South Dakota Safe Boating Course

CHAPTER 6: Navigation Rules of the Road

6.1 DEFINITIONS RELEVANT TO NAVIGATION RULES

The navigation rules of the road contained in this course summarize basic navigation rules for which a boat operator is responsible. Additional and more in-depth rules apply regarding various types of waterways and operation in relation to commercial vessels and other watercraft. It is the responsibility of the boat operator to know and follow all the navigation rules.

A navigation rule can be overlooked if necessary to avoid immediate danger. For a complete listing of the navigation rules, refer to Navigation Rules of the Road, published by the U.S. Coast Guard (COMDTINST 16672.2 Series) and available through the U.S. Government Printing Office or on the Web at www.navcen.uscg.gov/mwv/navrules/rotr_online.htm

6.2 SOUND SIGNALING EQUIPMENT

6.2.1 LEGAL REQUIREMENTS

MOTORBOATS LESS THAN 12 METERS (39.4 FEET) LONG

An efficient sound-producing device, such as an air horn or whistle is required.

MOTORBOATS GREATER THAN 12 METERS (39.4 FEET) LONG

In addition to an airhorn or whistle a bell is required.

6.2.2 WHEN AND HOW TO SOUND OFF

When two power-driven vessels encounter each other within one mile, sound signals must be used. The initiating vessel indicates a maneuver, and the responding vessel agrees or disagrees.

6.3 RULE OF RESPONSIBILITY

The vessel operator is responsible for acting in a prudent and reasonable manner consistent with the ordinary practices of boating.

• Stay active.
• Stay alert.
• Respect the weather, the water, your passengers, fellow boaters, divers, swimmers and property owners.

In summary: Vessel operators need to pay attention and operate their vessels defensively.

6.3.1 PROPER LOOKOUT

There are many distractions on the water. As the vessel operator, it is your responsibility to constantly monitor your surroundings, on all boats at all hours. You should also assign another person onboard to act as a lookout as well. Make sure no passengers or equipment can impede your line of sight. Scan the bow, starboard and port sides for boaters, swimmers, flags and floating debris. You are required to use every available means, including radar and radio (if equipped), to determine whether there is any risk of collision with another vessel. This is not only common sense, it is the law.

6.3.2 SAFE SPEED

All boats should be operated at a speed that allows time and distance to take necessary action to avoid a collision. Obviously, different conditions and levels of expertise will warrant different speeds. Certain areas enforce local speed limits. Check with your local boating authority before heading out on the water to determine speed limits (if any) in your area.

TO DETERMINE A 'SAFE SPEED' FOR YOUR BOAT, TAKE INTO ACCOUNT THE FOLLOWING FACTORS:

• The visibility conditions (fog, mist, rain, darkness)
• The wind, water conditions and currents
• Traffic density, type of vessels in the area and their proximity
• Vessel responsiveness (larger, more powerful boats require a larger turning radius and have a higher top-end speed – thus requiring more time and distance to stop)
• The proximity of any navigational hazards

YOUR WAKE CAN CAUSE DAMAGE TO PROPERTY AND OTHER BOATS. ALWAYS TAKE INTO ACCOUNT THE EFFECTS YOUR WAKE MIGHT HAVE WHEN ADJUSTING YOUR SPEED.

6.4 COLLISION AVOIDANCE RULES

Avoiding collisions involves precautionary measures (proper lookout, use of radar if present, etc.), but more importantly, collision avoidance is made possible when boat operators know how to deal with situations appropriately. Boats in constant motion will meet quickly—take early and substantial action to avoid collisions.

TAKE THE FOLLOWING CONSIDERATIONS INTO ACCOUNT WHEN DETERMINING THE RISK OF A COLLISION:

1. A risk of collision may exist if the direction of an approaching vessel does not change significantly.
2. A risk of collision may also exist even when an approaching vessel makes a significant change of direction, particularly when the approaching vessel is a very large vessel, a towing vessel, or at close range.

