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Fog signal frequency
On Mon, 1 Sep 2003 23:46:33 -0400, "Scott Vernon"
wrote: mmmmmmm, why would they require different fog signals for power vs sail if there is no pecking order in fog? The pecking order remains the same in fog. A simple memory aid: One prolonged blast (power underway)- moving (one word) Two prolonged blasts (underway, no way on - adrift) - not moving (two words) One prolonged blast, 2 short blasts - Almost all others (three words) All within two minutes. There are other requires sounds (ringing bells for anchored vessels), but the memory aid covers most situations encountered by most recreational sailors. Jack __________________________________________________ Jack Dale Swiftsure Sailing Academy Director/ISPA and CYA Instructor http://www.swiftsuresailing.com Phone: 1 (877) 470-SAIL (toll free) __________________________________________________ |
#2
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Fog signal frequency
"Jack Dale" wrote in message
... On Mon, 1 Sep 2003 23:46:33 -0400, "Scott Vernon" wrote: mmmmmmm, why would they require different fog signals for power vs sail if there is no pecking order in fog? The pecking order remains the same in fog. A simple memory aid: One prolonged blast (power underway)- moving (one word) Two prolonged blasts (underway, no way on - adrift) - not moving (two words) One prolonged blast, 2 short blasts - Almost all others (three words) Well it is even more logical than that. Two long is morse M which has the meaning 'my vessel is stoppped and making no way through the water' long short short is morse D which has the meaning 'my vessel is restricted in its ability to manoeuvre ....'. The signals have those same meanings by sound or light in good visibility. The 'normal' rules only apply to vessels within sight of each other, ie NOT just detected on radar or heard. So it is a completely different game in restricted vis. in a sense it is therefore true that there is no pecking order but it is obviously desirable to know if you are dealing with a power vessel that can manoeuvre easily or one that cannot. Thanks for the comments above; I take the point about varying the interval in case you are exactly overlapping an automatic system. However, giving an inexperienced crewmember a watch and precise instructions is easier than requesting some wobble ! Steve (OP - different machine) |
#3
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Fog signal frequency
For example wrote:
Well it is even more logical than that. Two long is morse M which has the meaning 'my vessel is stoppped and making no way through the water' long short short is morse D which has the meaning 'my vessel is restricted in its ability to manoeuvre ....'. Not quite, D actually means "I am manoeuvring with difficulty" which is not exactly the same thing. But similar, I'll grant you. But the single long blast, T, means "I am engaged in pair trawling". I think that knocks your theory on its head. |
#4
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Fog signal frequency
Jack Dale wrote:
On Mon, 1 Sep 2003 23:46:33 -0400, "Scott Vernon" wrote: mmmmmmm, why would they require different fog signals for power vs sail if there is no pecking order in fog? The pecking order remains the same in fog. Which pecking order is that? The one defined in the section titled "Conduct of Vessels in Sight of One Another"? |
#5
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Fog signal frequency
Subject: Fog signal frequency
From: Jack Dale Date: 09/01/2003 21:49 Pacific Standard Time Message-id: On Mon, 1 Sep 2003 23:46:33 -0400, "Scott Vernon" wrote: mmmmmmm, why would they require different fog signals for power vs sail if there is no pecking order in fog? The pecking order remains the same in fog. G OK, Jack, ....Same question to you I've put to others on this issue. If a RAM, NUC, sail, fishing, and powerdriven vessel (engaged in towing), all make the same signal, in fog, ..... how can there be a pecking order, as exist in clear visibility? Shen liked the memory aid |
#6
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Fog signal frequency
It's clear that's there's an abreviated pecking order in
restricted visibility. The full pecking order is there but in the background. It comes out of the background the instant vessels in restricted visibility come withing sight of each other visually. The different fog signals allow vessels to be aware of the pecking order and be ready to heed the in-sight rules which may come into play. This realization of status means a pecking order always exists though Rules concerning it in detail may not be in immediate play. The fact that vessels eventually come in sight if they remain on a collision course for too long means they had damned better well be aware of their status in the pecking order especially if they are a motor boat which is the lowliest form of vessel (except seaplane) in the scheme of things. S.Simon - a Captain who's serious about sailing "Shen44" wrote in message ... Subject: Fog signal frequency From: Jack Dale Date: 09/01/2003 21:49 Pacific Standard Time Message-id: On Mon, 1 Sep 2003 23:46:33 -0400, "Scott Vernon" wrote: mmmmmmm, why would they require different fog signals for power vs sail if there is no pecking order in fog? The pecking order remains the same in fog. G OK, Jack, ....Same question to you I've put to others on this issue. If a RAM, NUC, sail, fishing, and powerdriven vessel (engaged in towing), all make the same signal, in fog, ..... how can there be a pecking order, as exist in clear visibility? Shen liked the memory aid |
#7
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Fog signal frequency
ROFL I've enjoyed watching you reword your responses to this over time,
in a vain attempt to qualify your statement. However, for those of us who have run in thick fog, where you never see the other guy no matter how close you get, and keeping the issue to that simple premise .... while you are in fog, there is NO pecking order regarding "stand-on" "giveway".....what it's all about. Now, to play your game, does this signal give a hint as to the fact you may not be dealing with a simple powerdriven vessel? Of course. But, does it in any way tell you how you may have to maneuver? No.... insufficient information, and even YOU know one must not make decisions based on "scanty" information. otn Simple Simon wrote: It's clear that's there's an abreviated pecking order in restricted visibility. The full pecking order is there but in the background. It comes out of the background the instant vessels in restricted visibility come withing sight of each other visually. The different fog signals allow vessels to be aware of the pecking order and be ready to heed the in-sight rules which may come into play. This realization of status means a pecking order always exists though Rules concerning it in detail may not be in immediate play. The fact that vessels eventually come in sight if they remain on a collision course for too long means they had damned better well be aware of their status in the pecking order especially if they are a motor boat which is the lowliest form of vessel (except seaplane) in the scheme of things. S.Simon - a Captain who's serious about sailing "Shen44" wrote in message ... Subject: Fog signal frequency From: Jack Dale Date: 09/01/2003 21:49 Pacific Standard Time Message-id: On Mon, 1 Sep 2003 23:46:33 -0400, "Scott Vernon" wrote: mmmmmmm, why would they require different fog signals for power vs sail if there is no pecking order in fog? The pecking order remains the same in fog. G OK, Jack, ....Same question to you I've put to others on this issue. If a RAM, NUC, sail, fishing, and powerdriven vessel (engaged in towing), all make the same signal, in fog, ..... how can there be a pecking order, as exist in clear visibility? Shen liked the memory aid |
