Crossing Separation Zones in Small Yacht

[glennytots]

I am thinking about taking my Jeanneau Tonic 23 (with outboard) across the Straits of Dover this year if the conditions are suitable (ie F 2-4 / slight). Although I crossed the channel several times some years ago, it was always much further west in a much larger yacht with a powerful diesel to help me keep out of trouble in the TSS.

Now contemplating what I imagine will be denser traffic in the Straits, in a smaller, slower and less capable yacht, I am more conscious it might be trickier to take avoiding action than I'm used to, not least because of the possibility of ferry traffic from behind or in front. I want to be clear on my options for avoiding ships, more critical in the Tonic as I can't rely on the engine to give me extra speed to pass ahead of conflicting traffic where necessary.

The regs state that I have to steer at right angles to the TSS direction of traffic to minimise my time in the zone. How closely this is policed? Presumably it is acceptable to alter course by 20 degrees or so for a few minutes in order to pass behind a ship or avoid a ferry?

Otherwise, another option would then be to reduce my speed or even heave to while a ship passes but these options are tricky in the Tonic if the sea happened to be rougher than anticipated (due to wake from shipping ??) as I'd possibly lose steerage with my light weight and high windage.

Otherwise, is it preferred to turn parallel to the direction of traffic (in the same direction as the shipping of course) for a while to allow ships to pass ahead or to avoid a ferry.

Any thoughts from sailors of small yachts who have made this trip?
How much difference to the sea state does wake from the concentrated shipping make in the TSS?

 

[AndrewB]

I've done this crossing many times.

If you can't keep up 4kts with your engine, don't attempt it. You can sail of course, weather permitting, but the engine is an essential backup.

There is policing of the straight by CG stations on both sides as well as by spotter planes when necessary. They have been known to come down heavily on flagrant abuses of the TSS rules, but seem to be tolerant of mild deviations - obviously you must change course in case of risk of collision.

Incidentally there is no reporting requirement for yachts crossing but Dover CG do seem to like you to let them know. However, do not expect them to offer advice on how to cross.

Two points to start with. First, we have found that ships always treat us (from ColRegs point of view) as if we were motoring, regardless of whether we are actually sailing. Second, most ships like to travel right on the outer edge of each shipping lane, so once through this queue your passage is much more free.

When you cross the first lane, bear in mind that you are the stand-on vessel (ships are approaching on your port side). At the same time you have a clear responsibility "not to impede" ships in the TSS. It seems that no-one is quite sure what these two requirements, taken together, imply. Some ships will give way and turn to go behind you but some will stand on. This means it is very inadvisable to heave-to in the TSS. If in doubt, turn right round and head away, wait for a better gap in the traffic.

On crossing the second lane you will always be regarded as the give-way vessel by ships in the TSS. That is much easier to cope with, as you can just pick your ship, wait, and then head to pass behind it.

Find out the routes the cross-channel ferries use and keep clear of these, as it is just an extra complication. If you do get near their routes beware, they will come alarmingly close, but these ferries are very manoueverable and quite used to dealing with yachts.

The Dover Straight is always choppy, specially close to Dover, and I don't think you'd notice much extra effect of the ships unless you got far too near.

 

[Deleted member 36384]

.... Otherwise, another option would then be to reduce my speed or even heave to while a ship passes but these options are tricky in the Tonic if the sea happened to be rougher than anticipated (due to wake from shipping ??) as I'd possibly lose steerage with my light weight and high windage.

Otherwise, is it preferred to turn parallel to the direction of traffic (in the same direction as the shipping of course) for a while to allow ships to pass ahead or to avoid a ferry. ...

The former point is less suitable than the latter. You should when crossing a TSS at right angles to the lane, turn parallel and in the correct direction, until the faster vessel passes and then continue at right angles across the stern of the vessel.

 

[Skysail]

Heading at right angles to the TSS; it is perfectly acceptable to turn temporarily towards the stern of the ship and tuck in behind. This does not count as going the wrong way in a TSS. If you turn with the ship it will take forever to make the transit, and the next one will be arriving.

There was a very long thread on this a few years ago, and I checked with the author of Guide to the Collision Avoidance Rules.

