy mast
unstepping.
Turnbuckles are used to apply tension to the

shrouds and stays. A simple turnbuckle is a metal
housing with right hand threads at one end and
left hand threads at the other.
Left hand and right hand screw eyes fit into the
housing.
Turning the housing one way pulls the two screw

eyes together.
Turning the housing the opposite way moves the

eyes farther apart.
Figure 1-1-6 Turnbuckle and Chain

Plate.

Spreaders are horizontal struts between the mast and shrouds to aid in stiffening the mast
A sheave set in the masthead, is a pulley over which the main halyard is reeved (Figure
1-1-7). A sheave in the mast or a block hanging on the mast's forward side supports the
jib halyard.
Sails - The mainsail, the.
larger of the two working
sails, is attached to the mast
and the boom (Figures 1-1-8
and 1-1-9). In some boats
the sail is attached to the
masts and booms by track
slides as in the top portion
of figures 1-1-10-A and 1-1-
10-B.
The track for the foot is

fastened to the upper side of
the boom and the track for
the luff is fastened to the
after side of the mast track.
The gooseneck may slide on
the mast track.
Track slides are lashed at

regular intervals to the bolt
rope in the foot and luff of
the sail. The sails of many
small boats are secured to
the mast and boom by their
bolt ropes. These fit into
grooves or coves in the
Figure 1-1-7 Spreaders, Masthead, Sheaves and Halyards. spars.

Figure 1-1-8 Parts of Jib and Mainsail. Figure 1-1-9 Details of

Mainsail.
Figure 1-1-10-A Track and Slide Figure 1-1-10-B Roped Sail in

Cove.

Some mainsails are "loose-footed". That is, the foot is attached the boom only at the tack
and clew. This enables furling the sail on the boom with the sail slides still in the mast
cove thus making hoisting, reefing and lowering the sail faster and easier.
The after edge of the sail, the leech, is flattened by battens. Battens are removable thin
pieces of wood or plastic, inserted in batten pockets sewn in the leech. The leech is cut
on a curve as shown in Figure 1-1-9 and Figure 1-1-11. The area between the curved
leech and a straight line from the head to the clew is called the roach. The jib fills the
fore-triangle formed by the mast, forestay or jibstay, and the deck (Figure1-1-8). Its luff
is fastened to the forestay by snap-hooks or piston hanks See figure 1-1-11 for the details
of jib.
Figure 1-1-11 Details of Jib.
Running Rigging - This includes all the lines used in setting sails and in controlling the
position of the sails and. movable spars (Figure 1-1-12).

Halyards are for hoisting sails, each having the name of its sail such as main halyard and
jib halyard. Sheets control the angle of the sail relative to the boat and the wind; these
also take the name of their sails, as mainsheet and jibsheet.
Halyards run from the head of. the sail up through a sheave or a block on the mast and
down to cleats on the mast or deck.
Figure 1-1-12 Running Rigging.

Boom Outhaul - A short line called an outhaul, fastened to the clew of the mainsail and
the after end of the boom, draws the foot of the sail tautly out along the boom (Figure
1-1-13).
Figure 1-1-13 Details of an Outhaul on a Boom.
Boom Downhaul -
If the gooseneck slides in the sail track on the
mast a boom downhaul prevents the wind-filled
sail from pulling the boom up the mast, thus
keeping the luff of the sail taut (Figure 1-1-14).
Though the mainsail luff is apparently tightly

hauled up by the halyard, the downhaul will put it
under further strain and can be used to adjust the
set of the sail.
Figure 1-1-14 Details of Boom

Downhaul

Mainsheet and Jib Rigging - The mainsheet is fastened to the boom, often its outer end.
For very small mainsails it may be only a single line, but larger sails require a tackle of
blocks and multiple parts to cope with the greater forces involved. (Figure 1-1-15) The
mainsheet is usually connected to the hull through a block on the traveler, an athwartship
track, making it unnecessary to adjust the mainsheet when coming about. The jibsheet,
fastened to the clew of the jib, leads aft to the cockpit. It is usually double, one part
leading around each side of the mast. Only one of the two parts is trimmed on each tack,
the other part lies slack.
Figure 1-1-15 Mainsheet and Jib Rigging Details.

C. NAVIGATION RULES OF THE ROAD (3.0)
3.1 Introduction To The Rules of the Road - The International and Inland Rules
contain 38 rules that comprise the main body of the Rules and five annexes,
which are the regulations. The International/Inland Rules are broken down in
parts as follows:
Part A--General
Part B--Steering and Sailing Rules
Part C--Lights and Shapes
Part D--Sound and Light Signals
Part E--Exemptions
The Rules of the Road serve Five Major Purposes:

1. Prevent collisions.
2. Anticipate other ship's maneuvers.
3. Protect against bad seamanship.
4. Provide uniformity.
5. Provide a basis for court action.
An enforcement agreement was enacted which considered the following:

1. Obedience to the rules was mandatory.
2. Vessels must take action in ample time.
3. Alterations of course and speed should be large enough to be detected visually or
by radar.
4. Alterations should allow safe passage and be continuously checked until danger
has passed.
Rule 1 - Three major sets of rules comprise Rule 1.
1. INTERNATIONAL - Apply to all vessels upon the high seas and connected
therewith navigable by sea going vessels.
a. Allows for special rules made by appropriate authorities for rivers, lakes,
and inland waterways.
b. Allows for rules made by appropriate authorities for special lights, whistle
signals, shapes for vessels of war, ships in a convoy, or fishing vessels
fishing together as a fleet.

2. INLAND - Apply to all vessels upon inland waters of the United States.
a. Demarcation Lines - boundary line which separate Inland and International
waters.
b. Labeled on navigation charts as "COLREGS DEMARCATION" and the
line is shown as purple dashed lines.
3. PILOT - Supplement Inland Rules and are governed by individual state statutes.
a. Special Rules for foreign countries are found in the Sailing Directions.
Rule 2 - General rule, defines Responsibility. (Discussed later in detail on page 1-55)
Rule 3 - General definitions, apply to both Inland and International Rules, unless
otherwise indicated.
1. Vessel - Every description of water craft. (Includes non-displacement craft,

wing-in-ground (WIG) craft and Seaplanes.)
2. Power Driven Vessel - Any vessel propelled by machinery.
3. Sailing Vessel - Any vessel under sail. If also under power, the vessel is
considered to be a power driven vessel.
4. Vessel Engaged in Fishing - Any vessel fishing with nets, lines, trawls or other
fishing apparatus which restricts the vessel's maneuverability.
5. Vessel Not Under Command - A vessel, which through some exceptional
circumstances, is unable to maneuver as required by these rules and is therefore
unable to keep out of the way of another vessel.
6. Vessel Restricted in Her Ability to Maneuver - a vessel, which from the nature
of her work, is restricted in her ability to maneuver. For example:
a. A vessel engaged in laying cable.
b. Dredging.
c. Underway replenishment.
d. Flight operations.
e. Mine sweeping
f. Towing; only if the vessels are severely restricted.
7. Vessel Constrained by Draft - (INTERNATIONAL ONLY) A vessel, which due
to her draft in relation to the depth of the available water, is restricted in her
ability to deviate from her course.

8. Underway - A vessel, which is not at anchor, made fast to the shore or

aground.
9. The words "length" and "breadth" of a vessel means her overall length and
greatest breadth.
10. Vessels in Sight of One Another - Applies only when one vessel can be
observed visually from the other vessel.
11. Restricted Visibility - Any time in which visibility is restricted by fog,
mist, falling snow, or other similar causes.
12. Wing-In Ground (WIG) craft means a multimodel craft which, in its main
operational mode, flies in close proximity to the surface by utilizing
surface-effect action.
Rule 6 - Safe Speed (INLAND & INTERNATIONAL).
1. Every vessel shall proceed at a safe speed so that she can take proper and
effective action to avoid a collision and be stopped within a distance appropriate
to the prevailing circumstances and conditions. In determining a safe speed the
following factors are among those that must be taken into account:
a. The state of visibility.
b. The traffic density, including concentrations of fishing vessels or any other
vessels.
c. The maneuverability of own vessel with special reference to stopping
distance and turning ability in the prevailing conditions.
d. At night the presence of background lights such as from shore lights or
back scatter from your own vessel's lights.
e. The state of the wind, sea and current, and the proximity of navigational
hazards from your own vessel.
f. The draft of your own vessel compared to the available depth of the water.
2. In determining a safe speed the following additional factors are among those that
must be taken into account by vessels with an operational radar:
a. The characteristics, efficiency and limitations of the radar equipment.
b. Any constraints imposed by the radar range scale in use.
c. The effect on radar detection by the sea state, weather and other sources
of interference.
d. The possibility that small vessels, ice and other floating objects may not
be detected by radar at an adequate range.
e. The number, location and movement of vessels detected by radar.

f. The more exact assessment of the actual visibility that may be possible
when radar is used to determine the range of vessels or other objects in the
vicinity.
Rule 7 - Risk of Collision (INLAND & INTERNATIONAL).
1. Use any and all means available to determine if such a risk exists with another
vessel.
a. Proper use of radar equipment; long range scanning to obtain early
warning of risk of collision; radar plotting or equivalent systematic
observations of detected objects.
b. Assumptions are not to be made on the basis of scanty information;
especially scanty radar information.
c. Risk of collision exists if the compass or radar bearing of an approaching
vessel does not appreciably change; the range of the approaching vessel is
decreasing, this situation is called Constant Bearing Decreasing Range
(CBDR).
d. There are times when approaching a very large vessel or a tow at close
range; there will be an appreciable change in bearing. However, in some
cases, risk of collision does exist and a collision is highly probable.
Rule 8 - Action to Avoid Collision (INLAND & INTERNATIONAL).
1. Any action taken to avoid a collision SHALL BE TAKEN IN ACCORDANCE

WITH THE RULES OF THE ROAD AND SHALL if the circumstances of the
case admit, be positive, made in ample time and with due regard to the
observance of good seamanship.
2. Any alteration of course or speed to avoid a collision must if the circumstances
of the case admit, be large enough to be readily apparent to another vessel
observing your own vessel visually or by radar. A succession of small alterations
of course or speed should be avoided.
3. When there is sufficient sea room, alterations of course alone may be the most
effective action to avoid a close-quarters situation with another vessel; provided
that the action is taken early enough and is substantial enough, and will not create
another close-quarters situation with other vessels in the vicinity.

4. Action taken to avoid collision with another vessel must be such that the result
will be a passing at a safe distance. The effectiveness of the action shall be
carefully checked until the other vessel is finally past and clear.
5. If necessary to avoid collision or allow time to assess the situation, a vessel may
slacken her speed or take all way off by stopping or reversing her means of
propulsion; the following are a list of considerations that must be taken into
account before taking this type of action:
a. A vessel, which by any of these rules, must not impede the passage or safe
passage of another vessel. When you are required by the circumstances
to take avoiding action; take action early to allow sufficient sea room for
the safe passage of the other vessel.
b. When your own vessel is required under the rules not to impede the
passage of another vessel; your obligation under the rules is not relieved
if approaching the other vessel so as to involve risk of collision; when
taking action do so with full regard to the rules of this part.
c. A vessel, which its passage is not to be impeded remains fully obligated
to comply with the rules of this part when the two vessels are approaching
each other so as to involve risk of collision.
Rule 9 - Narrow Channels (INLAND & INTERNATIONAL).
1. A vessel proceeding along the course of a narrow channel or fairway shall keep
as near to the outer limit of the channel or fairway which lies to her starboard side
as is safe and practicable.
2. INLAND ONLY - Not withstanding the preceding rule and Rule 14(a), a power
driven vessel operating in narrow channels or fairways on the Great Lakes,
Western Rivers, or waters specified by the Secretary is obligated to conform to
the following rules:
a. A vessel proceeding downbound with a following current shall have the
right-of-way over an upbound vessel.
(1) The downbound vessel shall initiate the maneuvering whistle
signals as appropriate.
b. The vessel proceeding upbound against the current shall hold as necessary
to permit a safe passing.

