By Bob Currie, Recreational Boating Safety Specialist
U. S. Coast Guard Auxiliary Station Galveston Flotilla
There were two bad boating accidents last Sunday (August 7, 2022), one fatal, involving recreational boats and barge tows. In one incident a recreational boat with two persons aboard while running at night hit the broadside of a barge tow that had been pushed against the shore in the Intracoastal Waterway (ICW). Both persons aboard the recreational boat were killed. In the second incident, one recreational boat that was towing a second recreational boat in the ICW passed a barge tow and cut in front of the barge tow. The towing boat ran out of gas and both recreational vessels were struck by the barge tow, causing injuries and damage. This column is about methods to keep similar incidents from happening.

Oh, Say Can You See?
The average barge plying the ICW and Houston Ship Channel is 195 feet long and is being pushed by a tugboat from the rear. Often barge tows are two, three, even four or more barges in length. Even though the pilot house of a tow boat is elevated, the more barges linked together the harder it is for a tow boat captain to see anything in front of the tow, as illustrated by the diagram below. The red line represents the captain’s line of sight over the front of the tow. The captain’s blind spot can be as long as his tow.

I have seen many boaters pass a barge tow and cut directly in front of the tow similarly to the three diagrams shown here. If you pass that closely and spin out or lose power, you are just seconds from being run over by the barge tow with the barge tow captain not even knowing that he has hit you. Such is the case with the second incident above. The captain was only notified when two persons climbed up on the barge and ran the length of the tow to the pilot house and notified the captain. If you can’t see the pilot house, then no one in the pilot house can see you. No, there are no forward cameras on the leading end of the tow helping guide the tow. If you can’t see the pilot house, then you are in the captain’s blind spot.

Move It on Over
Hank Williams sang it like this:

Came in last night at half past ten
That baby of mine wouldn’t let me in
So move it on over (move it on over)
Move it on over (move it on over)
Move over little dog ‘cause the big dog’s moving in

That thousand-foot towboat captain isn’t going to alter course in the channel to make room for your 24-foot center console recreational boat because he can’t. He is “constrained by draft” and must operate totally within the narrow channel and he is “restricted in his ability to maneuver” (see Rule 3(g)). If any boat is going to have to move over, it’s the little dog. Let’s see what the navigation rules, also known as the Rules of the Road, have to say.

Rule 3 – General Definitions
For the purpose of these Rules, except where the context otherwise requires:

1. The word “vessel” includes every description of watercraft … used or capable of being used as a means of transportation on the water.
2. The term “power-driven vessel” means any vessel propelled by machinery.
3. The term “sailing vessel” means any vessel under sail provided that propelling machinery, if fitted, is not being used.
4. The term “vessel engaged in fishing” means any vessel fishing with nets, lines, trawls, or other fishing apparatus which restricts maneuverability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict maneuverability.
5. The term “seaplane” includes any aircraft designed to maneuver on water.
6. The term “vessel not under command” means a vessel which through ome exceptional circumstance is unable to maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel.
7. The term “vessel restricted in her ability to maneuver” means a vessel which by the nature of her work is restricted in her ability to maneuver as required by these Rules and is, therefore, unable to keep out of the way of another vessel. The term “vessels restricted in their ability to maneuver” shall include but not be limited to:
   1. A vessel engaged in laying, servicing, or picking up a navigation mark, submarine cable or pipeline;
   2. A vessel engaged in dredging, surveying or underwater operations;
   3. A vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
   4. A vessel engaged in the launching or recovery of aircraft;
   5. A vessel engaged in mine clearance operations;
   6. A vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course.

Rule 5: Post a Lookout
You must designate someone to watch for dangers that may come from any direction. You must maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision. This means that if you have working radar, it must be used as well as providing a visual lookout.

Rule 6: Safe Speed
Except where speed is restricted by regulation or the waterway is marked by a “No Wake” or “Slow Speed” aid, you must judge “safe speed” for yourself. You must take into account the following:

• Visibility (especially at night and in heavy fog conditions)
• Vessel traffic
• Your boat’s ability to maneuver (especially when crossing large wakes)
• Background lighting at night (if lighting disappears, you may be about to hit the side of a barge pushed into the shore)
• Draft in relation to depth of water (water depth just outside a dredged channel often becomes quite shallow quite quickly)
• Weather Conditions (including wind, sea, current and proximity to hazards)

(Note: The speed of a ship, towboat or tugboat can be deceptive. A tow can travel one mile in seven minutes – a ship even faster – and it generally takes three quarters of a mile to a mile and a half to stop.)

Rule 7: Risk of Collision
Rule 7 comes into play whenever another vessel is detected, whether by sight, hearing, Automatic Identification System (AIS), or radar. Below is the wording of the rule:

1. Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist.
2. Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.
3. Assumptions shall not be made on the basis of scanty information, especially scanty radar information.
4. In determining if risk of collision exists the following considerations shall be among those taken into account:
   1. Such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change.
   2. Such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range.

As you can see from this rule, just detecting an object is not enough; you must plot an object’s course to determine if a risk of collision exists early enough to alter course if necessary to avoid a collision.

Rule 8: Actions to Avoid a Collision
Below are excerpts from the first five sections of Rule 8:

1. Any action taken shall be positive, made in ample time and with due regard to the observance of good seamanship.
2. Any alteration of course and/or speed to avoid collision shall be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided.
3. If there is sufficient sea room, alteration of course alone may be the most effective action to avoid a close-quarters situation provided that it is made in good time, is substantial and does not result in another close-quarters situation.
4. Action taken to avoid collision with another vessel shall be such as to result in 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 more time to assess the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion.

