ray lunder wrote:

Years ago we used to have to toot our horn to alert the bridge troll.
There was a specific series of honks but my dad was doing it and I was
about 10 so I've forgotten. Guess that's a thing of the past.

You are still supposed to be able to do that. But some bridges don't
or won't answer. Generally the radio works well except in some places
between Lake Worth and Ft. Lauderdale where there are a lot of bridges
close together and you can't always tell which bridge you are talking
to.

On Tue, 01 Aug 2006 14:16:20 GMT, Rosalie B.
wrote:


In article ydzzg.289377$iF6.117034@pd7tw2no,
Gary wrote:

I don't think that VHF radios are required on small pleasure craft but I
wonder why everybody wouldn't have one as a basic safety onboard safety
item?

You would think. And also a GPS so you would know where you were if
you got into trouble. I often hear (on the radio) where someone is
lost and has no idea where they are - complicated by the fact that
there are several different places with the same name in the
Chesapeake.

But there are indeed boats with no radios, or at least they aren't
using them. In 2002 when we were coming north from Ft. Pierce, I
wrote:

There is a large white wooden ketch from Montreal which has been
behind us, but was slowly catching up to us. He was behind us
yesterday, and must have stopped somewhere behind us, and he's behind
us again, although he is slowly reeling us in. Four power boats went
by him, and he was yawing and pitching wildly in their wake. They went
by us too. We have the sail up to steady us though, and we don't pitch
as much.

He eventually catches us, and we follow him through the Matanzas
Inlet, and don't go aground although the alarm goes off a couple of
times. The TowBoatUS guy that appears to be stationed here permanently
is fishing from his boat. A boat with a round bow that looks like a
little tug named CLOONFUSH passed us. It has a medallion figurehead
lion on the front.

When we came to the last bridge before the San Sebastian River, I
called the bridge (as I usually did) to request an opening. The
bridge tender asked me if we knew what were the intentions of a boat
which he said was anchored there in front of the bridge. It was the
big white wooden ketch, with a red kayak as a dinghy. It appeared to
be skippered by a single hander from Canada.

I didn't know what to tell the bridge tender of course, but as we came
up to him, we saw him hastily pulling his anchor, so I reported to the
bridge that he had apparently been waiting for someone else to go
through the bridge because he either didn't have a radio or didn't
know how to hail the bridge. So he went through with us, and stuck
close behind us (we'd also passed him north of Titusville and he was
going a lot slower than we were then).

We got to the turn off, and he started to come up the Sebastian River
with us. I think he thought he could to go through the Bridge of Lions
with us but was foiled because we weren't going there.

grandma Rosalie

S/V RosalieAnn, Leonardtown, MD
CSY 44 WO #156
http://home.mindspring.com/~gmbeasley/id1.html

Many short blasts means danger or imminent collision.

"Rosalie B." wrote in message
...
ray lunder wrote:

Years ago we used to have to toot our horn to alert the bridge troll.
There was a specific series of honks but my dad was doing it and I was
about 10 so I've forgotten. Guess that's a thing of the past.

You are still supposed to be able to do that. But some bridges don't
or won't answer. Generally the radio works well except in some places
between Lake Worth and Ft. Lauderdale where there are a lot of bridges
close together and you can't always tell which bridge you are talking
to.

On Tue, 01 Aug 2006 14:16:20 GMT, Rosalie B.
wrote:


In article ydzzg.289377$iF6.117034@pd7tw2no,
Gary wrote:

I don't think that VHF radios are required on small pleasure craft but
I
wonder why everybody wouldn't have one as a basic safety onboard
safety
item?

You would think. And also a GPS so you would know where you were if
you got into trouble. I often hear (on the radio) where someone is
lost and has no idea where they are - complicated by the fact that
there are several different places with the same name in the
Chesapeake.