(INLAND & INTERNATIONAL)

3. A vessel of less than 20 meters in length or a sailing vessel shall not impede the
passage of any vessel that can only safely navigate within a narrow channel or
fairway.
4. A vessel "engaged in fishing" shall not impede the passage of any other vessel
navigating within a narrow channel or fairway.
5. A vessel shall not cross a narrow channel or fairway if such a crossing will
impede the passage of a vessel which can only safely navigate within that channel
or fairway. The latter vessel, shall use the danger signal if in doubt as to the
intention of the crossing vessel.
6. Rule 9 - Overtaking in a narrow channel.
a. INLAND - In a narrow channel or fairway when overtaking, the
power-driven vessel intending to overtake another power-driven vessel
shall indicate her intention by sounding the appropriate signal (in Rule
34(c)) and take steps to permit safe passing. The power-driven vessel
being overtaken, if in agreement, shall sound the same signal and may, if
specifically agreed to take steps to permit safe passing. If the overtaken
vessel is in doubt she shall sound the danger signal.
b. INTERNATIONAL - In a narrow channel or fairway when overtaking, can

take place only of the vessel being overtaken has to take action to permit
safe passing. The vessel intending to overtake shall indicate her intention
by sounding the appropriate signal. The overtaken vessel, if in agreement,
shall sound the appropriate signal. If the overtaken vessel is in doubt she
shall sound the danger signal.

c. This rule does not relieve the overtaking vessel of her obligations under
Rule 13.
d. A vessel nearing a bend or an area of a narrow channel or fairway where
other vessels may be obscured by an intervening obstruction must navigate
with particular alertness and caution and shall sound the appropriate signal.
e. Every vessel shall avoid anchoring in a narrow channel; if the
circumstance of the case permit.

Rule 10 - Traffic Separation Schemes (TSS) INLAND & INTERNATIONAL.
1. A traffic separation scheme consists of inbound and outbound traffic lanes with
a separation zone between them. The TSS is overprinted on charts.
2. A vessel using a traffic separation scheme must adhere to the following:
a. Proceed in the appropriate lane in the general direction of the traffic flow
for that lane.
b. So far as practicable keep clear of a traffic separation line or separation
zone.
c. Normally join or leave a traffic lane at the termination of the lane, but
when joining or leaving from either side shall do so at as small an angle
to the general direction of traffic flow as practicable.
d. If a vessel crosses a traffic scheme, it must cross on a heading as close as
practicable to a right angle to the general direction of traffic flow.
e. A vessel must not use an inshore traffic zone when the appropriate traffic
lane in the adjacent traffic scheme can be safely used. However, vessels
less than 20 meters in length, sailing vessels, and vessels engaged in
fishing may use the inshore traffic zones.
f. A vessel may use a inshore traffic zone when enroute to or from a port,
offshore installation or structure, pilot station, or any other place situated
within the inshore traffic zone, or to avoid immediate danger.
g. A vessel other than a crossing vessel or a vessel joining or leaving a lane
shall not normally enter a separation zone or cross a separation zone
except for the following:
(1) In cases of emergency to avoid immediate danger.
(2) To engage in fishing within a separation zone.
h. Vessels navigating in areas near the terminations of a TSS must do so
paying particular attention to traffic.
i. Vessels shall avoid anchoring in a TSS or in areas near its termination.
j. A vessel not using a TSS shall avoid it by as wide a margin as is
practicable.
k. A vessel engaged in fishing shall not impede the passage of a vessel in a
TSS traffic lane.
l. A vessel of less than 20 meters in length or a sailing vessel shall not
impede the safe passage of a power-driven vessel in a TSS following a
traffic lane.

m. A vessel restricted in her ability to maneuver when engaged in an

operation for the maintenance of safety to navigation in a TSS is exempted
from complying with this Rule, to the extent necessary to carry out its
operation.
n. A vessel restricted in her ability to maneuver when engaged in an
operation for the laying, servicing, or picking up of a submarine cable,
within a TSS, is exempted from complying with this Rule, to the extent
necessary to carry out its operation.
3.2 STEERING AND SAILING RULES. Subpart II - Conduct of Vessels in Sight of

One Another (INLAND & INTERNATIONAL).
Rule 11 - The Rules in Subpart II apply to vessels in sight of one another.
Rule 12 - Sailing Vessels (INLAND & INTERNATIONAL).

1. When two sailing vessels are approaching one another so as to involve risk of
collision, one of them must keep out of the way of the other as follows:
a. When each has the wind on a different side, the vessel which has the wind
on the port side shall keep out of the way of the other.
b. When both have the wind on the same side, the vessel which is to
windward shall keep out of the way of the vessel which is to leeward
(downwind).
c. If a sailing vessel with the wind on the port side sees a vessel to
windward and cannot determine with certainty whether the other vessel has
the wind on the port side or on the starboard side, she shall keep out of
the way of the other.
d. For the purpose of this Rule, the windward side shall be deemed to be the
side opposite to that on which the mainsail is carried, or in the case of a
square-rigged vessel, the side opposite to that on which the largest
fore-and-aft sail is carried.
Rule 13 - Overtaking Situation (INLAND & INTERNATIONAL).

"In Visual Sight of One Another Only."
1. A vessel is overtaking (figure 1-1-16) when coming up on another vessel from a

direction more than 22.5º abaft the beam of the vessel being overtaken.

2. If you are in doubt as to whether your vessel is overtaking; always assume that
you are.
3. The overtaking vessel must keep clear until she is finally past and clear of the
overtaken vessel.
Figure 1-1-16 Rule 13. Overtaking
Rule 14 - Head On (Meeting) Situation (INLAND & INTERNATIONAL).

"In Visual Sight of One Another."
1. When two power driven vessels (figure 1-1-17) meet on reciprocal or nearly
reciprocal courses with a risk of collision, each shall alter course to starboard and
pass on the port side of the other. INLAND - Unless otherwise agreed upon
between vessels.
2. This situation is deemed to exist when one vessel sees the other ahead or nearly
ahead, and by night the masthead lights of the other vessel are in line or nearly
in line or both side lights are visible.
3. When in doubt if it is a meeting or head-on situation; assume that it is and act
accordingly.
4. INLAND - Not withstanding this Rule, a power driven vessel operating on the
Great Lakes, Western Rivers, or waters specified by the Secretary, and is
proceeding downbound with a following current shall have the right-of-way over
an upbound vessel. The downbound vessel shall propose the manner of passage
and initiate the maneuvering whistle signals as appropriate.

Rule 15 - Crossing Situation

"In Visual Sight of One Another."
1. When two power driven vessels are crossing (figure
1-1-18) with a risk of collision existing, the vessel
which has the other vessel on her own starboard side
shall keep out of the way and if circumstances
permit, avoid crossing ahead of the other vessel.
2. INLAND - Not withstanding this Rule, on the Great

Lakes, Western Rivers, or waters specified by the
Secretary, a power-driven vessel crossing a river
shall keep out of the way of a power-driven vessel
ascending or descending the river.
Figure 1-1-17 Rule 14,

Head-on, Meeting Situation
Figure 1-1-18. Rule 15, Crossing Situation

Rule 16 - Action by the Give Way Vessel (INLAND & INTERNATIONAL).

1. The vessel which is directed by the rules to keep out of the way of another vessel.
Rule 17 - Action by the Stand-On Vessel (INLAND & INTERNATIONAL).

1. Where one of the two vessels is to keep out of the way of the other. The
stand-on vessel, shall keep her course and speed.
2. The stand-on vessel may take action to avoid collision by her maneuver alone
when it is apparent to her that the give way vessel is not taking appropriate
action.
3. A power-driven vessel which takes action in a crossing situation to avoid collision
with another power-driven vessel shall if the circumstance admit, not alter course
to her own port side
4. This Rule does not relieve the give way vessel of her obligation to keep out of
the way.
Rule 18 - Responsibilities Between Vessels (INLAND & INTERNATIONAL).

1. This rule applies except where Rules 9, 10, and 13 otherwise require.
2. In this rule, the responsibilities between different vessel status are established.
a. Vessel Not Under Command.
b. Vessel Restricted in her Ability to Maneuver.
c. Vessel Constrained by Draft (INTERNATIONAL ONLY).
d. Vessel Engaged in Fishing.
e. Sailing Vessel.
f. Power Driven Vessel.
3. This rule means that a power driven vessel shall keep out of the way of:
A Vessel Not Under Command.
A Vessel Restricted In her Ability to Maneuver.
A Vessel Engaged in Fishing.
A Sailing Vessel.
A Sailing Vessel underway shall keep out of the way of:
A Vessel Engaged in Fishing.
A Vessel Engaged in Fishing shall so far as possible, keep out of the way of:

Note: No precedence is stated or implied in this rule indicating that a Vessel Restricted
In her Ability to Maneuver must keep out of the way of a Vessel Not Under Command.
Also, this rule applies except where Rules 9, 10, and 13 otherwise require.
4. INTERNATIONAL - Any vessel other than a vessel not under command or a

vessel restricted in her ability to maneuver shall if circumstances permit, avoid
impeding the safe passage of vessel constrained by its draft.
5. (INLAND & INTERNATIONAL) A seaplane on the water shall, in general keep
well clear of all vessels and avoid impeding their navigation. In circumstance
where the risk of collision exists, the seaplane must comply with the Rules of this
part.
6. (INLAND & INTERNATIONAL) (i) A WIG craft shall when taking off, landing,
and in flight near the surface, keep well clear of all other vessels, and avoid
impeding their navigation. (ii) A WIG craft operating on the water surface shall
comply with the Rules of this part as a power-driven vessel.
3.3 Sound Signals, Maneuvering and Warning signals.
Rule 32 - Sound Signal Definitions (INLAND & INTERNATIONAL).
1. The word "whistle" means any sound signalling device capable of producing the
prescribed blasts and complies with the specifications in Annex II of the Rules.
2. Short Blast - 1 second in duration.
3. Prolonged Blast - 4 to 6 seconds in duration.
Rule 33 - Equipment for Sound Signals (INLAND & INTERNATIONAL).
1. Vessel of 12 meters or more in length, but less than 20 meters in length.
a. Whistle. (Same INLAND & INTERNATIONAL)
2. Vessel of 20 meters or more in length (INLAND & INTERNATIONAL)
a. Whistle and a bell.
3. Vessel of 100 meters or more in length. (INLAND & INTERNATIONAL)
a. Whistle and bell
b. In addition, have a gong, the tone of which cannot be confused with the
bell.
c. The whistle, bell and the gong must comply with the specifications in
Annex III of the Rules.
d. The bell or gong or both may be replaced by other equipment having the
same respective sound characteristics, providing that manual sounding of
the prescribed signals are always possible.

