Note to Readers: While the fundamental principles of seamanship are universal, the regulatory citations in this article primarily address U.S. Federal Law (CFR) and U.S. Inland Navigation Rules. International mariners and those in other jurisdictions should refer to the International Regulations for Preventing Collisions at Sea (COLREGs) and their specific national maritime acts. While most frameworks are largely harmonized, local jurisdictional requirements and whistle signal nuances may vary. Always consult the regulations applicable to your specific waters.
Safe navigation on the water depends on a shared understanding of physics, procedure, and the Navigation Rules. Most maritime errors are not born of malice, but of “land-logic”—the assumption that what works in a car translates to a boat. On the water, the rules are different, the physics are different, and the feedback loop is much slower.
In the United States, we generally do not require the same rigorous certification for boating as we do for driving, yet authorities and insurance companies operate on the assumption of full compliance and education. The burden of that knowledge rests entirely on the mariner. A lapse in judgment that feels minor at the helm can result in structural damage, strained ground tackle, or a formal report to the Coast Guard—and the insurance consequences that can follow a mariner for years.
Awareness is cheaper than fiberglass repair.
10. Misusing Channel 16 and Not Answering Hails
The biggest risk here is the casual misuse of the VHF. Channel 16 is for hailing and distress, not chit-chat or testing a radio. Under FCC 47 CFR § 80.313, it is the mandatory distress, safety, and calling frequency. Cluttering it potentially delays or obfuscates critical emergency communications.
The Reality on the Ground: Channel 13 is the bridge-to-bridge channel. “Bridge” in this context refers to the operating station—the helm. It is not restricted to commercial ships; any vessel may hail another on 13 for navigational coordination. Failing to monitor both 13 and 16 makes a vessel a silent, unpredictable hazard.
The Official Record: It is also worth noting that Channel 16 is a recorded frequency. In the event of an incident, radio conduct becomes part of the official record. Gross negligence or improper channel discipline witnessed on 16 can be used to establish a pattern of behavior in a maritime investigation.
Best Practice:
- Monitor both 16 and 13.
- Radio Checks: Use Channel 9 where designated for non-commercial hailing and radio checks to keep 16 clear (or just assume it works. Those of us who know the rules ignore radio checks on 16).
- The Handshake: Start routine hails and maneuvering arrangements on Channel 13.
- The Transition: Repeat on 16 only if the initial hail is unanswered. Once contact is established, return to 13 for the maneuver.
- The Move: If a conversation shifts beyond brief coordination, move to a designated recreational channel: 68, 69, 71, 72, 78A, or 83A (U.S.).
- Answer Hails: Silence forces other operators to guess intent.
9. Passing and Overtaking Without Communication
Unannounced passes, especially in confined waters, are a gamble. Predictability is the only currency that matters in a channel, and “guessing” another captain’s intentions is how close-quarters situations turn into collisions.
The Power of the Recorded Hail: While a formal arrangement is best initiated on Channel 13, there are moments where haste, speed, or an unresponsive vessel requires a more direct approach. If a vessel is threatening to run you down or creating a dangerous situation, hail them immediately on Channel 16. Identifying a vessel by name or position on the recorded hailing frequency and stating the danger creates an immediate, documented obligation for them to respond. It shifts the burden from a guessing game to a recorded navigational agreement. Most experienced mariners—and even the reckless ones—will suddenly find a reason to avoid a collision once they realize the interaction is now recorded and attributable.
The Regulatory Framework: Under Rule 34, a power-driven vessel is required to indicate maneuvers by whistle signals. However, the Vessel Bridge-to-Bridge Radiotelephone Act (33 U.S.C. 1201–1208) and Rule 34(h) allow for these agreements to be made via VHF. This arrangement carries significant legal weight; it is the “black box” of your encounter.
8. Slow Pass Failures
A slow pass is defined by the energy of a wake, not engine RPM. This is where “land-logic” fails: on the water, slowing down slightly can actually make the impact on others significantly worse.
Many planing hulls produce their most destructive wake at transitional speeds—when the throttle is reduced enough that the boat falls off plane, but the stern is still digging deep. If the bow is riding high and the stern is buried, the boat has become a hydraulic wedge, bulldozing a massive wall of water. A true slow pass requires reducing speed until the hull reaches displacement speed, where it is no longer trying to climb over its own bow wave.
7. Wake Mismanagement: Docks, Bulkheads, and “The Bounce”
Physics meets liability here. Many operate under the false assumption that if they aren’t in a “No Wake Zone,” they aren’t responsible for their waves. Under Rule 2 (Responsibility), a mariner is legally responsible for their wake and any damage or injury it causes, regardless of signage.
