Jib sheet bowlines revisited
 

There was a bit of a too-do here recently about bowlines in jib sheets
coming undone. I think it was roughly 50-50 between those who had
experienced it and those who were sure that anyone it had happened to
was a complete lubber who couldn't tie their shoe laces without their
mother's help. Maybe it was 60-40, anyway....

In my continuing obsession with the nearly one hundred bucks worth of
Sta-Set X in my basement, I tried tying some bowlines in it. Maybe
I'm getting weak in my old age but no amount of finishing and
tensioning would produce a knot that I couldn't loosen with some
shaking. I assure you, I know how to tie a bowline. I was tying them
before most of you were born. This rope is pretty springy. I
wouldn't trust a jib sheet bowline in this stuff without a back up
seizing on the bitter end until it had been used for a few sails in a
good wind.

--

Roger Long

Jib sheet bowlines revisited
 

wrote

Never had any trouble with the bowlines coming out, and I think you
will find you don't in
practice either.

I doubt you would with the well disciplined sail handling of a racer.
A few tacks to set the knots may be enough for even the flogging of a
botched tack. I wouldn't want to tie one of these on and then go
right out and let it flog though.

Thanks for the insight on the gloves. That's exactly the information
I was looking for in my other post.

OTOH, if half the stretch (1.5% vs. 3% at 15% load) would save having
to uncleat and do a half crank after full load comes on the sheet
after each tack, there could be less wear and tear on the hands in the
close in daysailing we do a lot of. That difference works out to just
about the amount of sheet I often find myself sweating in shortly
after each tack.

Then again, I can't think back to figure out if I could just make that
up by cranking until the sail curls around the spreader end a little
harder. Probably I can and use softer sheets without the recranking.

You can tell my previous sailing was about 15 years ago and a lot of
that was in larger and more traditional boats.

--

Roger Long

Jib sheet bowlines revisited
 

Roger Long wrote:
....
OTOH, if half the stretch (1.5% vs. 3% at 15% load) would save having
to uncleat and do a half crank after full load comes on the sheet
after each tack, there could be less wear and tear on the hands in the
close in daysailing we do a lot of. That difference works out to just
about the amount of sheet I often find myself sweating in shortly
after each tack.
....

I think you're thinking too much! :) It's actually good form to let
the boat come up to speed before taking in that last bit of sheet.
It's nice to have a self tailing winch for the tweaking. As a datum, on
my 42 foot catamaran I use double braid dacron for my jib sheets and
don't find the strech to be an issue even though we're doing ocean
voyaging and putting huge loads on them. I like having a bit of give
in them and I don't wear gloves. I use spectra sheets and guys on my
mast-head ace because I don't want any give in the guys and want light
sheets. I use bowlines on the jib and spin sheets and a spikable
shackle on the guys.

But, I don't think that you will have any problems with ssx for jib
sheets and bowlines should work okay in the stuff.

Good luck, GO SAILING!

-- Tom.

Jib sheet bowlines revisited
 

wrote

I think you're thinking too much! :)

You can say that again. The boat is out of the water, my kid is sick
so I can't go work on it, and it's raining.


It's actually good form to let the boat come up to speed before
taking in that last bit of sheet.

Agreed. But, you're thinking like a racer and I'm thinking like the
one armed paper hanger singlehanding around in narrow busy waters. I
get help a lot of the time but often end up short tacking home up a
narrow channel while the tired kids read down below. I lose more
speed trying to crank and steer at the same time than I would bearing
off a bit with the jib too tight, but I need the boat to point.

--

Roger Long

Jib sheet bowlines revisited
 

"Roger Long" wrote in message
...
wrote


Agreed. But, you're thinking like a racer and I'm thinking like
the one armed paper hanger singlehanding around in narrow busy
waters. I get help a lot of the time but often end up short
tacking home up a narrow channel while the tired kids read down
below. I lose more speed trying to crank and steer at the same
time than I would bearing off a bit with the jib too tight, but
I need the boat to point.

Hmmmm. Time to start the engine.
--
JimB
http://www.jimbaerselman.f2s.com/
for opinions comparing Greek cruising areas

Jib sheet bowlines revisited
 

"News f2s" wrote

Hmmmm. Time to start the engine.