4. Vessel of less than 12 meters in length shall not be obligated to carry the sound
signaling appliances described in this Rule. However, if she does not, she shall
be provided with some other means of making an efficient sound signal.
Rule 34 - Maneuvering and Warning Signals (INTERNATIONAL ONLY).

1. When vessels are in sight of one another, a power-driven vessel underway when
maneuvering as directed shall indicate her maneuver by the following:
a. 1 short blast - I am altering course to starboard.
b. 2 short blasts - I am altering course to port.
c. 3 short blasts - I am operating astern propulsion.
2. A vessel overtaking another vessel in a narrow channel shall indicate her intention
by the following signals:
a. 2 prolonged blasts, 1 short blast (– – !) - I intend to overtake you on your
starboard side. The vessel being overtaken shall indicate agreement by
sounding 1 prolonged, 1 short, 1 prolonged, 1 short blast (– ! – !).
b. 2 prolonged, 2 short blasts (– – ! !) - I intend to overtake you on your
port side. The vessel being overtaken shall indicate agreement by
sounding 1 prolonged, 1 short, 1 prolonged, 1 short blast (– ! – !).
3. When vessels in sight of one another are in doubt as to the intentions of the other,
the vessel in doubt shall indicate this doubt by sounding 5 short blasts, the danger
signal.
4. A vessel approaching a blind bend shall sound 1 prolonged blast. This signal
shall be answered by any approaching vessel within hearing.
5. Any vessel may supplement the whistle signals under this Rule with light signals.
The light used must be an all-around (360º) white light, visible at a minimum
range of 5 miles, and must comply with the specifications in Annex I of the
Rules.
Rule 34 - Maneuvering and Warning Signals (INLAND ONLY).

1. When power driven vessels are in sight of one another in a meeting or crossing
situation they shall indicate there maneuver with the following signals within one-
half (½) mile.
a. 1 short blast - I intend to leave you on my port side.
b. 2 short blasts - I intend to leave you on my starboard side.
c. 3 short blasts - I am operating astern propulsion.

d. A vessel hearing 1 or 2 short blasts shall, if in agreement with the

proposed maneuver, sound the same signal and affect a safe passage.
NOTE!
Revised Inland Rule 34(h): “A vessel that reaches agreement with another vessel in
a head-on (meeting), crossing, or overtaking situation by using the radiotelephone as
prescribed by the Bridge-to-Bridge Radiotelephone Act (85 Stat. 164; 33 U.S.C. 1201),
is not obliged to sound the whistle signals prescribed by this Rule, but may do so. If
agreement is not reached, then whistle signals shall be exchanged in a timely manner
and shall prevail.
2. When a power driven vessel intends to overtake another power driven vessel she
shall indicate her intention with the following signals:
a. 1 short blast - I intend to overtake you on your starboard side.
b. 2 short blasts - I intend to overtake you on your port side.
c. If in agreement, the other vessel shall sound the same signal.
3. If a vessel is not in agreement, or is in doubt, she shall sound the doubt or danger
signal: 5 or more short blasts.
4. Blind bend signal - same as for International.
5. When a power driven vessel leaves a dock or berth, she shall sound 1 prolonged
blast.
6. Any vessel may supplement the whistle signals under this Rule with light signals.
The light used must be an all-around (360º) white or yellow light, visible at a
minimum range of 2 miles, synchronized with the whistle and must comply with
the specifications in Annex I of the Rules.
3.4 Purpose of the Lights and Shapes.
The basic purpose of lights is to warn vessels of the presence or approach of other
vessels. Lights aid in determining the course and aspect of vessels underway. In some
cases, lights indicate a vessel which is restricted in her ability to maneuver, either because
of physical characteristics, or because of the activity in which she is engaged. The
prescribed shapes serve the same purpose during the day. During the time of reduced
visibility, fog signals serve to warn of a vessel's status.
Purposes for Lights and Day Shapes - Both lights and day shapes have the following
general functions:

1. To indicate a limited ability or inability to avoid other vessels.

2. To indicate to an approaching vessel information that is not readily apparent by
visual observation.
3. To indicate responsibility as outlined for a vessel's status described in Rule 18.
4. Required from sunset to sunrise (lights) and sunrise to sunset (dayshapes).
Lights have the following additional functions:
1. To indicate the presence of another vessel.
2. To aid in the determination of the vessel's respective aspect and the type of
situation; meeting, crossing, overtaking; whether a vessel is give way or stand on.
3. To identify certain vessels engaged in special operations or associated with special
purposes and their precedence due to vessel status described in Rule 18.
3.5 Rules governing lighting requirements.

Rules 22/23 - Running lights required for power driven vessels underway.
1. Power driven vessels in International and Inland waters. Fifty (50) meters or more
in length. The ranges of visibility are minimum required ranges.
a. Masthead light on the foremast at the vessel's centerline.
(1) Arc of visibility - 225º.
(2) Color - white.
(3) Range of visibility - 6 nautical miles.
b. After masthead light - carried over the keel on the centerline and higher
than the masthead light. Required on vessels over 50 meters in length.
Vessels less than 50 meters in length are not required to carry an after
masthead light, but may do so.
(2) Color - white.
c. Side Lights - are on each side of the ship.
(1) Arc of visibility - 112.5º.
(2) Color - green for starboard, red for port.
d. Stern Light.
(2) Color - white.

e. All around lights sometimes called task lights.

(2) Color - white, red, green, amber.
f. INLAND - Special Flashing Light - 2 nautical miles.
g. (INTERNATIONAL AND INLAND) A Wing-in-Ground (WIG) craft only
when taking off, landing and in flight near the surface shall, in addition
to the lights prescribed for a power-driven vessel of its size, exhibit a
high-intensity all-around flashing red light.
2. Power driven vessels in International and Inland waters. Twelve (12) meters or
more in length but less than Fifty (50) meters in length. The ranges of visibility
are minimum required ranges. Ranges of visibility; arcs of visibility are always
the same for each type of light:
a. Masthead light - 5 nautical miles; except for vessels that less than 20
meters in length 3 nautical miles.
Side Lights - 2 nautical miles.
Stern Light - 2 nautical miles.
Towing Light - 2 nautical miles.
All Around Lights - white, red, green, amber, yellow - 2 nautical miles.
INLAND - Special Flashing Light - 2 nautical miles.
3. Power driven vessels in International and Inland waters. Twelve (12) meters or
less in length. The ranges of visibility are minimum required ranges.
a. Ranges of visibility; arcs of visibility are always the same for each type of
light:
Masthead light - 2 nautical miles.
Side Lights - 1 nautical miles.
Stern Light - 2 nautical miles.
Towing Light - 2 nautical miles.
All Around Lights - white, red, green, amber, yellow - 2 nautical miles.
INLAND - Special Flashing Light - 2 nautical miles.
4. Inconspicuous, partly submerged vessels or objects being towed: A white all-
around light, range of visibility - 3 nautical miles.
5. INLAND - Rule 23(d) - A power driven vessel operating in the Great Lakes may
carry an all-around light in lieu of the second masthead light and stern light
prescribed for vessels under Rule 23 (a). The light must be carried in the position
of the second (after) masthead light and have the same minimum range of
visibility.

Underway power driven vessels of each type of somewhat different requirements for
displaying their navigation lights (figure 1-1-19). Navigation lights must be displayed
from sunset to sunrise and during periods of restricted visibility.
Vessel "A", Rule 23(a), is a power driven vessel less than 50 meters in length,
and therefore must only carry and display one masthead light.
Vessel "B", Rule 23(a), is a power driven vessel that is greater than 50 meters in
length, and therefore must carry and display a second (after) masthead light.
Vessel "C", Rule 23(b), an air-cushion vessel, must carry the normal masthead,
side and stern lights, additionally, it must exhibit an all-around flashing yellow
light.
Vessel "D", Rule 23(c), shows the lights required for a vessel less than 12 meters
in length, which may be combined side lights carried on the fore-and-aft centerline
forward and an all-around white light aft.
Vessel "E", Rule 23(c), shows the lights required for a small power driven vessel
less than 7 meters in length operating at speeds not exceeding 7 knots.
Vessel "F" is covered under Inland Rule 23(d), which is a vessel on the Great
Lakes carrying an optional all-around (360º) white light in lieu of a second
masthead and stern light.
NOT SHOWN (INTERNATIONAL AND INLAND) A Wing-in-Ground (WIG)

craft only when taking off, landing and in flight near the surface shall, in addition
to the lights prescribed for a power-driven vessel of its size, exhibit a high-
intensity all-around flashing red light. Meaning, that the WIG is considered to be
power-driven for the purposes of navigation lights, and the Steering and Sailing
Rules, but treated the similarly to a seaplane under Rule 18.

Figure 1-1-19. Power Driven Vessel, Navigation Lights

Sailing Vessels Underway and Vessels Under Oars - Rule 25.
Under both International and Inland rules, sailing vessels (figure 1-1-20) are required to
show (vessel G) only side lights, which are the same as the requirements for power driven
vessels, and a white stern light.
In addition, a sailing vessel may also exhibit (vessel H) two all-around lights; in a vertical
line; the top light red, the lower light green (optional). A memory aid: Red over Green,
Sailing Machine.
A sailing vessel less than 20 meters in length (vessel I) may combine the required lights
on one lantern carried at or near the top of the mast where it can be best seen.
A sailing vessel proceeding under sail when also being propelled by machinery must
exhibit forward (vessel J) where it can best be seen a conical day shape, apex point down.
Under Rule 39(c), a "Sailing Vessel" under sail, which is also using propelling machinery
is considered to be a power-driven vessel under the Rules.
A sailing vessel less than 7 meters in length shall if practicable exhibit the same light as
larger sailing vessels. However, if she does not (vessel K), all-round white light (Inland
Only) or an electric torch or lighted lantern showing a white light must be ready at hand,
and displayed in ample time to prevent a collision with another vessel.
A vessel under oars may exhibit the same lights as prescribed for a sailing vessel. But
if it does not (vessel L), all-round white light (Inland Only) or an electric torch or lighted
lantern showing a white light must be ready at hand, and displayed in ample time to
prevent a collision with another vessel.

Figure 1-1-20. Sailing Vessels, Navigation Lights

Fishing Vessels - Rule 26

A vessel engaged in fishing, whether underway or at anchor, shall exhibit only the lights
and shapes prescribed in this Rule.
Vessel Engaged in Trawling - Trawling means the dragging through the water of a dredge
net or other apparatus used as a fishing appliance. A vessel trawling at night displays
(figure 1-1-21) a green light over a white light. The lights are all-around (360º) lights
in a vertical line. A day shape is displayed consisting of two cones apexes together in
a vertical line.
Figure 1-1-21. Trawling Lights, and Day shapes
Side lights and stern lights are on when making way. No side lights and stern light are
shown if not making way through the water. No forward masthead light is shown on
vessels engaged in fishing by trawling When anchored this vessel will display the
appropriate anchor lights for it's size.
A trawling vessel 50 meters or greater in length (figure 1-1-22) shall show a masthead
light abaft and higher than the all-around green and white lights.

