Almost everyone going for a fun day out to see is aware of their responsibilities for the safe operation of their boat. It is easy to forget that the rules still apply for anyone using their boat on the inland water network.
In some cases, such as the River Thames, there are some additional rules to be aware of.
Below are some of the things that we think are of particular importance:
Keep to The Right
Whilst there isn’t anything wrong with cruising on the middle of the channel, especially as its probably the deepest part, you should always pass an oncoming vessel port to port. In practise this means that you should move to the starboard (right) of the river channel and the other vessel should also reciprocate.
A good rule of thumb to use is to divide the river into thirds. You keep your boat about a third from the bank/ wall on your starboard (right) side. If the other vessel does the same, you will have about a third of the river between the two boats when they pass. This means that you are far enough away from the riverbank to where there may be some hidden obstacles, such as branches, rocks or derelict mooring piles etc. and still maintain a good distance between you and the other boat.
It is also important to make any change of direction clearly visible. A leisurely move over to the starboard side may not be accurately noticed by the oncoming vessel and they may need to take unnecessary action.
It is also worth pointing out that overtaking is a thing… most of the same rules and tips apply to anyone who is slower than another vessel, you should always be keeping watch all around you. If you see a boat gaining on you from the stern (behind) make you definite move to starboard, keep a about a third into the river and allow them to pass you on your port side.
Hierarchy of Vessels
Not all vessels are equal! This standard is set out in the International Collision Regulations (COLREGs). This standard still applies to an inland water setting. This governs who should give way to who, when two vessels are on a course that could lead to a collision.
1st A Vessel Not Under Command- This could be something such as an engine failure or a failure of the steering. In essence, the vessel cannot move as required.
2nd Vessel Restricted in Their Ability to Manoeuvre- it would be relativity rare for this to be seen on the non-tidal Thames, but 2 good examples are:
- Larger passenger boats that operate on the river. They may have a small channel that they are able to operate in e.g. the New Orleans that operates from Henley. The New Orleans can only pass under the middle span of Henley Bridge and , especially when going down stream, she may not be able to alter course if she has committed to going under the bridge
- A vessel that is under some form of tow. A boat may have another boat tied up against it, while underway. This could be because it has broken down etc. the lead boat may also have the boat under a tow instead.
3rd Vessels Constringed by their draft- similar to the 2nd hierarchy priority
4th commercial fishing vessels (trawlers etc) Not on the Non-Tidal Thames
5th Sailing Vessels- on the Thames this will be dingy sailing
6th Power driven vessels
Remember- no vessel has right of way
Have a Passage Plan
This is something that every salty sea dog knows well. It is a legal requirement to have a passage plan for every journey, but it does not have to be written down. Before setting off, it is important to know what you are doing and how you are going to do it.
Where are you going? What is the weather like, and how might something like the wind affect the trip?
Even when multiple owners of the same boat are aboard, it is important to have a designated skipper. This person is responsible for the trip, or part of it (responsibility could rotate at each lock, for example).
They are responsible for what happens aboard and must have the final decision on board (about navigating and safe operation…… not what is in the picnic).
Watch Your Speed
All of the non-tidal River Thames is a ‘no wash zone’ this means that there is a speed limit of 8kmh along the entire river. This works out at about 4.3 knots.
As my old driving instructor once told me- the speed limit is just that, it’s not a target. There may be times where you need to slow down. A great example is for barges & cabin cruisers. In a river setting, they can weigh up to 36 tonnes. Moving though the water (particularly upstream) these boats displace a huge amount of water, and this can cause lots of movement to boats that are moored up, particularly when passing at a close distance.Make Sure You Can Be Seen and Heard
Any vessel over 7 meters in length, underway in poor light conditionals (most commonly in the evening and at night) must use navigation lights. These lights are permanently mounted to the vessel and are angled so they can only be seen from certain positions.
Red- mounted on the Port (Right) side, Facing to the side and forwards
Green- mounted on the Starboard (Left) side, Facing to the side and forwards
White- mounted as bar astern (as far back) as possible. Typically, on the river this will be a 360-degree light but there are specific rules. Vessels under 12 meters can use a 360-degree light with those bigger than 12 meters must have a masthead and stern lights.
A vessel that is less that 7 meters in length, and traveling less than 7 knots (remember the speed limit) only needs to have a light that can be operated facing forward (like a handheld torch).
One of the lesser-known bylaws for the non-tidal Thames is that all vessels must carry a whistle on board. This is because many boats will not (and certainly not when the riles were written) have a horn fitted. Sound signals are a very important means of communication when operating on the water. Below is not the exhaustive list, but to give you an idea:
1 short blast- Turning to Starboard
2 short blasts- Turning to port
3 short blasts- My engines are reverse (but I am not necessarily moving backwards)
4 short blasts- Doesn’t typically have a use on the non-tidal Thames. (pilot boats use this signal)
5 short blasts- I am unaware of your intentions (another vessel), this is also known as- What the F!%K are you doing.
Be Safe
Boating on a river is amazing, you are forced to slow down and take in the surroundings, there is so much to see! But remember that it can still be a high-risk environment. River conditions change throughout the year and there are areas of fast-moving water all year round, especially around locks and weirs.
Another big thing to remember is that, despite some of the rules that have been set out above, the 1st responsibility of every skipper is to make sure that the boat is operated in a safe manner, following the rules and crashing because the other vessel didn’t follow them is not necessarily an excuse you could still be found responsible if you could have acted differently but failed to.
The above are some of the things that are important, but this is not an exhaustive list.
Full River Thames bylaws can be found on the Gov.uk website and other standards and rules are set out in the International Collision Regulations (COLREGs). All waterways in the UK fall under the jurisdiction as Marine Accident Investigation Branch. They may investigate any accident that happens in UK territorial waters and will use the same standards to investigate that they use on the coast.
