NavList:
A Community Devoted to the Preservation and Practice of Celestial Navigation and Other Methods of Traditional Wayfinding
Re: Avoiding collision.
From: Steven Wepster
Date: 2003 Oct 8, 16:34 +0200
From: Steven Wepster
Date: 2003 Oct 8, 16:34 +0200
Dear All, Being run down is certainly the gravest danger to a yacht here in the North Sea and the English Channel. To answer George's question: >>it would be interesting to learn if others on the list have the same >>experience. Generally, in my experience, merchant vessels do not give way, but sometimes they do. One quite recent instance I remember quite well, probably because it is so a-typical. We were motoring, sails down, and crossing the TSS at right angles, as prescribed by rule 10 of de colregs. An empty bulker following the TSS and approaching on our port side altered course to starboard, so as to pass behind our stern, when still at a distance of more than 3 miles. There was no other ship either following the traffic lane or crossing it, so I am really convinced that he manouevered to give way to us. I am very much aware of the sheer invisibility of my boat from the bridge of a merchant. Even painting her red and yellow, and showing an all-round white masthead light at night in stead of a three-coloured light (she is only 1 m too long for that to be legal practice) does not make her more than a speck on the sea. Being on a small boat also means being low on the water and badly equipped to detect other ships and assess the risk of collision. If I am invisible behind a wave, then the other ship is also invisible for me; and I lack all means to obtain his distance, speed, CPA, etc. All I can do is take rather course compass bearings on him to see if potential risk of collision is developing. Experience tells me that in many cases the bearing will open up only very late even though the CPA is perfectly acceptable. Yes, I can manoeuver very easily, but I must do so on a very poor state of 'situational awareness'. The sea room that I require and the distances at which I can make sound decisions are both much smaller than, say, on the bulk carrier that I mentioned above. This means that I might tend to postpone a decision to a time when impolite words are being muttered on the bridge of the merchant, were it not that I usually try to avoid that state of affairs. The practical adage is: 'If in doubt, get out'. Now, consider a situation where I have determined that, according to the colregs, my small yacht is the stand-on vessel, and that a merchant is the give-way vessel, as in the example above. Still following the colregs (in particular rule 17), it is my duty to stand on, until it appears to me that the other vessel is not taking sufficient and appropriate measures. Only from then on do the colregs allow me to to take my own action. The point where this becomes appropriate might be judged different from the bridge or from the cockpit. I agree with Doug that it is better to be alive than right. When we conclude, as George does, that the colregs are in certain situations 'a dead-letter', then something is wrong and the rules are not adequate. We can't hide it all behind rule 2b. I am a regular reader of the MARS reports in Seaways (an accident and near-miss reporting scheme on a voluntary and anonymous basis) and the sometimes hair-raising tales reveal to me two things: first, that not every ship is manned and run to the high standards that Doug writes about; and second, that many well-trained mariners are not happy with the current state of the colregs. The situation is getting worse for at least two reasons: 1. High speed ferries. I am a sitting duck covering probably not even half a mile from the moment I spot one on the horizon. How am I going to avoid him? 2. Waypoint navigation. There is growing evidence that since everybody is using GPS, traffic on fixed routes is getting denser, because broadly speaking everybody is right on track towards the same waypoint. There also seems to be a growing reluctance on certain ships to alter course (on top of the longer standing reluctance to alter speed) and get out of the beaten track. On the subject of MARS, its website is at http://www.nautinst.org/marineac.htm#search Some articles are really recommended reading. The following example is of interest to the current discussion: http://www.nautinst.org/mars/mars01/200163.html Keep a sharp lookout, Steven PS: in these matters also, regrettably, I learned most from my own errors. "Good judgement comes with experience. Experience comes with bad judgement." I don't know who invented that.