Figure 1-1-22. Trawling Vessel 50 Meters or Greater
Trawling vessels less than 50 meters in length (figure 1-1-23) shall not be obliged to
show an after masthead light.
Figure 1-1-23. Trawling Vessel 50 Meters or less in Length

Vessels Engaged in Fishing - A vessel engaged in fishing (figure 1-1-24) other than
trawling, shall show a red light over a white light. The lights are all-around (360º) lights
in a vertical line. A day shape is displayed consisting of two cones apexes together in
a vertical line.
In addition, fishing vessels with outlying gear extending more than 150 meters
horizontally from the vessel shall exhibit an all-around white light in the direction of the
gear, or a cone with the apex up in the direction of the outlying gear.
A fishing vessel that is not engaged in fishing shall show the appropriate navigation
lights for a power driven vessel.
When making way, side lights and stern light are required. Masthead lights are not
shown. Additional signals for fishing vessels fishing in close proximity to other vessels
engaged in fishing are described in Annex II of the Rules:
Signals for Trawlers

a. Vessels engaged in trawling, whether using demersal or pelagic gear, may exhibit;
(1) When shooting their nets; two white lights in a vertical line.
(2) When hauling their nets; one white light over one red light in a vertical
line.
(3) When the net has come fast upon an obstruction; two red lights in a
vertical line.
b. Each vessel engaged in pair trawling may exhibit;

(1) By night, a searchlight directed forward and in the direction of the other
vessel of the pair.
(2) When shooting or hauling nets or when their nets have come fast upon an
obstruction, the same lights are displayed as described in paragraph (a).
Signals for Purse Seiners
a. Vessels engaged in fishing with purse seine gear may exhibit two yellow lights
in a vertical line. These lights shall flash alternately every second and with equal
light and occultation duration. These lights may be exhibited only when the
vessel is hampered by its fishing gear.

Figure 1-1-24. Vessels Engaged in Fishing
Vessel Not Under Command - Rule 27
A vessel not under command displays two all-around red lights in a vertical line where
best seen (figure 1-1-25). Side lights and stern light are displayed if making way.
Masthead lights are not shown. The two all-around red lights are not shown by a vessel
not under command at anchor. A not under command vessel that anchors, assumes the
status of a power driven vessel at anchor and displays the appropriate lights and shapes
for her length as an anchored vessel.

Figure 1-1-25. Vessel Not Under Command, NOT Making Way
Vessels Restricted In Their Ability To Maneuver - Rule 27, Vessels restricted in their
ability to maneuver (figure 1-1-26), except for a vessel engaged in mine clearance
operations.
1. Vessel laying or picking up submarine cable; surveying or conducting underwater
operations; underway replenishment at sea; launching or recovering aircraft.
2. Lights displayed are all-around red over white over red in a vertical line where
best can be seen.
3. If making way, side lights, stern light and the appropriate masthead light(s) for the
size of the vessel.
4. When not making way, only the red over white over red all-around lights are
displayed.

5. If anchored, the anchor lights for the vessels length are displayed in addition to
the red over white over red all-around lights.
6. By day, the day shapes displayed consist of a black ball, a black diamond, and a
black ball in a vertical line where best seen.
Figure 1-1-26. Vessels Restricted in Their Ability to Maneuver
Vessel Engaged in Mine Clearance Operations - Rule 27, this vessel is also considered
under the Rules to be restricted in its ability to maneuver when performing mine
clearance operations.
1. Vessel displays three all-around green lights or black balls (figure 1-1-27). One
light or shape is exhibited near the top of the foremast and one at each end of the
fore yard.
2. These lights or day shapes indicate to other vessels that it is dangerous to
approach this vessel within: Inland & International - 1,000 meters of the mine
clearance vessel.
3. If underway, shows appropriate masthead, side, and stern lights for vessel of its
size; if at anchor, shows appropriate anchor lights for vessel of its size.

Figure 1-1-27. Vessel Engaged in Mine Clearance
Vessel Constrained By Draft - Rule 28, INTERNATIONAL ONLY.

1. Normally displays lights for a power driven vessel. The vessel may, in addition,
display 3 red all-around lights in a vertical line where best can be seen or a
cylinder dayshape by day (figure 1-1-28).
2. There is no constrained by draft category in the Inland Rules. A vessel of this
category would be considered restricted in their ability to maneuver.
Vessel Engaged in Pilotage Duties - Rule 29, INLAND & INTERNATIONAL

1. Pilot vessel (figure 1-1-29) underway shall display white over red all-around lights
in a vertical line at or near the masthead.
2. When underway, in addition, side and stern lights, no masthead light is displayed.
3. When at anchor, in addition, anchor lights or anchor dayshape.
4. When not engaged in pilotage duty, shall exhibit lights or shapes for a vessel of
her length and considered a power driven vessel.
5. No special identifying dayshapes; vessel will have the word PILOT painted on
its sides.

Figure 1-1-28. Vessel Constrained by Draft
Figure 1-1-29. Pilot Vessel

Towing and Pushing Rule 24.

The following is a discussion of the various aspect of power driven vessels towing under
both Inland and International Rules.
Towing Astern - (INLAND & INTERNATIONAL)

Rule 24(a)(i), Towing astern, two masthead lights in a vertical line
Rule 24(a)(i), Towing astern, and the length of the tow measuring from the stern
of the towing vessel to the after end of the tow exceeds 200 meters, three
masthead lights in a vertical line.
Rule 24(a)(ii,iii,iv), Additionally, side and stern lights and an amber towing light
in vertical line above the stern light. Towing lights have the same arc and
ranges of visibility as the stern light, except for the color, which is amber.
Rule 24(a)(v), When the length of the tow exceeds 200 meters astern. Measured
from the stern of the towing vessel to the stern of the towed vessel or last vessel
in the tow. A diamond dayshape is displayed on the towing vessel where it can
best be seen.
Rule 24(d), A power driven vessel 50 meters or greater in length shall show an
after masthead light. Towing vessels less than 50 meters in length may show an
after masthead light. Two masthead lights shall be shown when the length of the
tow astern is 200 meters or less.
Pushing Ahead - Rule 24(b), When a pushing vessel and a vessel being pushed ahead are
rigidly connected in a composite unit, they are regarded as a power driven vessel under
the Rules. A composite unit tow is where the towing vessel and towed vessel being
pushed ahead are mechanically connected together into a single composite unit.
A towing vessel pushing ahead, not part of a composite unit:

International - Rule 24(c), Shows two masthead lights in a vertical line, side
lights; and a stern light.
Inland - Rule 24(c), Shows two masthead lights in a vertical line, side lights; and
two (amber) towing lights in a vertical line.
International & Inland Rule 24(e)(i)(ii), A vessel or object being towed, other
than inconspicuous or partly submerged vessels or objects, shall exhibit:
(i) sidelights, (ii) a stern light.

Vessels Being Pushed Ahead That Are Not Part of A Composite Unit -
International - Rule 24(f)(i), Shall show side lights at the forward end.
Inland - Rule 24(f)(i), Shall show side lights and a special flashing yellow light
at the forward end.
International - Rule 24(f)(ii) A vessel being towed alongside shall exhibit a stern
light and at the forward end side lights.
Inland - Rule 24(f)(iii) When vessels are towed alongside on both sides of the
towing vessel a stern light shall be exhibited on the stern of the outboard vessel
on each side of the towing vessel, and a single set of side lights as far forward as
far outboard as is practicable, and a single special flashing light.
Inland - Rule 24(f)(ii) A vessel being towed alongside shall exhibit a stern light
and at the forward end side lights and a special flashing yellow light.
Inland - Western Rivers - Rule 24(1), On the Western Rivers (Except below the
Huey P. Long Bridge on the Mississippi River) and on waters specified by the
Secretary, a power-driven vessel when pushing ahead or towing alongside, except
for rigid composite units, shall exhibit:
Side lights, and two amber towing lights in a vertical line.
Partly Submerged Vessels or Objects - (INLAND & INTERNATIONAL)
Rule 24(g), International & Inland - Inconspicuous, partly submerged vessels or

objects or combination of such vessels or objects being towed shall exhibit:
If it is less than 25 meters in breadth, one all-around white light at or near the
forward and after ends shall be displayed.
25 meter or more in breadth, two additional all-around white light at or near the
extremities of its breadth; in order to mark the length and breadth of the vessel
or object.
If the tow exceeds 100 meters in length, additional all-around white lights are
required and placed so that the horizontal distance between lights does not exceed
100 meters.

A diamond shape is placed at the aftermost extremity of the last vessel or object
being towed. International - If the length of the tow exceeds 200 meters an
additional diamond shape where it can best be seen is located as far forward as
is practicable. Inland - The towing vessel at night may direct a search light in
the direction of the tow to indicate its presence to an approaching vessel.
Rule 24(h), International & Inland - Where from sufficient cause it is

impracticable for a vessel or object to be lighted or fitted with a diamond day
shape. All possible measures shall be taken to light the vessel or object towed,
or at least to indicate the presence of the unlighted vessel or object.
Rule 24(j), International & Inland - Where from any sufficient cause it is
impracticable for a vessel not normally engaged in towing operations to display
the lights prescribed by this Rule, such vessels shall not be required to exhibit
those lights when engaged in towing another vessel in distress or otherwise in
need of assistance. All possible measures shall be taken to indicate the nature of
the relationship between the towing vessel and the vessel being assisted. The
searchlight authorized by Rule 36 may be used to illuminate the towed vessel.
NOTE!
The special flashing yellow light has only one application in the
Navigation Rules. INLAND ONLY, towed vessels alongside or
being pushed ahead, not part of a composite unit.
Vessels Engaged in Dredging or Underwater Operations - Rule 27(d) (INLAND &

INTERNATIONAL).
A vessel engaged in dredging or underwater operations, and when restricted in her ability
to maneuver, shall exhibit the lights and day shapes as prescribed in Rule 27(b), for a
vessel restricted in her ability to maneuver. In addition, (figure 1-1-30) when an
obstruction exists, these vessels shall exhibit the following:
• Two all-around red lights, or by day two black balls in a vertical line to indicate
on which side the obstruction exists.
• Two all-around green lights, or by day two black diamonds in a vertical line to
indicate on which side a vessel may safely pass.

• When at anchor, the lights and day shapes prescribed by Rule 30 for an anchored
power driven vessel do not apply. Instead these lights and day shapes described
are exhibited.
Figure 1-1-30. Vessel Engaged in Dredging or Underwater Operations
Rule 27 (Inland) Lights on Dredge Pipelines (Moved from Annex V, 08/01/2014)

Dredge pipelines that are floating or supported on trestles shall display the following
lights at night and in periods of restricted visibility. One row of yellow lights, that must
be:
• Flashing 50 to 70 times per minute.
• Visible all around the horizon.
• Visible for at least 2 miles.
• Not less than 1 and not more than 3.5 meters above the water.
• Approximately equally spaced.
• Not more than 10 meters apart where the pipeline crosses a navigable channel.
Where the pipeline does not cross a navigable channel the lights must be
sufficient in number to clearly show the pipelines length and course.

Two red lights at each end of the pipeline, including the ends in a channel where the
pipeline is separated to allow vessels to pass (whether open or closed). The lights must
be:
• Visible all around the horizon.