#8
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Fog signal frequency
"otnmbrd" wrote in message ink.net... ROFL I've enjoyed watching you reword your responses to this over time, in a vain attempt to qualify your statement. However, for those of us who have run in thick fog, where you never see the other guy no matter how close you get, and keeping the issue to that simple premise .... while you are in fog, there is NO pecking order regarding "stand-on" "giveway".....what it's all about. Now, to play your game, does this signal give a hint as to the fact you may not be dealing with a simple powerdriven vessel? Of course. But, does it in any way tell you how you may have to maneuver? No.... insufficient information, and even YOU know one must not make decisions based on "scanty" information. Listening to the fog signal most certainly may give you information on how to maneuver. For example, you are operating a motor boat. You hear dead ahead of you one prolonged blast/ two short blasts. You slow down some more. Two minutes you hear the same signal but now it's bearing approx 350 degrees. Two minutes later you hear it bearing approx 340 degrees. You don't have to assume, you know the vessel has crossed your path but and unless it is very very long or is a towboat with a very very long hawser that it would be you may be clear. You assume the worst case scenario that it is a towboat with a hawser a quarter mile long so you slow down even more and turn 30 degrees to starboard. Now, tell me you aren't the give way vessel. S.Simon - a Captain who's familiar with the intricacies of the Rules |
#9
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Fog signal frequency
Comments interspersed. Simple Simon wrote: Listening to the fog signal most certainly may give you information on how to maneuver. For example, you are operating a motor boat. You hear dead ahead of you one prolonged blast/ two short blasts. You slow down some more. Two minutes you hear the same signal but now it's bearing approx 350 degrees. Two minutes later you hear it bearing approx 340 degrees. With a fog signal, it would be very hard to locate the bearing of the signal this closely .... something you still fail to understand. It will take a good deal of time, just using the sound, to get an actual feel for direction of movement of the other vessel, unless they are traveling at a good rate of speed, and even then it will take awhile .... hence the reason for slowing to bare steerage or stopping. You don't have to assume, Never Assume. you know the vessel has crossed your path but and unless it is very very long or is a towboat with a very very long hawser that it would be you may be clear. You assume the worst case scenario that it is a towboat with a hawser a quarter mile long so you slow down even more and turn 30 degrees to starboard. I would consider 30 degrees in zero visibility, too little..... better to stop and let them clear astern or at least abaft the beam. Now, tell me you aren't the give way vessel. Course you are and so is the other guy. There is NO stand-on status in fog nor pecking order, nor one vessel which must consider itself the sole "giveway" vessel, based on sound signals. ALL vessels are required to maneuver in the same way, to the extent possible for their condition, if at all. IOW you on your sailboat, must reduce speed to that necessary to keep yourself on course, or stop and at any rate navigate with extreme caution, until the danger has passed ... no special treatment .....if you're NUC, you sit there and pray. S.Simon - a Captain who's unfamiliar with the intricacies of the Rules otn |
#10
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Fog signal frequency
"otnmbrd" wrote in message ink.net... With a fog signal, it would be very hard to locate the bearing of the signal this closely .... something you still fail to understand. It will take a good deal of time, just using the sound, to get an actual feel for direction of movement of the other vessel, unless they are traveling at a good rate of speed, and even then it will take awhile .... hence the reason for slowing to bare steerage or stopping. I disagree. Perhaps it's easier to pinpoint a fog signal from the cockpit of a small, quiet sailboat than a huge, noisy metal ship from which the sound bounces off the structure. But, that's your cross to bear and not mine. I'll sail along at my normal speed which is always a safe speed because my greatest possibly speed is still slow enough to be a safe speed while it is incumbent upon motor vessels that rarely travel at a safe speed to slow down. What you motor boaters seem to never realize no matter how many times you have it explained to you is that slowing down to a safe speed is only necessary if you are going at an unsafe speed to begin with. I can be going at hull speed which is a safe speed for me - all of seven knots and turn 360 degrees and stop my sail boat in its own length. I have that much maneuverability. If turning and stopping in one boatlength is not safe then nothing is. So, in real life, I don't have to slow down to a safe speed because I'm already proceeding at a safe speed. This is NOT the case with motor boats traveling at some of the outrageous speeds they can attain. The Rule stating to slow down to a safe speed applies only to them and not to a small sailboat that cannot possibly go faster than a safe speed. The bottom line is I stand on because it is safe for me to stand on while a motor vessel slows down (gives way) which makes the motor vessel the give way vessel whether or not he wishes to believe it because of some sordid sense of pride that he is 'better' than some mere rag-bagger. This is how life works. Get over your false pride and live with the facts of life. You'll be much happier and things will be much safer for sailboaters everywhere. S.Simon - a Captain who takes sailing seriously |
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