Why? It's very satisfying to do and excellent exercise. That's why I
want to end up with exactly the right jib sheets.

--

Roger Long

Jib sheet bowlines revisited
 

"Roger Long" wrote in message
...
"News f2s" wrote

Hmmmm. Time to start the engine.

Why? It's very satisfying to do and excellent exercise. That's
why I want to end up with exactly the right jib sheets.

Bit like doing an inverted spin. And needing exactly the right
instruments and a tail end parachute before trying it :-)

Don't worry, I'm just getting old and doing things the easier way
nowadays. Good to see you're still full of **** and vinegar. Or is
it testosterone? I keep forgetti . . . . where was I?

Ah, yes. "There's old pilots, and there's bold pilots, but there
ain't many old, bold pilots". Quite a lot of old, bold sailors out
there though. Nahhh - wrong thread, sorry!
--
JimB
http://www.jimbaerselman.f2s.com/
for opinions comparing Greek cruising areas

Jib sheet bowlines revisited
 

On Tue, 04 Apr 2006 11:24:27 GMT, "Roger Long"
wrote:

Hmmmm. Time to start the engine.

Why? It's very satisfying to do and excellent exercise. That's why I
want to end up with exactly the right jib sheets.

Single handing a 30 something in close quarters is a nice bit of
seamanship when you get it right but I'm not sure it passes the
"prudent man" test.

Jib sheet bowlines revisited
 

On Tue, 04 Apr 2006 02:14:02 GMT, in message

"Roger Long" wrote:

OTOH, if half the stretch (1.5% vs. 3% at 15% load) would save having
to uncleat and do a half crank after full load comes on the sheet
after each tack, there could be less wear and tear on the hands in the
close in daysailing we do a lot of. That difference works out to just
about the amount of sheet I often find myself sweating in shortly
after each tack.

Keep in mind that some of that stretch under load is in your sail and
in your forestay sag, not to mention the line setting up on the winch.
There may not be a lot of improvement by going to low stretch lines if
you are still flying Dacron sails. On my 35 with a 135 genoa the
length of the sheet to the winch close hauled is less than 8 feet.
1.5% of eight feet is about an inch and a half. If the problem is
bigger than an inch and a half, then you may have to look elsewhere
for a solution.

As an alternative, consider sailing low and loose while cruising, as
much as that goes against the grain. You'll make up in speed a lot of
what you lose in point, and you will probably not notice the VMG
difference in any practical way. I find it a lot more relaxing to sail
a few degrees lower while cruising.

Ryk

--
NewsGuy.Com 30Gb $9.95 Carry Forward and On Demand Bandwidth

Jib sheet bowlines revisited
 

"Wayne.B" wrote

Single handing a 30 something in close quarters is a nice bit of
seamanship when you
get it right but I'm not sure it passes the "prudent man" test.

I think that's an amazingly broad application of the concept of
prudence. It's kind of hard ultimately to argue that anything with
un-necessary risks like boating is prudent at all. After all, there
are 500 channels on TV now.

The individual balance of skill and challenge and current conditions
is much more significant than such a blanket judgement.

That said, I'll admit to probably having to compensate a bit for some
genetic deficiencies in the prudence genes. When I was an instructor
and member at the Boston Harbor Sailing Club, I used to do things like
pick up a girl who had never been in a boat before and go out on a
busy Sunday afternoon and set a spinnaker. Jibing a chute in those
conditions with someone who just knows how to "hold this" is a real
character builder. BTW I'm sure BHSC is a much tighter ship now but
this was very early days.

I'm not a risk taker in any other aspects of my life and was a very
conservative pilot doing the same thing, balancing my abilities
against the challenges. In 44 years of sailing I have only once
returned to the dock with a boat that needed repair due to decisions
or actions of my command. That was one of the BHSC Solings with a big
hole in the port side and my first, only, and current wife sitting
there asking if this kind of thing happens often. It was only about
three hours after I met her.