• Visible for at least 2 miles.
• One meter apart in a vertical line with the lower light at the same height above
the water as the flashing yellow light.
Small Vessel Engaged In Diving Operations - Rule 27(e) (INLAND &

INTERNATIONAL).
Whenever the size of a vessel engaged in diving operations makes it impracticable to

exhibit the lights and day shapes for a vessel engaged in dredging or underwater
operations, the following shall instead be exhibited:
Three all-around lights in a vertical line; (red over white over red), or by day (figure
1-1-31) a "rigid" replica of the International Code flag "A" (Alpha).
The rigid (white and blue) flag Alpha must be not less than 1 meter (3.28 ft) in height.
It must be mounted so that it is visible from all around the vessel.

Figure 1-1-31. Small Vessel Engaged in Diving Operations
Vessels at Anchor - Rule 30 (INLAND & INTERNATIONAL).
Vessels less than 50 meters in length (figure 1-1-32).

1. One white all-around white light near the bow.
Vessels 50 meters and greater in length (figure 1-1-32).

1. One white all-around white light near the bow; one all-around white light near the
stern and lower in the vessel than the forward light.
A vessel at anchor may, and a vessel greater than 100 meters at anchor shall also use
available working or equivalent lights to illuminate her decks.
For a vessel at anchor, one black ball dayshape is displayed where it can best be seen.
The black ball must have a diameter of 0.6 meters.

Figure 1-1-32. Vessel at Anchor
Vessel Aground - Rule 30 (INLAND & INTERNATIONAL).
A vessel aground displays the appropriate anchor lights for her size. In addition, a vessel
aground (figure 1-1-33) will display two red all-around lights in a vertical line where best
can be seen. By day, three black ball dayshapes (0.6 meters in diameter) in a vertical line
where best seen.
A vessel of less than 7 meters in length when at anchor, not in or near a narrow channel,
fairway, or anchorage, or near where other vessels normally navigate is not required to
display the lights or shapes described in Rule 30.
A vessel of less than 12 meters in length, when aground, shall not be required to display
the lights or shapes described in Rule 30.
Inland - A vessel of less than 20 meters in length, when at anchor in a special anchorage
area designated by the Secretary, shall not be required to display the lights and shapes
described in Rule 30.

Rule 30 (Inland) (h) Lights on Barges at Bank or Dock (Moved from Annex V,
08/01/2014)
The following barges shall display at night and, if practicable, in periods of restricted
visibility the lights prescribed in this section:
• Every barge projecting into a buoyed or restricted channel.

• Every barge so moored that it reduces the available navigable width of any
channel to less than 80 meters.
• Barges moored in groups more than two barges wide or to a maximum width of
over 25 meters.
• Every barge not moored parallel to the bank or dock.
The barges described, shall carry two unobstructed white lights of an intensity to be
visible for at least one mile on a clear dark night, and arranged as described in the
following:
• On a single moored barge, lights shall be placed on the two corners farthest from
the bank or dock.
• On barges moored in group formation, a light shall be placed on each of the
upstream and downstream ends of the group, on the corners farthest from the bank
or the dock.
• Any barge in a group, projecting from the main body of the group toward the
channel, shall be lighted as a single barge.
• Barges moored in any slip or slough which is used primarily for mooring purposes
are exempt from the lighting requirements of this section.
• Barges moored in well-illuminated areas are exempt from the lighting
requirements of this section.

Seaplanes - Rule 31 (INLAND & INTERNATIONAL).
Where it is impracticable for a seaplane or Wing-in-Ground (WIG) craft to exhibit lights

and shapes of the characteristics or in the positions prescribed in the Rules of this Part
she shall exhibit lights and shapes as closely similar in characteristics and position as
possible.
Figure 1-1-33. Vessel Aground
3.6 Rule 7 Pertaining to Restricted Visibility
Risk of Collision - Rule 7 (INLAND & INTERNATIONAL).

Use any and all means available appropriate to the prevailing circumstances to determine
if such a risk exists with another vessel. If there is any doubt, such risk shall be deemed
to exist.
Proper use of radar equipment; long range scanning to obtain early warning of risk of
collision; radar plotting or equivalent systematic observations of detected objects.

Assumptions are not to be made on the basis of scanty information; especially scanty
radar information.
Risk of collision exists if the compass or radar bearing of an approaching vessel does not
appreciably change; the range of the approaching vessel is decreasing, this situation is
called Constant Bearing Decreasing Range (CBDR).
There are times when approaching a very large vessel or a tow at close range; there will
be an appreciable change in bearing. However, in some cases, risk of collision does exist
and a collision is highly probable.
3.7 Conduct of Vessels in Restricted Visibility - Rule 19 (INLAND &

INTERNATIONAL).
This Rule applies to all vessels not in sight of one another when navigating in or near
an area of restricted visibility.
1. The Rules contain no information concerning what distance should be used to

determine if visibility is restricted. Many authorities have recommended that the
range of visibility of the vessel's side lights be used as a measure, for example,
2 or 3 nautical miles.
2. Every vessel shall proceed at a safe speed adapted to the prevailing circumstances
and conditions of restricted visibility. Power driven vessel shall have her engines
ready for immediate maneuver.
3. Every vessel shall have due regard to the prevailing circumstances and conditions
of restricted visibility when complying with the Rules of section I of this part.
Rule 19, Conduct of Vessels in Restricted Visibility.
A vessel which detects by radar alone the presence of another vessel shall determine if
a close-quarters situation is developing and/or risk of collision exists. If so, she shall take
avoiding action in ample time, provided that when such action consists of an alteration
of course, so far as possible, the following shall be avoided:
An alteration of course to port for a vessel forward of the beam, other than a vessel being
overtaken.
An alteration of course towards a vessel abeam or abaft the beam.

Except where it has been determined that a risk of collision does not exist, every vessel
which hears apparently forward of her beam the fog signal of another vessel, or which
cannot avoid a close-quarters situation with another vessel forward of her beam, shall
reduce her speed to a minimum at which she can be kept on her course (bare
steerageway). She shall, if necessary, take all her way off and, in any event, navigate
with extreme caution until the danger of collision is over.
Summary of Rule 19:

1. Correlate the fog signal with radar data. Determine if a close-quarters or risk of
collision exists.
2. Proceed at safe speed. Reduce speed to bare steerageway if conditions warrant.
3. Have the engines ready for immediate maneuver. If necessary, take all way off
and navigate with extreme caution.
3.8 Sound Signals in Restricted Visibility - Rule 35 (INLAND &

INTERNATIONAL).
Underway - Vessels underway (UW) will sound fog signals on their whistle at intervals
not to exceed two minutes. Table 1-1-1, contains the required fog signals to be sounded
by each category of vessel under the Rules.
INLAND AND INTERNATIONAL WATERS (UNDERWAY)
CATEGORY FOG SIGNAL

Power driven vessel UW /making way 1 Prolonged blast
Power driven vessel UW /not making way 2 Prolonged blasts
Vessel not under command 1 Prolonged and 2 short blast
Vessel restricted in ability to maneuver 1 Prolonged and 2 short blast
Vessel constrained by draft 1 Prolonged and 2 short blasts

(International only)
Sailing vessel 1 prolonged and 2 short blasts
Vessel engaged in fishing 1 prolonged and 2 short blasts
Vessel engaged in towing or pushing 1 prolonged and 2 short blasts
Vessel towed, or last vessel in tow, if manned 1 prolonged and 3 short blasts
Table 1-1-1. Fog Signals (Underway)

Rule 35(f)(h) Inland and International - Vessels at anchor or aground will sound fog
signals at an interval not to exceed one minute. These fog signals are produced by a bell,
gong, and in some instance on the whistle. Table 1-1-2 contains the fog signals produced
on a bell and gong for vessels at anchor or aground.
Rule 35(d) - When at anchor, a vessel engaged in fishing or a vessel restricted in its
ability to maneuver when carrying out her work at anchor, shall instead sound 1
prolonged and 2 short blasts at an interval not to exceed two minutes.
INLAND AND INTERNATIONAL WATERS
CATEGORY FOG SIGNAL

Vessel at anchor, less than 100 meters in length Rapid ringing of a bell for 5 seconds
Vessel at anchor, 100 meters or greater in Rapid ringing of a bell forward for 5 seconds,
length followed by rapid sounding of a gong aft for 5
seconds
Vessel aground, less than 100 meters in length Three distinct strokes on a bell followed by
rapid ringing of a bell for 5 seconds followed
by 3 distinct strokes on a bell
Vessel aground, 100 meters or greater in length Three distinct strokes on a bell forward
followed by rapid ringing of a bell for 5
seconds followed by 3 distinct strokes on a
bell, followed by rapid sounding of a gong aft
for 5 seconds
Table 1-1-2. Vessel at Anchor or Aground Fog Signals
Rule 35(g) International, Rule 35(f) Inland - A vessel that is at anchor may in addition
sound three blasts in succession; namely, "one (1) short one (1) prolonged and one (1)
short blasts," to given warning of her position and of the possibility of collision to an
approaching vessel.
Rule 35(i) International, Rule 35(h) Inland - A vessel of less than 12 meters in length
shall not be obliged to sound the signals prescribed for vessels at anchor or aground. If
this vessel does not sound these signals, she shall make some other efficient sound signal
at intervals on not more than two minutes. Rule 35 (i) - A vessel of 12 meters or more
but less than 20 meters in length shall not be obliged to give the bell signals prescribed
for vessels at anchor or aground of this rule. However, if she does not, she shall make
some other efficient sound signal at intervals on not more than two minutes.

Rule 35(h) International, Rule 35(g) Inland - A vessel aground may in addition sound an
appropriate whistle signal (International Code of Signals, Pub No. 102).
A Pilot Vessel when engaged in pilotage duty may in addition to fog signals sound an
identity signal consisting of four (4) short blasts.
Rule 35(j) - Inland - The following vessels when anchored, in a special anchorage area
designated by the Secretary are not required to sound fog signals:
• A vessel of less than 20 meters in length.

• A barge, canal boat, scow, or other nondescript craft.
3.9 Rule of Good Seamanship/General Prudential Rule - Rule 2 (INLAND &

INTERNATIONAL).
Rule of Good Seamanship - Rule 2(a)

1. "Nothing in these Rules shall exonerate any vessel, or owner, master or crew
thereof, from the consequences of any neglect to comply with these Rules or of
the neglect of any precaution which may be required by the ordinary practice of
seaman, or by the special circumstances of the case."
2. Examples of where this Rule applies:
a. Adverse weather conditions.
b. Unusual conditions of load or trim.
c. Failure or degradation of any equipment important to safe navigation.
d. A proper watch must be maintained.
e. Proper lookout must be stationed.
f. The presumption of fault is made against a vessel which collides with an
anchored vessel.
g. Ships must not proceed at excessive speed.
h. An anchor watch must be maintained.
i. When risk of collision exists.
General Prudential Rule - Rule 2(b)

1. "In construing and complying with these rules, due regard shall be had to all
dangers of navigation and collision and to any special circumstances, including the
limitations of the vessels involved, which may make a departure from these Rules
necessary to avoid immediate danger."