Changes in Course or Speed
Rule 8 says that any alteration of course and/or speed to avoid collision shall be large enough to be readily apparent to another vessel observing visually or by radar, and that a succession of small alterations of course and/or speed should be avoided. You want the other operator to know your intentions. If there is sufficient sea room, alteration of course alone may be the most effective action to a close-quarters situation provided that it is made in good time, is substantial, and does not result in another close-quarters situation. The most important thing in these cases is to be aware of all vessel traffic that could potentially cause a collision with you. That is why you must have a lookout.

Overtaking (Rule 13)
There are three important considerations when overtaking. The first consideration is to understand which vessel has the right of way. It is simple. Any vessel overtaking (passing) any other vessel shall keep out of the way of the vessel being overtaken. The nautical term for the overtaking vessel is “Give-way Vessel.” The term for the vessel being overtaken is the “Stand-on Vessel.” Both terms are self-explanatory. As the give-way vessel, you must give way (take actions necessary to avoid a collision), while as the stand-on vessel it is your job to maintain a constant speed and heading; that is, you stand on a steady course. Before changing course, you should make sure you are not being passed by another vessel. Many collisions occur when what should have been the stand-on vessel in a passing situation suddenly makes a turn either to port or starboard.

The second consideration is to signal to the other vessel your intent to overtake, and for the vessel being overtaken to signal that they understand. To pass on the port (left) side of the stand-on vessel, the give-way vessel first gives two one-second blasts of the horn, and the stand-on vessel acknowledges by giving two short blasts. Passing on the port side is the normal rule when there is enough room to do so. Sometimes the give-way vessel may desire to pass on the starboard (right side). In that case, the signal is one short blast.

The third consideration is executing the pass safely. If either boat operator feels that there is a risk of collision, then the horn signal to be given is five short, quick blasts of the horn. The pass should be executed only when it is safe to do so; that is, there is room to pass and the give-way vessel’s wake will not cause damage, and proximity to the stand-on vessel does not pose a risk of collision. It’s just like passing a car on a two-lane highway.

Passing Head-On (Rule 14)
Unless otherwise agreed, when two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve a risk of collision, each shall alter her course to starboard so that each shall pass on the port side of the other. In other words, keep right. Yes, it is that simple, but we saw several boats zig-zag as they approached each other, neither operator seeming to know what to do. The horn signal is one short blast. If there is any doubt about what the other vessel intends to do, the rules require you to take action to avoid a collision. In addition, sound the distress signal (5 short blasts).

Crossing Situations (Rule 15)
When two power-driven vessels are crossing so as to involve a risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel. This is just like coming up to a 4-way stop on a highway, but there are no stop signs or yield signs. You just have to remember the rule: the vessel on your right is the stand on vessel and you are the give-way vessel.

A note about whistle signals: VHF marine radios have just about replaced whistle signals in most cases, so you should know and use the channels for the area in which you are operating. Within a Vessel Traffic Service’s limits commercial vessels can be reached on the bridge-to-bridge frequency (channel 13) unless otherwise specified by the VTS radio rules. When within the VTS limits commercial vessels are relieved from the requirement to monitor the emergency channel (channel 16).

Additional Considerations for Running with the Big Boys
A tow boat captain told me that he and his fellow captains are strictly held to obeying these rules, and if he just had one thing to tell recreational boaters, its that they should follow these rules, too. Here are some more facts about large vessels:

• Large vessels must maintain speed to steer, and they must stay in the channel. Many channels are unmarked. On some waterways, the channel extends bank to bank, so expect vessel traffic on any portion of the waterway.
• A pilot’s “blind spot” can extend for hundreds of feet in front of tugboats and towboats pushing barges.
• In narrow channels, a tug’s powerful engines can cause a smaller vessel to be pulled toward the tow when passing alongside near the stern and pushed away from the tow at the bow. These forces can be strong enough to overcome your steering and cause a collision or cause the recreational boat to lose control.
• “Wheel wash” is a strong current caused by towboat or ship engines that can result in severe turbulence hundreds of yards abaft a large vessel.
• A tug without barges in front could be towing a barge or other objects behind it on a long, submerged line, which lies low in the water and is difficult to see. Never pass closely behind a tugboat.
• Ships, towboats and tugboats use VHF channels 13 and 16. If you are unsure of your situation or their intentions, contact them. A marine FM/VHF radio is essential equipment when operating on a commercial waterway such as the Houston Ship Channel or the Intracoastal Waterway.
• Remember, you are sharing the waterways with vessels operated by highly trained and conscientious professionals. If you have a true emergency or need information, they can and will help if properly contacted.

For more information about operating within the limits of the Houston-Galveston Vessel Traffic Services, see Rule 10 – Traffic Separation Schemes and the links below:

https://lonestarhsc.org/dir/wp-content/uploads/2020/01/Mariner-Guide-Navigating-the-Houston-Galveston-Area-Waterways-LSHSC-12.2.2020.pdf

While the link above is primarily for commercial operators, the link below, also from the Lone Star Harbor Safety Committee, is directed toward recreational boaters. Boaters in other areas should be able to find similar documents for their areas.

Sharing-Our-Bay-Information-for-Recreational-Boaters.pdf (lonestarhsc.org)

Summary
Operating in or near ship channels and the Intracoastal Waterway requires special knowledge of the particular waterway in which you intend to operate, and it requires strict adherence to the Rules of the Road. Even the smallest recreational vessel should carry a marine FM/VHF radio so they can make emergency contact with large vessels.

For more information on boating safety, please visit the Official Website of the U.S. Coast Guard’s Boating Safety Division at www.uscgboating.org. SAFE BOATING!

[Aug-23-2022]