Boston Harbor used to (and probably still is) be full of hot shots who
like to port tack five feet from your transom. The stand on vessel
has an equal duty to maintain a steady and predictable course and this
was the one time my judgement about the conflicting duty to avoid a
collision despite right of way came up short. By the time I realized
that he wasn't going to do the hot shot transom pass, it was too late
to take any action. I did learn something though, if you don't see
the helmsman's sunglasses bobbing up and down under the Genoa, assume
they don't see you.

The OG (other guy) later claimed that he had the right of way since he
was proceeding in a marked channel and I was crossing it. Since the
channel was a big ship channel of about 50 foot depth surrounded by
20 - 30 foot deep water, the insurance company laughed at him.

I'm pretty careful and cautious actually and I've mellowed a bit with
age. I did sail up the Royal River for the first time on a dark windy
night and a falling tide alone without an engine and dock under sail
last fall but it was the prudent thing to do at the time. You can
read why he

http://www.points-east.com/

in the June issue of "Points East".

Little things are important. Flaking each lazy sheet down with one
hand while you steer with the other even though it's only 100 yard
tacks up the Peaks Island channel is the kind of thing that is more
relevant to the prudence question in my mind than whether you turn on
the engine.

--

Roger Long

Jib sheet bowlines revisited
 

On Tue, 04 Apr 2006 10:06:35 GMT, "Roger Long"
wrote:


Agreed. But, you're thinking like a racer and I'm thinking like the
one armed paper hanger singlehanding around in narrow busy waters. I
get help a lot of the time but often end up short tacking home up a
narrow channel while the tired kids read down below. I lose more
speed trying to crank and steer at the same time than I would bearing
off a bit with the jib too tight, but I need the boat to point.

Do you have hanks or furling? I single-hand a 33 footer through some
channels near here and find that I'm glad I've still got the ability
to point high.

I also pre-wrap my winches and transfer the handle prior to tacking. I
basically cruise like I'm racing, because I get more out of the boat
that way. But then I like racing OTHER people's boats, absorbing
tactics, and bringing it all back to a more fruitful cruising
experience.

"Thinking like a racer" and the Chinese fire-drill approach aren't
mutually exclusive. To watch me from a distance I tend to be very
still except for the head on a gimbal action of checking sail trim and
the local traffic. Then there's 15 seconds of prep, 15 seconds of tack
and 15 seconds of prep for the next tack. Then it's back to Captain
Bobblehead (with appropriate breaks for beverage maintenance).

The dodgiest parts of singlehanding for me are raising the main if I
don't feel like putting the tillerpilot out and docking, thanks to
prop walk.

R.

Jib sheet bowlines revisited
 

On Tue, 04 Apr 2006 17:32:19 GMT, "Roger Long"
wrote:

Boston Harbor used to (and probably still is) be full of hot shots who
like to port tack five feet from your transom. The stand on vessel
has an equal duty to maintain a steady and predictable course and this
was the one time my judgement about the conflicting duty to avoid a
collision despite right of way came up short. By the time I realized
that he wasn't going to do the hot shot transom pass, it was too late
to take any action. I did learn something though, if you don't see
the helmsman's sunglasses bobbing up and down under the Genoa, assume
they don't see you.

Thanks to level racing to the mark, I've developed a pretty good (but
certainly not infalliable) sense of boats-as-vectors. I won't hesitate
if I have the right-of-way to yell "HOLD YOUR COURSE" if I'm getting
close or shaving a transom. I used to use air horns as per COLREGS but
hardly anyone seems to know that. You can tell what sort of fellow
sailor you are dealing with in the last 50 metres. The panicky type
need immediate reassurance, and the racers (current or ex) watch your
boat for about four seconds and then resume SOP and don't even turn to
look at you. I had one fellow murmur "Nice one" as I cut his wash,
because we both knew I'd called it (for once) properly and had
executed a close maneuver in a crowded lane.

I find most collisions happen at the start, frequently in front of the
RC. No one knows quite why G.


Little things are important. Flaking each lazy sheet down with one
hand while you steer with the other even though it's only 100 yard
tacks up the Peaks Island channel is the kind of thing that is more
relevant to the prudence question in my mind than whether you turn on
the engine.