 

[mikemanor]

Rule 8

It seems that no-one is quite sure what these two requirements, taken together, imply. .

Not True. A vessel under 20m in length or any sailing vessel must not impede the passage of a vessel using the TSS. "Impede the Passage" is defined in Rule 8. Simply - you must not allow your vessel to get into a position where a risk of collision exists. You must keep your wits about you, think ahead, and take early action so that no risk of collision exists. Once there is a risk of collision, then the normal Colregs apply - and if that makes you the stand-on vessel, then you will have impeded the passage of the other vessel using the TSS.

 

[Searush]

Not True. A vessel under 20m in length or any sailing vessel must not impede the passage of a vessel using the TSS. "Impede the Passage" is defined in Rule 8. Simply - you must not allow your vessel to get into a position where a risk of collision exists. You must keep your wits about you, think ahead, and take early action so that no risk of collision exists. Once there is a risk of collision, then the normal Colregs apply - and if that makes you the stand-on vessel, then you will have impeded the passage of the other vessel using the TSS.

Oh so clear & precise written down like that. Unfortunately there is no clear point when a risk of collision occurs - that is somewhat sunjective is it not?

 

[mikemanor]

Well, there is a very clear point - if the bearing of the approaching vessel remains constant there is a risk of collision.

However, you are right that, for example if a large vessel or tow is close, then the bearing may appear to change slightly but there is still a risk of collision. Rule 7 helps us out here by saying "If there is any doubt, such risk will be deemed to exist".

My point really about crossing TSSs is that you cannot assume that you will be the stand-on boat because that accepts that you have left it too late and have impeded the passage of the vessel in the TSS.

 

[Skylark]

A small vessel crossing a TSS must not impede the passage of a vessel using the TSS; and therefore by definition can not be a stand-on vessel.

 

[Pye_End]

A small vessel crossing a TSS must not impede the passage of a vessel using the TSS; and therefore by definition can not be a stand-on vessel.

Once a collision situation is deemed to exist then 'normal' collision avoidance rules then apply - ie you may still be the stand-on vessel at this point.

 

[Pye_End]

My point really about crossing TSSs is that you cannot assume that you will be the stand-on boat because that accepts that you have left it too late and have impeded the passage of the vessel in the TSS.

Ships often seem to make small changes when it is still on your visible horizon, whereas average yachtie might wait to see what the situation is at 2 to 3 miles, especially if other traffic is about. Probably as a result of them using sophisticated software on their radar, rather than us using eyeball and a handbearing compass - they will invariably weigh up the situation first. So yes, we are often 'too late' compared with them.

 

[Seajet]

I've motored across the Channel a few times in a 22' boat, though a bit to the West of Dover ( a longer trip though ).

I'm, sure you know the old method of taking a hand bearing on an approaching ship; if the bearing stays the same, you're on a collision course - so make it plain you are altering course to go behind.

Binoculars with an integrated compass are very handy.

Once when unforecast fog descended mid Channel, I had to tack to & fro all night in the separation zone, very tiring but infinitely preferable to bimbling across a shipping lane blind !

Do have plenty of fuel - to motor the whole way if necessary; my 5hp 2 stroke gives 2.5 hours per gallon at 5 knots.

Setting off in the dark is preferable to arriving at night; people say 'it's much more obvious at night' but that's assuming the lights are all working !

 

[Vara]

There is a well defined "informal" traffic lane for N/S ferry traffic from Dover, don't have the details to hand but they are detailed on Imray charts and in Reeds. Avoid those and you halve your problems.

 

[GrahamM376]

- so make it plain you are altering course to go behind.

Very important - don't waffle around or you'll make them nervous. Change course enough so your intentions are clear and be prepared to cut across close astern on engine rather than mess around re-trimming sails. I've sometimes called up a vessel to advise them of my intentions.

Although the rules are specific about your heading being 90 degrees to the TSS, no-one will complain if you alter course to avoid a collision.