2. This Rule provides for situations not specifically covered by the Rules as written,
or when a departure from the Rules is required when two or more vessels are
involved and one cannot comply with the Rules.
3. Examples of when it is required to invoke the General Prudential Rule:
a. Three or more vessels are approaching one another in close proximity.
b. A tug with tow astern proceeding with a strong current. (If she attempted
to stop, her tow would overrun her and collide).
c. One or two vessels leaving a slip. (Whistle signals are covered by the
Rules, however, there are no directions for maneuvering.)
d. A vessel unable to maneuver as required by the Rules due to a steering or
engine casualty.
e. Apparent physical conditions make obedience to the ordinary rules
impractical.
f. When the point of extremis/inextremis is reached. (In extremis is defined
as that point where the stand-on vessel finds herself so close to another
vessel that collision cannot be avoided by the action of the give way
vessel alone - court definition.)
g. A vessel proposes a departure from the Rules and the other vessel
consents. (A vessel departing from the Rules involves a certain degree of
liability.)
D. SAILING VESSEL OPERATIONS (4.0)
Basic Sailing Positions -

Close hauled. This is as close to the wind as a sailboat can sail effectively and in most
cases is about 45º off the true wind (Figure 1-4-1).
Close reach. This point is very similar to close hauled. You merely let your sails out
somewhat farther and change your course. All adjustments and precautions are the same.
You will go faster with the same wind than when close hauled, and the tendency to heel
will be somewhat less.
Beam reach. Slack the sails out until she sails with the wind at right angles to her course
without luffing. Use the same adjustments and precautions as before. This is usually the
fastest point of sailing and the tendency of the boat to heel will be still less.
Broad reach. You are on a broad reach when the wind is coming from slightly abaft of
the beam to a point on the quarter. Here again after getting on course the sheets are so
adjusted that the sails do not luff. Broad reaching is the easiest point of sailing and the
heeling is slight. Take care to keep the sails full and drawing.

Running. The wind is dead astern on this point of sailing. The speed is slow and the
wind appears to lull. There is little heeling. For the novice, running is hazardous
because of (1) the risk of an accidental jibe and (2) because the boat cannot be readily
stopped should an emergency require. Therefore, you should not try running or sailing
free in any except very light breezes until you have gained experience in preventing the
accidental jibe. When running, the boom is approximately at a right angle to the boat and
the wind is pushing you ahead. Keep weight aft to hold the bow up because the wind
force tends to bury the bow. You must be alert at all times for the slightest change in
course or wind direction, which may suddenly put the wind behind the sail. The result
is an accidental jibe; the sail and boom are whipped violently to the other side of. the
boat, possibly hitting you or the crew perhaps carrying away a stay or causing dismasting,
capsizing, or man overboard.
Figure 1-4-1 Basic Sailing Positions.

Changing Direction - Tacking, often called coming about, is the process of swinging the
bow of the boat through the eye of the wind (Figure 1-4-2).
This is a safe maneuver and can be smoothly executed with practice. You-the helmsman-
normally sit on the high side of the boat facing the sail, with your back to the wind. Have
the boat moving fast enough so that its momentum will carry it through the turn.

To start the turn push the tiller away from you (to the lee) causing the bow to turn into
the wind. Do not use too much rudder as it will act as a drag, slowing the boat. Hold
the tiller until the bow passes through the wind, until the boat comes almost to the new
course. Lightweight
boats require more
speed to carry them
through the turn.
The helmsman and
crew move to the
other side of the turn
progresses. The
helmsman retains his
hold on the
mainsheet, keeping it
clear of possible
snags as it moves
across the boat.
Little, if any, change
will be needed for
the mainsheet if the
point of sailing is the
same for the new
tack, e.g., tacking
from a close reach on
starboard to a close
reach on port.
Figure 1-4-2 The Tacking Process.
A single sheeted jib need not be tended. When double sheeted, one part is cast off and
the other cleated as the boat comes on new course. If, for any reason, the turn is not
completed, the boat will stop dead in the water with the bow pointing into the wind. She
is then said to miss stays or be in irons.

Getting Out of Irons - To get out of irons push the tiller in the direction you want the
bow to swing and hold the jib on the side opposite the tiller (Figure 1-4-3). This is back
winding the jib. These .two actions will create a turning moment as the wind begins
pushing the boat backward. On a light craft an oar or paddle will help swing the stern.
When the boat turns enough for the sails to catch the wind she will start moving forward.
Steer to your desired course and trim the sails to suit.
In a light breeze it is possible to assist the boat in turning when coming about by sculling
(quickly moving the tiller back and forth.) This must be done with more force in one
direction than the other.
Figure 1-4-3 Getting Out of Irons.
Tacking Downwind - Tacking, as previously discussed, is a zigzag series of courses to

windward. Under some conditions, for safety and comfort, you also tack downwind. That
is, sailing a series of broad reaches and coming about rather than jibing (Figure 1-4-4).
This is safer when running before a strong and gusty wind and the seas are rough. You
are much less likely to suffer an accidental jibe.

Controlled Jibe - Jibing is the maneuver of

swinging the stem of the boat through the eye of
the wind, Figure 1-4-5. It cannot be emphasized
too strongly that an accidental jibe is very
dangerous and should be guarded against.
After you have gained experience, learn to do a

controlled jibe. You might encounter a situation
where the only proper or safe maneuver is a jibe.
Always practice in light breezes and be very
cautious. For example: you are running before the
wind with your main boom far out to port
(starboard tack) as at the top of Figure 1-4-5. You
wish to get on the port tack. Lower the
centerboard all the way for additional stability.
Haul in on the mainsheet and maintain course
while doing so. Keep hauling on the mainsheet
until the boom is nearly amidships. Keep the
mainsheet clear so that it can run out freely and
quickly. Slowly and carefully steer to port This
will swing the stem through the wind. The wind
will then get behind the mainsail and tend to
swing the boom over rapidly. Keep your head low,
shift weight to the port side of the boat, being
careful not to get tangled in the mainsheet. To
ease the potential jolt, let the mainsheet out
smooth1y, controlling its run so the boom won't
slam into the shrouds. Move the tiller to center
and trim the jib to the new course. Always
remember to shorten the mainsheet in a jibe. This
limits the speed of the boom as it swings across.
Do not let the boom swing completely free from
one side to the other. On small boats the
mainsheet may be hauled in and payed out hand-
over-hand.
Figure 1-4-4 Tacking Downwind
Shortening Sail - As the wind freshens it becomes
necessary to reduce sail area.

Excessive heeling when sailing close hauled

(beating) is usually accomplished by an increase in
weather helm and indicates a need for sail area
reduction. When reaching, even though the angle
of heel may be acceptable, the increase of weather
helm can make it difficult to hold the boat from
rounding up into the wind. Similarly, when
running, steering control can be difficult. On
single masted vessels the first reduction of sail
area is usually a change to a smaller headsail (jib)
of heavier fabric. In any case reefing the mainsail
will sooner or later be in order. Many methods of
reefing have been devised. Currently the most
common used method is know as jiffy reefing, or
slab reefing.
Jiffy Reefing - A simple jiffy reefing system has

reefing lines permanently reeved for two reefs
should they be necessary (Figure 1-4-6). The first
reef, about 14% of the luff length, will reduce sail
area about 24% of sail area. The second reef,
about 16% of the luff length, will provide a
reduction of about 48% of sail area.
To put in a reef, steer the, boat into the wind until

the main is luffing. Slacken the main halyard until
the reef grommet can be put on one of the tack-
hooks attached on either side of the gooseneck,
and then set the halyard up again to tighten the
luff.
This operation can be facilitated if rings are

located on each side of the reef grommet and
connected through the grommet with a seizing of
dacron tape (Figure 1-4-8). One of these rings can
be placed on the tack-hook more easily than the Figure 1-4-5 The Jibing Process
grommet itself can.

Figure 1-4-7 Detail at Tack of Sail.
Figure 1-4-6 Setup For Jiffy Reefing.
If the bungee cord shown in Figure

1-4-7 is removed from the hook while
engaging the ring and then replaced, it Figure 1-4-8 Details of Stainless Steel Rings at
will hold the ring on the hook while the Reef Luff Grommets.
halyard is being set up.
The reef outhaul (earing) is secured on one side of the boom, usually port, passed up
through the reef grommet and then down to and through a cheek block on the other side,
usually starboard, and thence forward to a cleat near the mast. When the halyard has been
re-tightened the leech grommet is pulled aft and down with the reef outhaul, which is
then secured to its cleat on the mast. The shape of the sail can be controlled by
adjustment of the outhaul. The bunched up sail on the boom can be secured by reef
points or lace line passed through the grommets in the line of the reef. For short-term
reefing this is usually not done. Any battens below the reef points should be removed or
care taken so that they are not broken.

Lowering Sails - To lower the jib. position the coiled halyard so it will run free and
fasten the free end to prevent loss of the halyard Lower the sail smartly to the foredeck.
taking care that none of it falls overboard.
Unshackle the halyard from the head cringle and secure the shackle so it won't run up the
mast Remove, coil, and stow the jib sheets. Remove the sail in reverse order from
bending it on. Roll or crumple the sail and stow it in its bag with the tack cringle on
top. If you are going out again reasonably soon, the sail can be left on the forestay, tied
in a loose bundle, and fastened to the deck using a small line or the jib sheets.
To lower the main, position the coiled main halyard so that it will run free. Next, fasten
the bitter end to prevent it from going aloft. Some also use a stopper knot so that if the
end does get away it will not go through the masthead sheave. Position the boom crutch,
or set up the topping lift. Lower the sail smartly, landing the boom-in the crutch and
flaking the sail down on both sides of the boom. Flaking is the action of folding the sail
down alternately on opposite sides of the boom.
Be careful not to break any battens. Now haul the mainsheet tight and cleat it. to hold
the boom in position. Unshackle the halyard from the head cringle and secure the end
so that it cannot run up the mast out of reach. Keep all halyards away from the mast as
they will rattle in the wind and annoy others at the dock or mooring.
Remove the battens and stow them in a safe place. Unbend the sail by reversing the
bending-on procedure. Roll or crumple the sail and stow it in its bag with the clew
cringle on top.
If you are going out again reasonably soon, the sail can be left on, but slack the clew
outhaul after lowering the sail. Then loosely furl the main on the boom. Use canvas,
fabric stops, or an extra piece of line. Another option is to wrap the end of mainsheet
around the boom and sail to hold the sail in place. If you don't do this the wind may
catch the sail and blow it loose.