Good habits count, certainly, and keeping a clear field is doubly
important when single-handing.

R.

Jib sheet bowlines revisited
 

"rhys" wrote

Do you have hanks or furling?

Roller furling. I would have preferred it if the boat had come with
hanks because I wanted to give my kids a chance to learn foredeck
work. (Remember how beat up I got here over how "irresponsible" that
was.)

"Thinking like a racer" and the Chinese fire-drill approach aren't
mutually exclusive.

Hardly a Chinese fire-drill. The key is to be deliberate, organized,
and thinking ahead. I just meant that I would be willing to give up
the speed gained by letting the boat accelerate under a slightly
fuller jib in order to be spend the time I would be flattening looking
for traffic and verifying the new course. If stiffer jib sheets would
let me do that, I would put up with their being harder on the hands.
As you or someone up in the thread pointed out, my crusing rig is
probably so flexible that the sheets are not going to make that
difference.

--

Roger Long

Jib sheet bowlines revisited
 

rhys wrote:
On Tue, 04 Apr 2006 17:32:19 GMT, "Roger Long"
wrote:

Boston Harbor used to (and probably still is) be full of hot shots who
like to port tack five feet from your transom. The stand on vessel
has an equal duty to maintain a steady and predictable course and this
was the one time my judgement about the conflicting duty to avoid a
collision despite right of way came up short. By the time I realized
that he wasn't going to do the hot shot transom pass, it was too late
to take any action. I did learn something though, if you don't see
the helmsman's sunglasses bobbing up and down under the Genoa, assume
they don't see you.


Thanks to level racing to the mark, I've developed a pretty good (but
certainly not infalliable) sense of boats-as-vectors. I won't hesitate
if I have the right-of-way to yell "HOLD YOUR COURSE" if I'm getting
close or shaving a transom. I used to use air horns as per COLREGS but
hardly anyone seems to know that.

I'm sorry, what sound signals in the Colregs apply to port/starboard
situations? Which apply to sailboats?

Jib sheet bowlines revisited
 

"Ryk" wrote in

As an alternative, consider sailing low and loose while cruising, as
much as that goes against the grain.

My 1980 E32 is a wide sheeting base boat with a fairly shoal draft so
I'm already doing that whether I want to or not; even with everything
strapped as tight as I can get it:)

--

Roger Long

Jib sheet bowlines revisited
 

Roger Long wrote:
"Ryk" wrote in


As an alternative, consider sailing low and loose while cruising, as
much as that goes against the grain.


My 1980 E32 is a wide sheeting base boat with a fairly shoal draft so
I'm already doing that whether I want to or not; even with everything
strapped as tight as I can get it:)

What you need is a clubfoot stays'l so you can self tack with
impunity! When I had Nonsuch catboat I always tacked out of Boston
Harbor, through the anchorages, or even up Nubble Channel.

Your BHSC story reminded me of a near miss I had in Boston Harbor,
when a club Pearson 26 started calling "Leeward" as a group of us were
on the layline to pass the Super Scoop, the world's largest dredge,
used for the Big Dig. I tacked quickly, and then realized the
"leeward" boat's jib was luffing and his outboard engine was running,
as he tried to pass to leeward while outpointing us by about 20
degrees! Rather than back off, he bumped into one boat, which had to
bump another. He was absolutely convinced he had right of way!

http://www.massturnpike.com/html/big...ent/dutra.html

Curiously, while looking for a picture of the Super Scoop, I found
that most references concerned the recent ruling where the Supreme
Court decided last year that the Scoop was a "vessel" for the purposes
of the Jones Act.

http://www.olemiss.edu/orgs/SGLC/Nat...r/4.1scoop.htm

Jib sheet bowlines revisited
 

On Tue, 04 Apr 2006 16:29:17 -0400, Jeff wrote:

I'm sorry, what sound signals in the Colregs apply to port/starboard
situations? Which apply to sailboats?

COLREGS Part D, Rules 32-36, with definitions in Rule 34:

Part D - Sound and Light Signals

Rule 32

Definitions

(a) The word "whistle" means any sound signalling appliance capable of
producing the prescribed blasts and which complies with the
specifications in Annex III to these Regulations.

