Fishing boat clearly in the wrong bumps into stern of large sailing yacht (video)

[wadget]

I think another issue with square riggers, particularly one with green sails is that vessels such as fishing boats often pass closer than they would normally do to "have a look" so it is very hard for watch keepers to make a judgement whether the other vessel is just passing close for a look or the watch keeper is asleep.

 

[prv]

I think another issue with square riggers, particularly one with green sails is that vessels such as fishing boats often pass closer than they would normally do to "have a look" so it is very hard for watch keepers to make a judgement whether the other vessel is just passing close for a look or the watch keeper is asleep.

A good point. A few times now I've been pootling about in the Solent when I've heard a voice I recognise talking to VTS - Stavros coming in to Southampton. If possible I'll try to take station alongside for a little while to say hello (a tricky intercept problem in a slower boat when the ship is swerving round the Precautionary Area ) and the last stages of my approach must look a bit like an attempt at collision. I don't think they've ever been concerned at my intentions (no worried glances from the bridge wing) but it's certainly true that other vessels often come close to square-riggers for sightseeing purposes.

Pete

 

[Uricanejack]

Ta - that would make more sense, being a German ship. Fairly sure I was told Heineken, but the person telling me clearly misremembered.

Pete

I have been told by a German friend.

"Germans can loose thier citizen ship for drinking Hieneken"

 

[Uricanejack]

It is a pity you have left the thread because you still have not adequately answered the question. How, in practice, does the master of a large vessel with low manoeverability time his actions when on a converging course with a vessel of substantially greater manoeverability? How in practice does the master balance his initial obligation as stand-on vessel to hold his course, with his final obligation to take avoiding action?

This is enormously relevant to all of us who sail small yachts or motorboats and cross paths with large ships. How many times as give way vessel in your yacht have you aimed at ducking close under the stern of a ship steaming down the TSS at twenty knots, secure in the expectation that he will hold his course and speed?

I'm not criticising, just looking for guidance as to what ship's masters (or OOWs) are most likely to do in practice.

I have never sailed a Square Rigged ship and do not know the manouvering carecteristics or limitations.

The difference here with most sailing vessels. This is a ship with a profesional crew. German standards of training for OOW or Master are considered among the best in the world.

If large square rigged ships were unable to react to a failure of a give way vessel to give way. There would be a lot more collisions.

How does the Master of a ship decide. He rarly does most likely he is not on the bridge until called by the OOW.
The noise from the whistle would get his attention called or not. That amount of whistles he will show up in his underwear and slippers.

The key is the OOW and by extension the Master should have sufficient understanding of the manouverability of thier vessel and its limitations and act accordingly.

This means keeping a good lookout, driving deffensivly. Make the assumtion the other vessel is operated by a incompetant drunken fool who may not even be there. Be pleasantly surprised when the other vessel takes the apropriate action as required.

The OOW of a vessel which is limited in its ability to manouver should have due regard for the limitations( I did not say restriced or constrained but the same applies)

If you understand your own vessels limitations you blow the whistle 5 short prior to the point where your own action can resolve the situation.
At this time you can add call the master, change to hand streering, additional lookout, engines on stand by, (Square rigger Crew on Stand By?)
Supliment whistle by VHF, If you see no response by other vessel prior reaching your limitation. Take action
If the first 5 does not get a response you should sound again, The second time is time to prepare to act, The 3rd. Act. Preferably reduce speed or turn away.

The OOW on this vessel did not act in time. This does not relieve the fishing vessel from its duty.

What the time and apropriate action should have been I do not know.

 

[Mtns]

Suppose the SV had other vessels to starboard it may not have been possible to make a turn to starboard without causing a collision, tacking to port would take to long, so stand on blow the whistle and hope the dozy Watch on the FV wake up. Sounds reasonable to me.