E. SAILING VESSEL MANEUVERING (5.0)
Getting Underway and Returning - Getting Ready to Get Underway - First check the
weather-not only what it is now, but what is predicted. Next check over the boat and
equipment. You should have a written checklist of items. Be especially careful in
checking standing and running rigging, safety equipment, and emergency gear. Bailout any
water.
Plan your actions. Consider the wind direction and force, the location of other boats, and
any obstructions. Bend on and inspect the sails. Be sure the sheets are free to run. Now
decide on your initial course and your destination. Also decide how you will actually get
started, be it from a mooring buoy, a pier, or a slip. The same principles apply when you
are returning. Make sure everything is ready before approaching the mooring buoy or
pier. Plan well in advance taking into account the direction and strength of the wind as
well as other boats or obstructions in your way. Decide where your fenders should be
and get them in place before you begin to tie up. Go slowly.
Leaving a Mooring - Hoist the sails. Normally hoist the main first and then the jib. Be
sure all the sheets are free. Make final inspection of the sails and running rigging. Hang
halyards on appropriate cleats or stow nearby. Cast off the mooring and secure any
mooring lines brought aboard. Let the head fall off. Assist this action by backwinding
the jib. When the sails begin to fill trim the sheets to get way on (Figure 1-5-1). Put
her on the previously planned course. While in a crowded harbor, you and the crew must
keep a sharp lookout for constantly changing conditions. As soon as possible all lines
should be properly arranged and
stowed.
Returning to a Mooring - When. returning to a mooring buoy you try to place the boat,
with no way on, in a position that permits the mooring float to be picked up at the bow
or amidships. The boat has no reverse gear, but you take the way off her by heading into
the wind and slacking the sheets so that she does not completely come about. She will
not stop immediately. Depending on the type of boat, the state of the wind and sea, and
her speed when you luff her, she will continue to move ahead (Figure 1-5-2). How far?
You learn by practice. The buoy may be approached by a skilled sailor from any point
of sailing, but learning is easier if you approach from a close reach or close hauled.
When downwind of the buoy, at a distance you expect she will shoot or carry to the
buoy, arriving with little or no way on, round her up into the wind.

Your crew will pick up the buoy and make the pendant fast. Sailing alone, your approach
is the same, except that you go forward to pick up the buoy or pick it up over the side
and move smartly forward to fasten the pendant A boat hook is helpful here.
Figure 1-5-1 Leaving a Mooring Buoy. Figure 1-5-2 Approaching a Mooring Buoy.

Leaving a Pier or Dock from its Leeward Side - When the wind is blowing off the pier
first hoist the sails, being sure the sheets are free. Normally hoist the main, then the jib.
Stow halyards properly. If alongside the pier take aboard docking lines and let the wind
blow the boat off. If in a slip, walk the boat well clear and then back the jib to turn the
boat (Figure 1-5-3). If necessary to sail downwind use jib only until well clear. When
well clear, trim the sheets, gain headway, and put her on the previously planned course.
While in a crowded harbor, you and the crew must keep a sharp lookout for constantly
changing conditions. Stow dock lines properly in their seagoing space. Take the fenders
in and stow them properly.
Docking on the Leeward Side - Docking is easier and safer on the leeward than the
windward side of the pier. Put out plenty of fenders. Come in slowly. At the proper time
(learned only by practice) slacken the sheets. The sails will luff to leeward and the boat
will stop alongside the pier. Make fast to the pier before the wind blows her off. Never
fend off with arms or legs. Even a slow moving boat, suddenly stopped, exerts
tremendous force. When using a boat hook or similar device never get between the end
of the pole and any part of the boat.
Figure 1-5-3. Leaving a Pier From Its Leeward Side.

Leaving a Pier from its Windward Side - When the wind is blowing directly onto the
pier, it is much more difficult to depart under sail alone. If the vessel is large, it may be
necessary to get away from the dock by using a dinghy to pull the bow out into the wind.
Another practical way to get a smaller sailboat away from the dock under these conditions
involves a single long line (Figure 1-5-4). We will assume here that the boat is tied up
port side to the dock. First, secure a short line to the port aft cleat and the dock. The boat
will pivot on this line.
Next, secure a long line to the bow of

the boat and run it down the starboard
side to some point (cleat, pole, etc.)
on the dock well behind the boat.
Bring the line around the cleat (or
pole) back on board the boat Make
certain this line can easily be brought
back aboard when the maneuver is
complete. Now, begin to pull on this
line as another person (or yourself if
single handed) pushes the bow out
with a long boat hook. The bow will
begin to come about into the wind.
The final step is to raise the jib, cast

off the port aft line, pull the long line
back aboard and sail away from the
dock. There are other ways to
accomplish this difficult maneuver.
Each solution depends on the
circumstances. The important fact
here is that it can be done.
Practice - Becoming an experienced

sailor involves hours of practice.
Practice every conceivable action until
it becomes virtually automatic and Figure 1-5-4 Leaving a Pier From its Windward
instinctive. Side.

'This will not only make you a better sailor, it will make you a safer sailor. Whenever
you practice docking and undocking maneuvers, make certain you have enough room and
can safely avoid contact with any other boats or stationary objects.
F. HEAVY WEATHER PROCEDURES (6.0)
Preparation Measures and Procedures - Sooner or later, the weather will catch you. Here
are some suggestions to help you be prepared when it does:
A. Don life preservers.

B. Head into the wind.
C. Release all sheets.
D. Lower centerboard all the way.
E. Secure boom in boom crutch.
G. Secure all loose gear.
H. Anchor unless you have plenty of room.
L. Sit on the floorboards.
J. If lightning is expected, ground the shrouds with bare wire or chain
hanging in the water.
K. If the wind is very strong you may want to use a drogue or sea anchor. A
long bight of line can also be trailed astern.
L. In a severe squall run before the wind under bare poles (no sails.) You
will need a lot of open water to do this.
Capsizing -
A. Check the crew~Be sure all are present, uninjured, and have life preservers on.
B. Stay with the boat. Most small boats will stay afloat and support the crew.
C. Right the boat as follows:
1. Clear away loose lines.
2. Gather loose gear (particularly the bailer), tie in a bundle and tie to the
boat.
3. Lower the sails and tie into a loose bundle.
4. If the centerboard is not down, lower it.
5. Stand on the centerboard and grasp the shrouds. Have crew members push
up on the mast or shrouds while threading water.
6. If the end of the mast is under water have a crew member push a cushion
or spare life preserver under the mast to get it out of the water.

Once the Boat is Righted -
1. Bail partially before getting in. You may have to plug the centerboard trunk. As
the boat gains buoyancy you may carefully board her over the stern.
2. When you do get in, sit on the bottom to reduce chance of capsizing again. The
boat has a very fragile trim and is very unstable until all the water is removed.
3. Finish bailing and get everything on board and in place or properly stowed.
4. Check the rigging for damage. If everything is OK, hoist the sails, check them
for damage, and sail on.
Heaving To - Heaving To is a very safe position to be in. In fact, Heaving To has its
origins in heavy weather sailing where sailors would ride out rain, strong winds and high
seas in a Hove To position miles off shore where the water is far too deep to consider
anchoring. If you have a choice of which tack you can heave to on, it is probably better
to heave to on a starboard tack. Since you are still considered to be a vessel 'under way',
you must adhere to the rules of the road.
To put your boat into a heave to on a starboard tack, you will start by sailing on a port
tack. The initial phase of Heaving To is like tacking (turning the bow of the boat through
the wind). Turn the bow of the boat through the wind. On a Heave to maneuver, it is not
as important to maintain boat speed since you intend on coming to a stop anyway. It is
however, important to maintain enough boat speed to carry the bow of the boat through
the wind.

Leave the foresail (jib or genoa) sheet cleated and do not pull the foresail across the face
of the mast to the other side of the boat. In other words, the crew will allow the foresail
to back onto itself. It is a good practice to shorten (reef) your foresail before you tack so
that when the foresail backs onto itself, it will not be rubbing up against the shrouds (side
stays).
As the boat Comes About, the mainsail will be eased out to spill wind. The boat will
begin to slow.
Since the foresail is backed onto itself, the wind on the foresail will want to push the
bow of the boat Leeward (down wind).
To counter the bow of the boat from turning down wind, slowly turn the bow of the boat
to windward (back up into the wind). You are trying to stall the boat but you do not want
to tack. This may require feathering the boat (turning into the wind and then slightly
down wind) until the boat slows to a near stall.
The wind on the backed foresail will continue to want to force the bow of the boat
leeward. To counter this effect, the rudder remains turned to force the bow to the
windward. Once the boat has settled in its heave to position, you will need to keep the
rudder turned to windward. Tighten the wheel brake or if you are using a tiller, tie a line
to the tiller arm and then tie it off to the leeward stern cleat.
In essence, the wind catches the backed foresail pushing the bow down wind and the boat
begins to slowly move. The movement of the boat and the angle of the rudder force the
bow of the boat back into the wind. The boat then stalls and drifts until the wind is able
to force the bow leeward and the whole process repeats itself.
The final effect of this is that the boat rests in the water, moving ever so slightly, the
constant struggle between the wind on the foresail and the counteraction of the rudder are
imperceptible. The foresail remains backed and taught (stretched tightly) so it is not
luffing (flapping). The main sail has been eased out so that it catches little if any wind
and there is no risk of the boom swinging across the boat.
You can adjust the position of the bow by changing the position of the mainsail.
Tensioning the mainsheet and moving the mainsail in slightly closer to the boat will cause
the boat to head up more into the wind. Easing the mainsheet will move the mainsail
more outboard and will cause the boat to lie more across the wind.

In Heavy Weather you will want the bow angled more sharply into the waves - you do
not want to be lying broadside to the waves so you will have more tension on the
mainsail.
Positioning the boat in a heave to position is all about boat balance. Ideally you want the
boat lying at about a 45º angle to the wind and waves. Adjust the mainsail so that the
boat is not swooping upwind and then being knocked downwind by wind and waves. The
boat should hold it's position moves at close to a 45º angle.
Different boats require different adjustments of rudder, foresail and mainsail to be

properly positioned in a Heave To. Practice the 'Heave To' in different kinds of weather
to see how the boat acts differently. If you encounter strong winds and need to Heave To,
your practice in moderate winds will be have been a great asset.
How to get out of a Heave To position?
Unlock the wheel or untie the tiller. The crew will take up some tension on the mainsail
to start the boat moving forward. This forward movement will allow the Skipper to gain
control of the steering. (A boat needs forward movement to steer.)
The backed foresail will be allowed to ‘blow through’ by uncleating the windward sheet
and by securing the leeward sheet. The boat is now moving forward and you are no
longer in a Heave To position – it’s as simple as that.
G. ONBOARD ACCIDENTS AND INJURY (7.0)
Man Overboard - Falling overboard can be a very serious problem. With small boats it
may not cause a critical problem. Small boats tend to be more maneuverable. The fall is
unlikely to cause injury.A small boat is also likely to be in sheltered waters during
daylight hours with other boats around. The topsides are low so crawling back into the
boat may not be difficult for young agile people.
Falling overboard from a cruising boat in open water is a different matter. The victim
may be older and less agile. It may be dark. The boat is much less maneuverable. There
may be a sea running. There are no other boats around. You may not be missed
immediately. Those left on board may have little experience, particularly with something
like this. The topsides are high, so that recovery is difficult. Your water-soaked clothing
is heavy, making it difficult to get back onboard. By far the best remedy is prevention.
Take precautions not to fall overboard. DON'T LET IT HAPPEN TO YOU.