(b) The term "short blast" means a blast of about one second's
duration.

(c) The term "prolonged blast" means a blast from four to six seconds'
duration.

Rule 33

Equipment for Sound Signals

(a) A vessel of 12 meters or more in length shall be provided with a
whistle and a bell and a vessel of 100 meters or more in length shall,
in addition be provided with a gong, the tone and sound of which
cannot be confused with that of the bell. The whistle, bell and gong
shall comply with the specifications in Annex III to these
Regulations. The bell or gong or both may be replaced by other
equipment having the same respective sound characteristics, provided
that manual sounding of the prescribed signals shall always be
possible.

(b) A vessel of less than 12 meters in length shall not be obliged to
carry the sound signalling appliances prescribed in paragraph (a) of
this Rule but if she does not, she shall be provided with some other
means of making an efficient signal.

Rule 34

Maneuvering and Warning Signals

(a) When vessels are in sight of one another, a power-driven vessel
under way, when maneuvering as authorized or required by these Rules,
shall indicate that maneuver by the following signals on her whistle:

*

one short blast to mean "I am altering my course to starboard";
*

two short blasts to mean "I am altering my course to port";
*

three short blasts to mean "I am operating astern propulsion".

(b) Any vessel may supplement the whistle signals prescribed in
paragraph (a) of this Rule by light signals, repeated as appropriate,
whilst the maneuver is being carried out:

*

(i) these signals shall have the following significance:
o

one flash to mean "I am altering my course to starboard";
o

two flashes to mean "I am altering my course to port";
o

three flashes to mean "I am operating astern propulsion".
*

(ii) the duration of each flash shall be about one second, the
interval between flashes shall be about one second, and the interval
between successive signals shall not be less than ten seconds.
*

(iii) the light used for this signal shall, if fitted, be an
all-round white light, visible at a minimum range of 5 miles, and
shall comply with the provisions of Annex I to these Regulations.

(c) When in sight of one another in a narrow channel or fairway:

*

(i) a vessel intending to overtake another shall in compliance
with Rule 9 (e)(i) indicate her intention by the following signals on
her whistle.
o

two prolonged blasts followed by one short blast to mean
"I intend to overtake you on your starboard side";
o

two prolonged blasts followed by two short blasts to mean
"I intend to overtake you on your port side".
*

(ii) the vessel about to be overtaken when acting in accordance
with 9(e)(i) shall indicate her agreement by the following signal on
her whistle:
o

one prolonged, one short, one prolonged and one short
blast, in that order.

(d) When vessels in sight of one another are approaching each other
and from any cause either vessel fails to understand the intentions or
actions of the other, or is in doubt whether sufficient action is
being taken by the other to avoid collision, the vessel in doubt shall
immediately indicate such doubt by giving at least five short and
rapid blasts on the whistle. Such signal may be supplemented by at
least five short and rapid flashes.

(e) A vessel nearing a bend or an area of a channel or fairway where
other vessels may be obscured by an intervening obstruction shall
sound one prolonged blast. Such signal shall be answered with a
prolonged blast by any approaching vessel that may be within hearing
around the bend or behind the intervening obstruction.

(f) If whistles are fitted on a vessel at a distance apart of more
than 100 meters, one whistle only shall be used for giving maneuvering
and warning signals.

Rule 35

Sound Signals in Restricted Visibility

In or near an area of restricted visibility, whether by day or night
the signals prescribed in this Rule shall be used as follows:
(a) A power-driven vessel making way through the water shall sound at
intervals of not more than 2 minutes one prolonged blast.

(b) A power-driven vessel underway but stopped and making no way
through the water shall sound at intervals of no more than 2 minutes
two prolonged blasts in succession with an interval of about 2 seconds
between them.

(c) A vessel not under command, a vessel restricted in her ability to
maneuver, a vessel constrained by her draft, a sailing vessel, a
vessel engaged in fishing and a vessel engaged in towing or pushing
another vessel shall, instead of the signals prescribed in paragraph
(a) or (b) of this Rule, sound at intervals of not more than 2 minutes
three blasts in succession, namely one prolonged followed by two short
blasts.