But there are indeed boats with no radios, or at least they aren't
using them. In 2002 when we were coming north from Ft. Pierce, I
wrote:

There is a large white wooden ketch from Montreal which has been
behind us, but was slowly catching up to us. He was behind us
yesterday, and must have stopped somewhere behind us, and he's behind
us again, although he is slowly reeling us in. Four power boats went
by him, and he was yawing and pitching wildly in their wake. They went
by us too. We have the sail up to steady us though, and we don't pitch
as much.

He eventually catches us, and we follow him through the Matanzas
Inlet, and don't go aground although the alarm goes off a couple of
times. The TowBoatUS guy that appears to be stationed here permanently
is fishing from his boat. A boat with a round bow that looks like a
little tug named CLOONFUSH passed us. It has a medallion figurehead
lion on the front.

When we came to the last bridge before the San Sebastian River, I
called the bridge (as I usually did) to request an opening. The
bridge tender asked me if we knew what were the intentions of a boat
which he said was anchored there in front of the bridge. It was the
big white wooden ketch, with a red kayak as a dinghy. It appeared to
be skippered by a single hander from Canada.

I didn't know what to tell the bridge tender of course, but as we came
up to him, we saw him hastily pulling his anchor, so I reported to the
bridge that he had apparently been waiting for someone else to go
through the bridge because he either didn't have a radio or didn't
know how to hail the bridge. So he went through with us, and stuck
close behind us (we'd also passed him north of Titusville and he was
going a lot slower than we were then).

We got to the turn off, and he started to come up the Sebastian River
with us. I think he thought he could to go through the Bridge of Lions
with us but was foiled because we weren't going there.

grandma Rosalie

S/V RosalieAnn, Leonardtown, MD
CSY 44 WO #156
http://home.mindspring.com/~gmbeasley/id1.html

Rule 8 (b) is one of the most overlooked in my experience. I practice
it religiously and find it makes radio calls usually unnecessary. The
communication is instantaneous, graphic, and directly related to the
situation. No time is wasted trying to figure out which boat is
which, waiting for the frequency to clear, or negotiating what to do.
It isn't sufficient in all circumstances but keeps radio frequencies
clear for situations that require them.

--

Roger Long



"Sailaway" wrote in message
...
KLC Lewis wrote
Course changes should be made by the stand-on
skipper at sufficient distance that there will be no risk of
collision as soon as the stand-on skipper decides that the give-way
vessel is
NOT going to change course. Yes, the give-way skipper is wrong not
to
change course. But insisting on "right of way" is even wronger.

Sal's Dad wrote:
My understanding of the situation is that it was Roger's OBLIGATION
to
maintain his course and speed. Not to use (or even own!) a radio,
not to have a working autopilot, not to do ANYTHING else, until
collision appeared imminent. THEN he is obligated to take evasive
action, as he did.

Just to clarify the above remarks:
The rules governing these situations, Like several of the rules,
allow different actions under certain circumstances.
(the following from Charlie Wing's study guide)
Part B, RULE 17
Action by Stand-on Vessel:
The stand-on vessel is required to maintain course and speed.
If the give-way vessel does not take early and obvious action, then
the stand-on vessel *may* take action to avoid collision, except for
altering course to port for a give-way vessel on her port. If the
situation deteriorates to the point where collision cannot be
avoided by action of the give-way vessel alone, then the stand-on
vessel *must* take action, including altering course to port if that
is judged safest.

(Notice how the above rules do not take into account any special
circumstances like, for instance, if the stand-on vessel cannot
change course to starboard due to close rocks she is passing, but
cannot change to port where the give-way vessel is approaching. This
is where the following rules come in.)

(Notice how the following rules don't mention anything about a
stand-on or give-way vessel. That means it is *everyone's*
responsibility to avoid collision, no matter who is 'right' or
'wrong'.)