Prevention. There are some things you can do to lessen the chances of falling
overboard. Passengers should NOT stand in small boats underway or sit with their legs
dangling over the side. Deck-gripping shoes are the best footwear; bare feet are not
acceptable.
Keep your weight low and. close to the boat's centerline when moving around in small
boats. Equip sailboats with through-bolted life-line stanchions and install safety netting
if there are children aboard. In bad weather, attach crew members to special safety lines
with harnesses. It is difficult to find and recover a person lost overboard, especially in
poor visibility.
Recovery Procedures. Shout "Man Overboard" (figure 1-7-1-A) immediately to everyone

on board and especially to your helmsman! If the victims not wearing a life preserver,
toss one to him, even if he can swim. It will mark the site and give the victim something
buoyant to grasp. Assign someone to point constantly at the victim and never let the
person out of sight. Reduce boat speed immediately and begin to turn the boat as quickly
as possible so that the boat stays close to the victim.
Under sail, use the Quick-stop maneuver. Sailing with main and jib only, immediately
head up and tack (figure 1-7-1-B). Leave the jib cleated to slow the boat. If a Life sling
system is hung on the stern pulpit with the polypropylene line attached to the boat,
remove the Life-sling from its bag and throw it overboard (figure 1-7-2-C). If upwind
of the victim, continue the turn to fall off the wind.
The jib will be aback and hasten the turn. If help is available, the jib may now be roller
furled or dropped on deck inside the lifelines still cleated. Otherwise, leave the jib up.
Straighten out until abeam of the victim, heading directly downwind; then jibe. Continue
the turn around to a position just a boat length to leeward of the victim.
If the Life-sling is deployed, continue to circle the victim (figure 1-7-2-D) to draw the
trailing line in toward the victim until contact is made (figure 1-7-2-E). If a Life-sling is
not used, throw a heaving line to the victim. Until the victim has a line, circle, staying
clear, but close aboard. When contact is made, the victim dons the Life-sling, if available.
Turn the boat towards head-to-wind with the victim on the windward side. Stop the boat.
Shut down the engine if it's running. Drop the sails. Pull the victim in, snug and high,
head out of the water, against the windward side of the boat and secure the line.
Complete maneuver, see figure 1-7-2-F.

It is extremely difficult to get a man overboard out of the water and back aboard. This
is true even with strong swimmers in life jackets and in excellent physical condition. In
a real life-threatening crisis, the difficulty is increased because people are tired, cold,
exhausted, and frightened.
In a boat with low freeboard, you may be able to assist a person to climb aboard. To
prevent capsizing a small boat you may need to move weight to the opposite side. The
best location to bring a person aboard in a small boat if the water is calm enough is over
the transom. Watch out for hot outboard motors, sharp propellers, or depth sounder
brackets.
Figure 1-7-1. Man Overboard Quick Stop Recovery. A-Shout

“Man Overboard.” B-Head into the Wind, Throw Life Preserver.
On larger boats with a full crew, lift the victim aboard. Shorthanded, use a swim
platform, ladder, or winch the victim aboard. Ladders generally work well only in calm
conditions and when the person in the water is still in good shape. Their use by anyone
weakened by cold or the exertion of swimming has proven ineffective and can be
dangerous in rough water, especially those mounted on the transom. In rough water bring
the victim to the boat amidships.

Figure 1-7-2. Man Overboard Quick Stop Recovery. Illustrations C through F.
Improvised hoisting slings using nets or sails to scoop up the victim have proven very
difficult to use. Other improvised solutions such as a rope ladder, or a knotted line may
not work effectively under adverse conditions. Have proper recovery equipment aboard
before going out
To winch someone aboard, connect a block and tackle (the boom vang tackle on a
sailboat, for example) to the main halyard shackle and raise the main halyard until the
shackle end is some ten feet above the deck. Secure the halyard. On a power boat connect
to a high secure point such as a padeye on the flybridge. Connect the other end of the
block and tackle to the Lifesling harness.
Reeve the bitter end of the block and harness line through a turning block near the
windward rail (the jib sheet block, for example) and then to a winch. Winch the victim
up and over the life lines. These procedures assume the victim is conscious and rational,
and that he has been able to grab the sling or line. If the victim is unconscious or weak,
a strong swimmer can go overboard with the sling and a life jacket on or a safety line
and life jacket on and be retrieved with the victim. Remember if you send someone into
the water to help, there are now two people to get back aboard instead of one.
Practice whatever procedure you plan to use before an incident occurs. Needing to recover
someone under adverse conditions is not the best time to be practicing.

AUXILIARY SAIL
PRACTICE EXERCISE 1.0 through 7.0
For items 1 through 20, circle the letter of the correct response. You will need to refer
to the Auxiliary Sail Diagrams & Illustrations booklet to answer some questions.
1. BOTH INTERNATIONAL & INLAND Power-driven vessels must keep out of the
way of sailing vessels except __________.
A. in a crossing situation
B. when they are making more speed than the power-driven vessel
C. when the sailing vessel is overtaking
D. on the Inland Waters of the United States
2. BOTH INTERNATIONAL & INLAND You see ONLY the light shown (Diagram
80). This could be a __________.
A. law enforcement vessel

B. vessel on pilotage duty vessel
C. engaged in fishing
D. sailing vessel
3. BOTH INTERNATIONAL & INLAND A 15-meter sailing vessel would be required

to show __________.
A. sidelights, stern light, and a red light over a green light on the mast
B. sidelights, and stern light, but they may be in a combined lantern on the mast
C. separate sidelights and stern light
D. sidelights only
4. BOTH INTERNATIONAL & INLAND A 22-meter sailing vessel when also being
propelled by machinery shall show during daylight hours a .
A. black diamond
B. black cone
C. black ball
D. basket

UNIT - AUXILIARY SAIL PRACTICE EXERCISE
5. BOTH INTERNATIONAL & INLAND If two sailing vessels are running free with
the wind on the same side, which one must keep clear of the other?
A. The one with the wind closest abeam

B. The one to windward
C. The one to leeward
D. The one that sounds the first whistle signal
6. A ketch is a sailing vessel with __________.
A. one mast
B. two masts: with the mizzen stepped abaft the rudder post
C. two masts: with the mizzen stepped forward of the rudder post
D. two masts: a foremast and a mainmast
7. A sailing vessel with the wind coming from 050° relative would be __________.
A. close hauled on the starboard tack

B. reaching on a starboard tack
C. on a broad reach on a port tack
D. running before the wind
8. A sloop is a sailing vessel with __________.
A. one mast
9. What is the purpose of a centerboard when sailing on a tack?
A. To reduce heeling of the vessel

B. To add weight stability
C. To reduce side slip of the vessel
D. To prevent the vessel from jibing

10. Which action will NOT reduce heeling of a vessel when sailing on a tack?
A. Heading up until your sails begin to luff

B. Easing sheets
C. Reefing sails
D. Changing to larger sails
11. Which is standing rigging?
A. Halyards
B. Stays
C. Sheets
D. Downhauls
12. Most recreational sailing craft have triangular sails and are said to be
______________.
A. Gaff rigged
B. Spinnaker rigged
C. Marconi rigged
D. Square rigged
13. A ketch is a sailing vessel with _________________.
A. one mast
14. Which fitting is used to connect the boom to the mast?
A. Clevis pin
B. Gunter-lug
C. Gooseneck
D. Transom

15. A stay is _____________.
A. standing rigging
B. a downhaul
C. a halyard
D. a jib
16. The vertical (upright) edge of the sail is called the _____________.
A. leech
B. clew
C. luff
D. headboard
17. Which is a part of a vessel’s standing rigging?
A. Sheet
B. Backstay
C. Topping lift
D. Downhaul
18. A deep keel or centerboard on a sailing vessel increases the ____________.
A. resistance to lateral movement

B. length-depth ratio resulting in a faster hull design
C. height of the center of gravity above the hull resulting in a more stable vessel
D. mast height to compensate for increased lateral resistance
19. Which line would be used to hoist a sail?
A. Forestay
B. Halyard
C. Mainsheet
D. Foreguy

20. The parts of the sail shown in diagram D003SL are correctly labeled EXCEPT the
__________.
A. head
B. leach
C. luff
D. tack
ANSWER KEY
1. RR33 C
2. RR103 D
3. RR117 B
4. RR125 B
5. RR377 B
6. SA166 C
7. SA289 A
8. SA366 A
9. SA3732 C
10. SA4178 D
11. B
12. C
13. C
14. C
15. A
16. C
17. B
18. A
19. B
20. SA2871 C
1-79
(reverse blank)

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AUXILIARY SAIL

1 SAILING VESSEL TERMINOLOGY (1.1 THROUGH 1.4).. . . . 1-3

1. A sailboat cannot be sailed closer than 45º into the wind;

1-3 ©2007 George L. Trowbridge

1-4 ©2007 George L. Trowbridge

The people on board a

The rudder, controlled by the

Figure 1-1-2 Centerboards, Daggerboards and Leeboards.

1-5 ©2007 George L. Trowbridge

Note that the rudder

1-6 ©2007 George L. Trowbridge

Figure 1-1-4 Parts of a Typical Small Sailboat Hull.

B. SAILING VESSEL RIGS (2.0)

Spars- The mast is a vertical spar. It’s lower

The boom, a more or less horizontal spar

When the mainsail is not raised, the boom

1-7 ©2007 George L. Trowbridge

Turnbuckles are used to apply tension to the

Turning the housing one way pulls the two screw

Turning the housing the opposite way moves the

Figure 1-1-6 Turnbuckle and Chain

1-8 ©2007 George L. Trowbridge

The track for the foot is

Track slides are lashed at

1-9 ©2007 George L. Trowbridge

Figure 1-1-8 Parts of Jib and Mainsail. Figure 1-1-9 Details of

Figure 1-1-10-A Track and Slide Figure 1-1-10-B Roped Sail in

1-10 ©2007 George L. Trowbridge

Figure 1-1-11 Details of Jib.

1-11 ©2007 George L. Trowbridge

Figure 1-1-12 Running Rigging.

1-12 ©2007 George L. Trowbridge

Figure 1-1-13 Details of an Outhaul on a Boom.

Though the mainsail luff is apparently tightly

Figure 1-1-14 Details of Boom

1-13 ©2007 George L. Trowbridge

Figure 1-1-15 Mainsheet and Jib Rigging Details.

1-14 ©2007 George L. Trowbridge

C. NAVIGATION RULES OF THE ROAD (3.0)

The Rules of the Road serve Five Major Purposes:

An enforcement agreement was enacted which considered the following:

Rule 1 - Three major sets of rules comprise Rule 1.

1-15 ©2007 George L. Trowbridge

1. Vessel - Every description of water craft. (Includes non-displacement craft,

1-16 ©2007 George L. Trowbridge

8. Underway - A vessel, which is not at anchor, made fast to the shore or

Rule 6 - Safe Speed (INLAND & INTERNATIONAL).

1-17 ©2007 George L. Trowbridge

Rule 7 - Risk of Collision (INLAND & INTERNATIONAL).

Rule 8 - Action to Avoid Collision (INLAND & INTERNATIONAL).

1. Any action taken to avoid a collision SHALL BE TAKEN IN ACCORDANCE

1-18 ©2007 George L. Trowbridge

Rule 9 - Narrow Channels (INLAND & INTERNATIONAL).

1-19 ©2007 George L. Trowbridge

(INLAND & INTERNATIONAL)

b. INTERNATIONAL - In a narrow channel or fairway when overtaking, can

(INLAND & INTERNATIONAL)

1-20 ©2007 George L. Trowbridge

Rule 10 - Traffic Separation Schemes (TSS) INLAND & INTERNATIONAL.

1-21 ©2007 George L. Trowbridge

m. A vessel restricted in her ability to maneuver when engaged in an

3.2 STEERING AND SAILING RULES. Subpart II - Conduct of Vessels in Sight of

Rule 11 - The Rules in Subpart II apply to vessels in sight of one another.