The “Washing Machine” Effect: In narrow channels with bulkheads (seawalls), a wake doesn’t just hit the shore and stop—it reflects. The energy bounces off the vertical wall and heads back into the channel, meeting subsequent waves. This creates a chaotic “washing machine” of standing waves that can toss moored boats against their pilings long after the passing vessel has cleared the area.
6. Fishing in Marked Channels
A marked channel is a vital artery for safe navigation, not a suggestion. Stopping or drifting in the middle creates a high-stakes obstacle course for every other mariner.
The Law: Rule 9 (Narrow Channels) is explicit: “A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway.” When a small boat anchors in the channel, it forces larger vessels (like tugs and tows) to leave the safety of the deep water. In tight bends or heavy currents, this can force a grounding or a collision with oncoming traffic.
5. Not Giving Way to Vessels Constrained by Draft
Small, shallow-draft boats often treat the center of the channel as their personal lane. Under Rule 9, a vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway.
The Control Paradox: A vessel’s ability to steer is dependent on “prop wash”—water flowing over the rudder. Forcing a 50-foot yacht or a 100-foot tug to slow to a crawl may cause them to lose bare steerageway, turning them into a massive, glacially-moving unguided missile.
4. Misunderstanding Whistle Signals
Whistle (horn) signals are formal communication under Rule 34, not “road rage” tools. Mistaking a signal for an admonition is a dangerous error that leads to defensive or aggressive behavior.
The Essentials:
- One short blast: “I intend to leave you on my port side.”
- Two short blasts: “I intend to leave you on my starboard side.”
- Five short blasts: The Danger Signal—indicating doubt or disagreement with a maneuver.
- The Captain’s Salute: If a horn is used socially, use the “Captain’s Salute”—one long blast followed by two short blasts. This cannot be confused with any maneuver signal.
3. Driving in Circles Around Anchored Boats
An anchorage is a place of rest, not a slalom course. Circling a stationary vessel is one of the most inconsiderate actions a boater can take, as it traps the target in a 360-degree “washing machine” of waves. A boat at anchor is held by a single point. When hit by a beam-sea wake, it rolls violently. This can throw passengers, spill boiling liquids, or break the anchor’s set. Treat an anchored boat like a private residence.
2. Assuming Large Vessels Maneuver Like Small Ones
“Land-logic” treats all boats as equally agile. In reality, once you move past the center-console class, you deal with vessels that “suggest” a course rather than “command” it.
The Reality of “Big Iron”: Ships and tugs carry immense inertia and operate on a scale of “Advance and Transfer”—they may travel half a mile after the helm is put hard over before the bow even begins to swing. Additionally, large vessels have massive “sail area.” A yacht or tug may be “crabbing”—pointed 10 degrees into the wind just to travel straight over the ground. If you pass too close on their leeward side, you are in their “dead zone.” They cannot turn toward you without the wind catching their bow and spinning them out of control.
1. Passing or Meeting “Too Close Aboard” Without Communication
One of the most egregious errors on the water is the failure to recognize a slower vessel as a dynamic, navigating peer rather than a static geographic feature.
The “Pylon” Mindset: At high speeds, an operator might treat a slow trawler or a sailboat as a fixed obstacle—a bridge piling or a jetty—to be skirted at the last moment. This ignores the hydraulic interaction between hulls—what many captains call “surge and suck.” The interaction between pressure fields creates a bow wave that pushes the slower boat’s stern away, followed by a low-pressure suction that pulls the two hulls together.
The Betrayal of the Stand-On Vessel: Under Rule 17, the vessel being overtaken is the stand-on vessel and is expected to maintain course and speed unless collision cannot otherwise be avoided. A high-speed pass executed without warning forces that captain to choose between staying the course and getting hammered, or breaking the Rules by swerving to survive. You are essentially weaponizing your wake against a peer.
Safe Speed (Rule 6): If your speed is so high that a VHF call or a whistle signal feels like a distraction, you are exceeding a safe speed for the circumstances.
Final Thoughts
Most unsafe boating isn’t malicious. It’s uninformed, inattentive, or based on assumptions that don’t translate to the water. The fix is simple: slow down, communicate early, and remember that not every vessel has the same capabilities or limitations as yours.
For those looking to fill gaps in knowledge, a NASBLA-approved boating safety course is a great resource. Good seamanship minimizes risk for everyone. The water rewards that mindset every time