(d) A vessel engaged in fishing, when at anchor, and a vessel
restricted in her ability to maneuver when carrying out her work at
anchor, shall instead of the signals prescribed in paragraph (g) of
this Rule sound the signal prescribed in paragraph (c) of this Rule.

(e) A vessel towed or if more than one vessel is being towed the last
vessel of the tow, if manned, shall at intervals of not more than 2
minutes sound four blasts in succession, namely one prolonged followed
by three short blasts. When practicable, this signal shall be made
immediately after the signal made by the towing vessel.

(f) When a pushing vessel and a vessel being pushed ahead are rigidly
connected in a composite unit they shall be regarded as a power-driven
vessel and shall give the signals prescribed in paragraphs (a) or (b)
of this Rule.

(g) A vessel at anchor shall at intervals of not more than 1 minute
ring the bell rapidly for ten seconds. In a vessel 100 meters or more
in length the bell shall be sounded in the forepart of the vessel and
immediately after the ringing of the bell the gong shall be sounded
rapidly for about 5 seconds in the after part of the vessel. A vessel
at anchor may in addition sound three blasts in succession, namely one
short, one long and one short blast, to give warning of her position
and of the possibility of collision to an approaching vessel.

(h) A vessel aground shall give the bell signal and if required the
gong signal prescribed in paragraph (g) of this Rule and shall, in
addition, give three separate and distinct strokes on the bell
immediately before and after the rapid ringing of the bell. A vessel
aground may in addition sound an appropriate whistle signal.

(i) A vessel of less than 12 meters in length shall not be obliged to
give the above mentioned signals but, if she does not, shall make some
other efficient sound signal at intervals of not more than 2 minutes.

(j) A pilotage vessel when engaged on pilotage duty may in addition to
the signals prescribed in paragraph (a), (b) or (g) of this Rule sound
an identity signal consisting of four short blasts.

Rule 36

Signals to Attract Attention

If necessary to attract the attention of another vessel, any vessel
may make light or sound signals that cannot be mistaken for any signal
authorized elsewhere in these Rules, or may direct the beam of her
searchlight in the direction of the danger, in such a way as not to
embarrass any vessel Any light to attract the attention of another
vessel shall be such that it cannot be mistaken for any aid to
navigation. For the purpose of this Rule the use of high intensity
intermittent or revolving lights, such as strobe lights, shall be
avoided.

Jib sheet bowlines revisited
 

On Tue, 04 Apr 2006 20:08:59 GMT, "Roger Long"
wrote:

"rhys" wrote

Do you have hanks or furling?

Roller furling. I would have preferred it if the boat had come with
hanks because I wanted to give my kids a chance to learn foredeck
work. (Remember how beat up I got here over how "irresponsible" that
was.)

Heh. Such folk probably wouldn't enjoy seeing my four and a half year
old son (lashed via a lanyard) on the tiller for short stretches in
light airs, either. He has to use the extension and stand on a locker
to see forward, but he's getting a feel for the relationship between
sail, course and rudder angle.

"Thinking like a racer" and the Chinese fire-drill approach aren't
mutually exclusive.

Hardly a Chinese fire-drill. The key is to be deliberate, organized,
and thinking ahead. I just meant that I would be willing to give up
the speed gained by letting the boat accelerate under a slightly
fuller jib in order to be spend the time I would be flattening looking
for traffic and verifying the new course. If stiffer jib sheets would
let me do that, I would put up with their being harder on the hands.
As you or someone up in the thread pointed out, my crusing rig is
probably so flexible that the sheets are not going to make that
difference.

I agree. Solo sailing, I tend to tweak less, and instead go for
"80-90%" efficient, because it's easier on me and the gear. If I'm
feeling particularly lazy, I will just poke about under main alone, as
the prevailing summer southwesterlies make going in front of Toronto a
windward/leeward beam reach both ways. I find a mile south of the
city, I'm clear of most of the traffic anyway, and my loud music and
"male noises" will only offend the fish.