PORT

If you are Boat A and you are approaching power-driven vessel B's port side you are the give-way vessel; slow down and alter your course to the right.

STARBOARD

If you are Boat A and you are approaching Boat B's starboard side, maintain course and speed, since you are the stand-on vessel.

STERN (REAR SIDE)

If you are Boat A and you are approaching Boat B's stern, you are the give-way vessel - alter your course to either port or starboard in order to overtake.

6.4.1 TWO POWER-DRIVEN VESSELS APPROACHING EACH OTHER: OVERTAKING

The overtaking vessel A is the give-way vessel. The other vessel B is the stand-on vessel. As the give-way vessel, A must take EARLY and SUBSTANTIAL action to keep clear of the stand-on vessel B. If both vessels are power-driven, sound signals are required. Vessel A must blow one short blast and alter course to starboard, or blow two short blasts and alter course to port, and Vessel B must return the same sound signal(s) to indicate understanding.

SAILING VESSELS STAND ON WHEN BEING OVERTAKEN AND GIVE WAY WHEN OVERTAKING.

6.4.2 TWO POWER-DRIVEN VESSELS APPROACHING EACH OTHER: MEETING HEAD-ON

Neither Power-driven A nor power-driven B gives way or stands on in a head-on encounter. Therefore, some communication is needed between A and B. The most common response in a head-on meeting between power-driven vessels is to signal an intention to pass port-to-port with one short blast. A short blast should be returned from the approaching vessel, indicating a move to the starboard side. A must blow one short blast and alter course to starboard, power-driven B must blow one short blast—to indicate understanding—and alter course to starboard.

If it is not possible to pass port-to-port, due to an obstruction or shoreline, a starboard-to-starboard pass should be signaled with two short blasts. Two short blasts should be returned from the approaching vessel, indicating its move to the port side. A must blow two short blasts and alter course to port. B must return two short blasts—to indicate understanding—and alter course to port.

6.4.3 TWO POWER-DRIVEN VESSELS APPROACHING EACH OTHER: CROSSING

Power-driven A approaches the port side of power-driven B. A is considered the give-way vessel. As the give-way vessel, A must take EARLY and SUBSTANTIAL action to keep clear and avoid crossing the stand-on vessel B. A must blow one short blast and alter course to starboard. B must blow one short blast — to indicate understanding — and maintain course.

6.4.4 SAILING VESSEL AND POWER DRIVEN VESSEL APPROACHING

When a power-driven vessel B encounters a sailing vessel A, the sailing vessel is ALWAYS the stand-on vessel (unless a sailing vessel is overtaking). In the case above, power-driven vessel B must take EARLY and SUBSTANTIAL action to keep clear of sailing vessel A.

6.4.5 TWO SAILING VESSELS APPROACHING EACH OTHER

When each sailing vessel has the wind on a different side, the vessel that has the wind on its port (left) side is considered the give-way vessel. In this illustration, sailing vessel A must take EARLY and SUBSTANTIAL action to keep clear of sailing vessel B.

When both sailing vessels have the wind on the same side, the vessel closer to the wind (upwind) is the give-way vessel and the vessel further from the wind (downwind) is the stand-on vessel. In the illustration at right, B must take EARLY and SUBSTANTIAL action to keep clear of A. If a sailing vessel has the wind on its port side and the sailor cannot determine with certainty whether the other vessel has the wind on its port or starboard side, the first vessel is considered the give-way vessel and must take EARLY and SUBSTANTIAL action to keep clear of the second sailing vessel.

THE WINDWARD SIDE IS DEFINED AS 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.

6.4.6 HEAVY TRAFFIC

When boat traffic is heavy — with many boats moving in different directions and at different speeds — the boat operator MUST slow down or stop in order to navigate safely.

6.4.7 OPERATION WITHIN NARROW CHANNELS

When approaching a narrow channel, stay to the starboard side and, using a prolonged blast, announce your approach to vessels that may be around the bend. When operating within a narrow channel, vessels must keep as near as is safe and practical to the outer limit of a narrow channel on their starboard side.