 

[Spuddy]

The lanes are full of things the size of a block of flats travelling at 30mph; usually best to make a clear change of direction and pass behind them. We hope that the ship then can see what you intend. Sometimes they will do a minor tweak in course while still on our horizon to avoid a yacht. Usual route to Boulogne takes you west of the ferries.
Timings: trouble is if you are in the Granville in Dover then the gates are closed at the best time to leave. Ask at marina tower about parking overnight on the pontoon with the lifeboat.

 

[BoyBlue49]

Very important - don't waffle around or you'll make them nervous. Change course enough so your intentions are clear and be prepared to cut across close astern on engine rather than mess around re-trimming sails. I've sometimes called up a vessel to advise them of my intentions.

Although the rules are specific about your heading being 90 degrees to the TSS, no-one will complain if you alter course to avoid a collision.

+1

Just use common sense and you will be ok. Don't make a mountain out of a mole hill, thousands of sailing yachts do this crossing each year. Don't be surprised if you are ignored on VHF.
Good luck.

 

[Skylark]

Once a collision situation is deemed to exist then 'normal' collision avoidance rules then apply - ie you may still be the stand-on vessel at this point.

Not following this, can you please give more information?

The IRPCS state that the small vessel must not impede the passage of the vessel using the TSS. Therefore, if, now, a collision is deemed to exist, then you are in breech of the regulation by definition, aren't you?

Secondly, if a collision is deemed to exist, no one is stand-on because both vessels have an obligation to avoid the collision?

Hoping to learn something.

 

[AndrewB]

Once when unforecast fog descended mid Channel, I had to tack to & fro all night in the separation zone, very tiring but infinitely preferable to bimbling across a shipping lane blind !

Setting off in the dark is preferable to arriving at night; people say 'it's much more obvious at night' but that's assuming the lights are all working !

Sudden fog is a very common hazard in the Dover Straight adding spice to a TSS crossing.

The separation zone can be the safest place if it descends but look out, lots of French fishermen think the same and the zone sometimes gets crowded with anchored boats! The Varne bank is another 'safe' spot small boats head for. Of course, the bar-room lawyers will tell us it is strictly against rule 10(g) to anchor in such places - that doesn't stop it being the safest thing to do.

Beware though, I've known ships follow yachts in thick fog. On one occasion we headed for the relatively safety of the Ridens bank off Calais when a fog descended, only to be aware a cargo ship had left the TSS and was following us. Concerned that it might run into us and unable to communicate, there was nothing we could do but make for shallower water where eventually it stopped, probably grounded, in about 4m. We left it there, it was low tide, so it probably got off safely.

I don't entirely agree with your tip about leaving at night. The Dover Straight can easily be crossed in daylight and the TSS itself only takes a couple of hours. For a first trip at least, a night passage of the TSS is not to be recommended. And dawn is a prime time for summer fog.

 

[lenseman]

I am thinking about taking my Jeanneau Tonic 23 (with outboard) across the Straits of Dover this year if the conditions are suitable (ie F 2-4 / slight). . . . . . . Any thoughts from sailors of small yachts who have made this trip? . . . .

Did you not get suitable replies when you wrote on a thread, (message 9) on 15 June last year:

http://www.ybw.com/forums/showthread.php?t=240120

 

[Pye_End]

Not following this, can you please give more information?

The IRPCS state that the small vessel must not impede the passage of the vessel using the TSS. Therefore, if, now, a collision is deemed to exist, then you are in breech of the regulation by definition, aren't you?

As Searush implies in post 6 this is as clear as mud and always open to debate.

'Rule 10. (a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other Rule.'

Ie you are not supposed to get yourself into a situation, but if you do then all the other Colregs still apply.

Secondly, if a collision is deemed to exist, no one is stand-on because both vessels have an obligation to avoid the collision?

Hoping to learn something.

The rules for vessels in site of each other state that if there is a risk of collision, there will be one vessel that has a duty to keep clear, and the other has a duty to stand on. It is only when the actions of one vessel alone is not sufficient to avoid a collision is that the stand on vessel is required to take action.

Rule 17 (a) and (b)

 

[reginaldon]

Did you not get suitable replies when you wrote on a thread, (message 9) on 15 June last year:

http://www.ybw.com/forums/showthread.php?t=240120

Not checked, but several in our club do it every year.