RULE 6
Safe Speed
A vessel is required to limit her speed so that she can avoid
collision and be stopped within a distance appropriate to the
prevailing circumstances and conditions.
RULE 8
Action to avoid collision
(a) If you must take action to avoid collision, the action must be
substantial and early enough to indicate clearly to the other vessel
you are taking action.
(b) Changes of course and/or speed should be large enough to be
obvious to the other vessel.
(c) Change of course is often preferable to change of speed, unless
it will result in another bad situation.
(d) The action must result in passing at a safe distance.
(e)If necessary, a vessel shall (must) slow or stop in order to
avoid collision.

ray lunder wrote:
Years ago we used to have to toot our horn to alert the bridge troll.
There was a specific series of honks but my dad was doing it and I was
about 10 so I've forgotten. Guess that's a thing of the past.

The still listen for ships whistles on the Hiram-Chittenden locks in
Seattle.

Gary

Capt JG wrote:
Nope. The lowest level license is called a Limited OUPV or
launchtender. See this link: http://www.uscg.mil/STCW/cb-capt.htm.

Yes, but I was ignoring launch tender for purposes of this discussion.

Also, the OUPV near coastal is up to 100 miles offshore.

I am reading this as I write:
Near Coastal
....waters to seaward of the Boundary Line to 200 miles offshore. A near
coastal license may be restricted to a smaller distance offshore, such
as 100 miles.

The license may also be restricted to less than 100 tons if the Coasties
decide that your experience warrants it.

Nitpick away...

"Sailaway" wrote in message
...
Capt JG wrote:
Nope. The lowest level license is called a Limited OUPV or launchtender.
See this link: http://www.uscg.mil/STCW/cb-capt.htm.

Yes, but I was ignoring launch tender for purposes of this discussion.

Also, the OUPV near coastal is up to 100 miles offshore.

I am reading this as I write:
Near Coastal
...waters to seaward of the Boundary Line to 200 miles offshore. A near
coastal license may be restricted to a smaller distance offshore, such as
100 miles.

The license may also be restricted to less than 100 tons if the Coasties
decide that your experience warrants it.

Nitpick away...

Not nitpicking... :-)

I think you're talking about a Masters 100 Ton, Near Coastal.

Here's a link:
http://www.ketch.alaska.edu/departme...onLicense.html

--
"j" ganz @@
www.sailnow.com

Capt JG wrote:
I think you're talking about a Masters 100 Ton, Near Coastal.

Yup, brain fart, my bad - was reading the masters section when writing.
Uninspected license is 100 miles and 100 tons, with Mate endorsement out
to 200 miles, Masters out to 200 miles. Restrictions can apply to
Masters to less than 200 miles, and less than 200 tons in increments
according to experience.
BTW when I ask for nitpicking, its always in the spirit of learning from
you more experienced guys/gals.

"Sailaway" wrote in message
...
Capt JG wrote:
I think you're talking about a Masters 100 Ton, Near Coastal.

Yup, brain fart, my bad - was reading the masters section when writing.
Uninspected license is 100 miles and 100 tons, with Mate endorsement out
to 200 miles, Masters out to 200 miles. Restrictions can apply to Masters
to less than 200 miles, and less than 200 tons in increments according to
experience.
BTW when I ask for nitpicking, its always in the spirit of learning from
you more experienced guys/gals.

Hey, not a problem... I have an OUPV, NC, and was just making sure I wasn't
gypped. :-)

--
"j" ganz @@
www.sailnow.com

Technically...

http://www.navcen.uscg.gov/mwv/navru...les/Rule34.htm

(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 / This] signal may be supplemented by at least five short and rapid
flashes.


--
"j" ganz @@
www.sailnow.com

"Charlie Morgan" wrote in message
...
On Wed, 2 Aug 2006 09:08:58 -0400, "Richard"
wrote:

Many short blasts means danger or imminent collision.


FIVE short blasts indicates either a danger alert, or a negative
response (No, don't make that maneuver!) to a signal from another boat
about their intentions.

CWM

This thread has gone on far too long.