Sailing vessels and vessels less than 65 feet in length cannot block the passage of a vessel that must restrict its navigation to a narrow channel (that is, recreational boaters traveling in a main channel should give way to larger vessel such as tugboats). In order to comply with Homeland Security Measures, avoid anchoring in narrow channels and beneath bridges.

6.4.8 OPERATION IN DARKNESS

During hours of darkness, navigation lights MUST be displayed. Navigation lights help you determine whether an approaching vessel is operating under power or sail, and its direction. Remember these quick rules for reference when encountering other vessels in darkness:

6.5 ACTIONS FOR OPERATION IN DARKNESS

POWERBOAT A:

When only a white light is visible, you may be overtaking another vessel. Give way to either side.

POWERBOAT B:

You are being overtaken. Stand on.

POWERBOAT A:

When only red and green lights are visible, you are approaching a sailboat head-on. Give way to your starboard side.

SAILBOAT B:

When white, red and green lights are visible, you are approaching a powerboat head-on. Stand on.

POWERBOAT A:

When white, red and green lights are visible, you are approaching a powerboat head-on. Give way to your starboard side.

POWERBOAT B:

When white, red and green lights are visible, you are approaching a powerboat head-on. Give way to your starboard side.

POWERBOAT A:

When only a red light is visible, you are approaching the port side of a sailboat. Give way to your starboard side.

SAILBOAT B:

When white and green lights are visible, you are approaching the starboard side of a powerboat. Stand on.

POWERBOAT A:

When only white and red lights are visible, you are approaching the port side of a powerboat. Give way to your starboard side.

POWERBOAT B:

When only white and green lights are visible, you are approaching the starboard side of a powerboat. Stand on.

POWERBOAT A:

When only a green light is visible, you are approaching the starboard side of a sailboat. Give way to your port side.

SAILBOAT B:

When white and red lights are visible, you are approaching the port side of a powerboat. Stand on.

6.5.1 OPERATION IN RESTRICTED VISIBILITY

During periods of restricted visibility (such as rain, mist, and heavy fog), you should slow your speed to give your vessel an opportunity to maneuver should the risk of a collision arise.

UNLESS THE RISK OF A COLLISION IS PRESENT, YOU SHOULD REDUCE YOUR SPEED TO THE MINIMUM YOU NEED IN ORDER TO KEEP ON COURSE WHEN YOU HEAR ANY OF THE SOUND SIGNALS ABOVE.

6.5.2 DISTRESS SIGNALS

Knowing the following distress signals will help you call for help in an emergency and recognize those in trouble. Visual distress signals are taken very seriously. False alarms commit search-and-rescue personnel and make them potentially unavailable for real emergencies. Distress signals are required on coastal water, the Great Lakes, and territorial seas and those waters connected or diverted to them, up to the point where the body of water is two miles wide. Consult with your state boating authorities to determine the Visual Distress Signals that are mandatory in your state.

When a vessel is in distress, it can use or exhibit the following signals. Be sure to use appropriate signals for daylight and darkness (code flags, distress cloths, dye marker, and arm signals are less effective in darkness).

STANDARD MARINE DISTRESS SIGNALS (ANYTIME)

MARINE RADIO

• 2182 KHz (MF)
• Channel 16, 158.6 MHz (VHF)
• DSC alert, channel 70 (only for DSC-type radios and where the service is offered)
• *Can also call 911 at any time if a cell phone is available

SOUND SIGNALS

• Continuous sound with any foghorn, bell or whistle
• Gun or other explosive signal fired at 1-minute intervals

FLARES

• Type A: Parachute flare
• Type B: Multi-star flare
• Type C: Handheld flare
• Type D: Orange smoke flare

EMERGENCY POSITION INDICATING RADIO BEACON (EPIRB)

• Use alarm signal

FLASHLIGHT

• Flash S.O.S. signal (short-short-short long-long-long short-short-short).