R.

Jib sheet bowlines revisited
 

Wow! You know how to cut and paste rules! You should take the time
to read them.

With the exception of Rule 34 (d), 5 short blasts, none of these rules
actually apply to a sailboat in a typical race. Unless of course, you
race with your engine running.

Actually there is a more subtle question this brings up: Since it is
assumed that the Colregs (or Inland Rules) are waived by racers, are
any of them appropriate? Clearly some are, such as sound signals in
the fog, since you don't know if the boats you might be interacting
with are racing, but are there rules that must be followed if you know
the other boat is racing? For example, must rule 34d be followed?
Must it be ignored?




rhys wrote:
On Tue, 04 Apr 2006 16:29:17 -0400, Jeff wrote:


I'm sorry, what sound signals in the Colregs apply to port/starboard
situations? Which apply to sailboats?


COLREGS Part D, Rules 32-36, with definitions in Rule 34:

Part D - Sound and Light Signals

Rule 32

Definitions

(a) The word "whistle" means any sound signalling appliance capable of
producing the prescribed blasts and which complies with the
specifications in Annex III to these Regulations.

(b) The term "short blast" means a blast of about one second's
duration.

(c) The term "prolonged blast" means a blast from four to six seconds'
duration.

Rule 33

Equipment for Sound Signals

(a) A vessel of 12 meters or more in length shall be provided with a
whistle and a bell and a vessel of 100 meters or more in length shall,
in addition be provided with a gong, the tone and sound of which
cannot be confused with that of the bell. The whistle, bell and gong
shall comply with the specifications in Annex III to these
Regulations. The bell or gong or both may be replaced by other
equipment having the same respective sound characteristics, provided
that manual sounding of the prescribed signals shall always be
possible.

(b) A vessel of less than 12 meters in length shall not be obliged to
carry the sound signalling appliances prescribed in paragraph (a) of
this Rule but if she does not, she shall be provided with some other
means of making an efficient signal.

Rule 34

Maneuvering and Warning Signals

(a) When vessels are in sight of one another, a power-driven vessel
under way, when maneuvering as authorized or required by these Rules,
shall indicate that maneuver by the following signals on her whistle:

*

one short blast to mean "I am altering my course to starboard";
*

two short blasts to mean "I am altering my course to port";
*

three short blasts to mean "I am operating astern propulsion".

(b) Any vessel may supplement the whistle signals prescribed in
paragraph (a) of this Rule by light signals, repeated as appropriate,
whilst the maneuver is being carried out:

*

(i) these signals shall have the following significance:
o

one flash to mean "I am altering my course to starboard";
o

two flashes to mean "I am altering my course to port";
o

three flashes to mean "I am operating astern propulsion".
*

(ii) the duration of each flash shall be about one second, the
interval between flashes shall be about one second, and the interval
between successive signals shall not be less than ten seconds.
*

(iii) the light used for this signal shall, if fitted, be an
all-round white light, visible at a minimum range of 5 miles, and
shall comply with the provisions of Annex I to these Regulations.

(c) When in sight of one another in a narrow channel or fairway:

*

(i) a vessel intending to overtake another shall in compliance
with Rule 9 (e)(i) indicate her intention by the following signals on
her whistle.
o

two prolonged blasts followed by one short blast to mean
"I intend to overtake you on your starboard side";
o

two prolonged blasts followed by two short blasts to mean
"I intend to overtake you on your port side".
*

(ii) the vessel about to be overtaken when acting in accordance
with 9(e)(i) shall indicate her agreement by the following signal on
her whistle:
o

one prolonged, one short, one prolonged and one short
blast, in that order.

(d) When vessels in sight of one another are approaching each other
and from any cause either vessel fails to understand the intentions or
actions of the other, or is in doubt whether sufficient action is
being taken by the other to avoid collision, the vessel in doubt shall
immediately indicate such doubt by giving at least five short and
rapid blasts on the whistle. Such signal may be supplemented by at
least five short and rapid flashes.