STANDARD MARINE DISTRESS SIGNALS (DAYTIME USE)

DISTRESS CLOTH

• To attract attention, spread on cabin or deck top, or fly from mast.

DYE MARKER

• To attract attention, release orange dye into water.

CODE FLAGS

• N over C
• Ball over or under Square

ARM SIGNAL

• Raise and lower outstretched arms repeatedly.

6.6 AIDS TO NAVIGATION

6.6.1 U.S. AIDS TO NAVIGATION SYSTEM (ATON)

GREEN LATERAL MARKER

Keep this marker on your left (port) side when proceeding in the upstream (returning from sea) direction. Odd numbers will be displayed and will increase as you head upstream.

RED LATERAL MARKER

Keep this marker on your right (starboard) side when proceeding in the upstream (returning from sea) direction. Even numbers will be displayed and will increase as you head upstream.

RED AND GREEN LATERAL MARKER

You may pass this marker on either side when proceeding in the upstream direction, but the main or preferred channel is indicated by the color of the topmost band. For example: the marker in this illustration indicates the preferred channel is to the right.

NUN BUOYS

Cone-shaped markers that are always red in color, with even numbers. Keep this marker on your right (starboard) side when proceeding in the upstream returning from sea) direction.

CAN BUOYS

Cylindrical-shaped markers that are always green in color, with odd numbers. Keep this marker on your left (port) side when proceeding in the upstream (returning from sea) direction.

DAY-MARKS

Red triangles with even numbers are the equivalent of nun buoys: keep this marker on your right side. Green squares with odd numbers are the equivalent of can buoys: keep this marker on your left side. Both red triangles and green squares can be lighted as well.

GENERAL RULE OF THUMB

Red-Right-Returning — keep the red markers on your right side when returning upstream from sea.

6.6.2 THE UNIFORM STATE WATERWAYS MARKING SYSTEM

INFORMATION (SQUARE)

Displays information such as locality, marina, GAS, campsite and food. Be guided by the information inside the orange square.

HAZARD (DIAMOND)

Marks random hazards such as shoals and rocks. Information concerning the hazard is illustrated within the orange diamond.

CONTROL (CIRCLE)

Indicates speed limits, wash restrictions, etc. Obey the restrictions illustrated within the orange circle.

KEEP-OUT (DIAMOND WITH CROSSING LINES)

Indicates areas where boats are prohibited.

OBSTRUCTION MARKER

Indicate an obstruction to navigation. Do not pass between this marker and the shoreline.

MOORING MARKER

Used for mooring or securing vessels; be aware that a vessel may be secured to such a marker.

SAFE-WATER MARKER

Indicates safe water. This marker is used to indicate land falls, channel entrances or channel centers. It may be passed on either side, but you should be keep it to your left (port) side when proceeding in either direction.

DIVING MARKER

Indicates diving activity in the area. Particular care must be taken when boating in waters where there are divers. A vessel engaged in diving must display a blue and white flag (see right). A red and white flag carried on a buoy is used to mark areas where diving is in progress, although divers may stray from the boundaries of the marked areas. As a general rule, stay at least 150 feet from any diving activity. Consult your state boating requirements for state-specific diving requirements.

6.6.3 INTERCOASTAL WATERWAY

The Intercoastal Waterway (ICW) is a series of tributaries generally running parallel along the Atlantic and Gulf of Mexico coasts. The ICW runs from New Jersey to Texas. Navigation aids along the ICW are the same as any other U.S. waterway, with the exception of yellow markings. The yellow markings override the shape or color of the lateral markers they are affixed on, and indicate the route of the ICW.

YELLOW SQUARE

indicates you should keep this marker on your left (port) side.

YELLOW TRIANGLES

Indicate you should keep this marker on your right (starboard) side.

6.6.4 WESTERN RIVERS SYSTEM

The Mississippi River and its tributaries above Louisiana use the Western Rivers System of navigation aids. Unlike the lateral markers in the U.S. Aids to Navigation System (ATON), the Western Rivers System does not use numbers. Instead, numbers are fixed below day-marks that indicate the distance in milers to the river mouth.

6.7 DOCKING AND MOORING

Docking or mooring your vessel can be the most challenging of boating operations. Maneuvering your vessel into a dock or a mooring marker in calm conditions is hard enough — add high traffic, choppy water and windy conditions to the mix and you quickly realize that proper docking and mooring is a real skill. Keep the following factors in mind for effective docking and mooring:

PREPARATION

When you approach the dock, slow your speed, secure fenders on the docking side, and ready the docking lines.

TRAFFIC

If you are headed to a marina with limited docking stations, you may have to wait until stations open up. Be patient and courteous; approach only when you see an open station and have communicated your intention to other vessels that are departing and waiting.

WIND AND CURRENT

The direction of the wind and the flow of the water current have a huge impact on docking.

IN YOUR FACE

If the wind is in your face, you will need to approach the dock at a steep angle (30°-45°) and swing the boat quickly. Secure the bow first, and then reverse until the stern swings in.

AT YOUR BACK

If the wind is at your back, you should approach the dock at a shallow angle (10°-20°), then stop the boat and allow the wind to drift the boat into the dock.

IF POSSIBLE, APPROACH THE DOCK WITH THE WIND INTO YOUR FACE: YOU HAVE MUCH MORE CONTROL WHEN DOCKING INTO THE WIND.

6.8 ANCHORING

Though anchors are not required by federal law, many states have anchor requirements. It is advisable to carry an anchor for both recreational and emergency use.

ANCHORS SHOULD HAVE:

Line, chain (called "rode") and anchor (all items together are called "ground tackle"). The chain helps you to set and retrieve the anchor. The amount of rode (line + chain) to have out depends on the water depth in which you plan to set anchor. As a general rule of thumb, your rode should be 7 to 10 times the depth of the water in which you will anchor. You will need more rode in bad weather or rough water. Anchors can be of assistance in emergency situations — especially in case of engine failure in rough waters or currents. As such, make sure the anchor is always accessible and the rode is free of entanglements.

THERE ARE A NUMBER OF ANCHOR TYPES. THE MOST COMMON RECREATIONAL ANCHORS ARE LISTED BELOW. CHOOSE THE ANCHOR TYPE THAT MEETS YOUR REQUIREMENTS.

TYPES OF ANCHORS:

PLOW

DESCRIPTION:

Lands sideways: buries when pulled. Best for rocky bottoms, weeds, and grass.

DANFORTH

DESCRIPTION:

Pivoting flukes bury the anchor. Best for soft mud and grass.

MUSHROOM

DESCRIPTION:

For canoes and inflatables. Best for flat bottoms.

6.8.1 TIPS FOR ANCHORING

• Remember: the wind or tide will move your boat around the anchor; you should allow a 360-degree area for movement.
• Pick a spot upwind from where you wish to end up (once you set anchor, you will drift downwind).
• Calculate the amount of rode needed to set anchor (rode = 7 to 10 x water depth).
• Ready rode in a fashion that will allow the anchor to release smoothly to the bottom; ensure that no feet or equipment are entangled in the rope.
• Slowly lower the anchor from the bow, rather than the stern, to avoid capsizing or swamping.
• When the anchor has hit bottom — and sufficient rode is given out — give a solid pull to set the anchor.
• Secure the line to a bow cleat. Never tie the line to the stern: the additional weight could bring on water.

CHAPTER 6 SUMMARY

AFTER READING CHAPTER 6, YOU SHOULD HAVE KNOWLEDGE OF:

• The definitions of navigation rules
• Sound signaling equipment: legal requirements, as well as what different sound signals mean
• Boater responsibilities while driving a boat
• Collision-avoidance rules
• Actions for operation in darkness, and restricted-visibility sound requirements
• Aids to navigation, and what various markers mean
• Guidelines for docking/mooring
• The common types of recreational anchors and their purposes, and how to anchor a boat properly.

South Dakota Safe Boating Course