(e) A vessel nearing a bend or an area of a channel or fairway where
other vessels may be obscured by an intervening obstruction shall
sound one prolonged blast. Such signal shall be answered with a
prolonged blast by any approaching vessel that may be within hearing
around the bend or behind the intervening obstruction.

(f) If whistles are fitted on a vessel at a distance apart of more
than 100 meters, one whistle only shall be used for giving maneuvering
and warning signals.

Rule 35

Sound Signals in Restricted Visibility

In or near an area of restricted visibility, whether by day or night
the signals prescribed in this Rule shall be used as follows:
(a) A power-driven vessel making way through the water shall sound at
intervals of not more than 2 minutes one prolonged blast.

(b) A power-driven vessel underway but stopped and making no way
through the water shall sound at intervals of no more than 2 minutes
two prolonged blasts in succession with an interval of about 2 seconds
between them.

(c) A vessel not under command, a vessel restricted in her ability to
maneuver, a vessel constrained by her draft, a sailing vessel, a
vessel engaged in fishing and a vessel engaged in towing or pushing
another vessel shall, instead of the signals prescribed in paragraph
(a) or (b) of this Rule, sound at intervals of not more than 2 minutes
three blasts in succession, namely one prolonged followed by two short
blasts.

(d) A vessel engaged in fishing, when at anchor, and a vessel
restricted in her ability to maneuver when carrying out her work at
anchor, shall instead of the signals prescribed in paragraph (g) of
this Rule sound the signal prescribed in paragraph (c) of this Rule.

(e) A vessel towed or if more than one vessel is being towed the last
vessel of the tow, if manned, shall at intervals of not more than 2
minutes sound four blasts in succession, namely one prolonged followed
by three short blasts. When practicable, this signal shall be made
immediately after the signal made by the towing vessel.

(f) When a pushing vessel and a vessel being pushed ahead are rigidly
connected in a composite unit they shall be regarded as a power-driven
vessel and shall give the signals prescribed in paragraphs (a) or (b)
of this Rule.

(g) A vessel at anchor shall at intervals of not more than 1 minute
ring the bell rapidly for ten seconds. In a vessel 100 meters or more
in length the bell shall be sounded in the forepart of the vessel and
immediately after the ringing of the bell the gong shall be sounded
rapidly for about 5 seconds in the after part of the vessel. A vessel
at anchor may in addition sound three blasts in succession, namely one
short, one long and one short blast, to give warning of her position
and of the possibility of collision to an approaching vessel.

(h) A vessel aground shall give the bell signal and if required the
gong signal prescribed in paragraph (g) of this Rule and shall, in
addition, give three separate and distinct strokes on the bell
immediately before and after the rapid ringing of the bell. A vessel
aground may in addition sound an appropriate whistle signal.

(i) A vessel of less than 12 meters in length shall not be obliged to
give the above mentioned signals but, if she does not, shall make some
other efficient sound signal at intervals of not more than 2 minutes.

(j) A pilotage vessel when engaged on pilotage duty may in addition to
the signals prescribed in paragraph (a), (b) or (g) of this Rule sound
an identity signal consisting of four short blasts.

Rule 36

Signals to Attract Attention

If necessary to attract the attention of another vessel, any vessel
may make light or sound signals that cannot be mistaken for any signal
authorized elsewhere in these Rules, or may direct the beam of her
searchlight in the direction of the danger, in such a way as not to
embarrass any vessel Any light to attract the attention of another
vessel shall be such that it cannot be mistaken for any aid to
navigation. For the purpose of this Rule the use of high intensity
intermittent or revolving lights, such as strobe lights, shall be
avoided.

Jib sheet bowlines revisited
 

rhys wrote:
On Tue, 04 Apr 2006 16:29:17 -0400, Jeff wrote:


I'm sorry, what sound signals in the Colregs apply to port/starboard
situations? Which apply to sailboats?


snip
Rule 34

Maneuvering and Warning Signals

(a) When vessels are in sight of one another, a power-driven vessel
under way, when maneuvering as authorized or required by these Rules,
shall indicate that maneuver by the following signals on her whistle:

Rule 34 applies to "a power-driven vessel"
Does that imply wind-driven power? I don't think so, so does it apply to
sail boats?
krj