To stand on, or not to stand on

[Sharky34]

In congested waters it is not always possible to make the alterations you suggest. Nor is 'guessing' . Applying the rules when you find yourself in a close quarters situation is clearly important. Very easy and sensible to keep clear at the start if it's a single contact. But learning to judge speed and distance of other vessels becomes increasingly important with more traffic.
People who race or sail in places like the Solent get very good at that. Often without even being aware of what they are learning.
It's quite safe to pass ahead of a stream of ships on a yacht if you are practiced.,

Tell that to the ABP launch in front of them.

 

[Sharky34]

Quite. Paul Boissier was my CO once and I counted him as a good friend. One of the pictures we have in our hall of our current yacht was taken by his wife as we sailed into the anchorage off Houat to meet up.

PS. He also let me drive his ship... even when RASing.

Thought God, was your CO.

 

[capnsensible]

Tell that to the ABP launch in front of them.

Is that the escort vessel that polices the moving exclusion zone? If so, it's their job to assist the less experienced isn't it?

 

[Sharky34]

Is that the escort vessel that polices the moving exclusion zone? If so, it's their job to assist the less experienced isn't it?

Yes, but even 'if' the skipper thinks its safe to cross in front ( even when not actually in the zone) they can get quite nasty.

 

[PilotWolf]

Is that the escort vessel that polices the moving exclusion zone? If so, it's their job to assist the less experienced isn't it?

Yes, I can't remember their call sign but I'm not sure if this tanker was big enough for an escort and the exclusion zone? If so most of those yachts were in breach of it.

W.

 

[RivalRedwing]

The written discussion on youtube below the video is quite something..

 

[dunedin]

It can be more complex when crossing a shipping lane like some in the Baltic when there’s will be 4 or 5 in each direction to duck between.
But with a single ship like this, if any serious doubt we would tend to tack off onto hove-to for 5 minutes, and put the kettle on. The tacking (or similar 90 plus degree course change away) makes clear the intentions, and a cup of tea/coffee and cake is much more relaxing than getting stressed with worry.

 

[Rappey]

Just another day in the solent. I'm under sail. The ship is moving...no incident.
A little closer than I would have liked..

 

[LadyInBed]

Just another day in the solent. I'm under sail. The ship is moving...no incident.
A little closer than I would have liked..

Which way are you going, to the left ? or to the right

 

[Rappey]

I'm going across his bows so going left . I got there first ?. It probably looks bad but was not

 

[Resolution]

Listening to the pro big ship operators on here would help.

It certainly does help, so thank you to the relevant contributors.

 

[laika]

The written discussion on youtube below the video is quite something..

Your comment here led me to the discussion and then to a couple of his other videos which have merit because:
* He seems like he can be a bit of a Mr. Angry (which I'm ashamed to say has entertainment value)
* Unlike some "Isn't being on a boat AWESOME!!" type youtube things, his getting stressed over those every day annoyances of med cruising reminds you of the times you've secretly thought "why didn't we just rent a nice little cottage somewhere?" and making you not feel so bad about not being able to sail overnight at the moment

They do both seem generally competent sailors but he does seem to have an annoying habit of referring to the colregs (which he did in another video complaining about a tourist boat which parks badly beside them) without you being sure how well he really knows them. Aside from the apparent ignorance of Rule 17 when he's criticising the "RYA yachtmaster teachings" at the end of the video the OP links to, there's this which he writes in the comments which whilst not completely wrong, doesn't inspire confidence in the phrasing:

As to horn signals, I have only ever heard them used in port (one short blast-I am passing you to MY port side, two blasts, starboard side, three, I am reversing). A prolonged blast is usually, I'm leaving port and I want everyone to know I'm under way.

 

[Refueler]

If both vessels maintain course and speed it's only current and leeway which is going to change CPA. If the other vessel has its rudder over, your AIS should tell you that as well as a changing CPA. A CPA of 30m is worrying at the distance that ferry appeared to be whether ahead or astern but you are of course right about the need to monitor: My AIS doesn't tell me ahead/astern so if I'm worried about a target, from a fair way off I'll let go the sheets a bit and see whether CPA increases (I'm going to pass behind) or decreases (I'm going to pass ahead). I can then plan my rule 17 strategy accordingly. I'll also note the COG of dodgy looking targets to see whether they subsequently tweak by a couple of degrees to avoid me

Think people may be missing the importance of the words Close Quarters Situation ................ IRPCS are designed to :

Primarliy give guidance to AVOID Close 1/4's situation

Second what to do if Close 1/4's cannot be avoided or develops.

Close 1/4's basically means you are too close to each other .... keep that in mind and you may be a lot safer on the water !!

Lecturer at Marine College said the immortal words :

A collision occurs between two vessels because two idiots try to occupy same bit of water at same time ...

 

[laika]

Think people may be missing the importance of the words Close Quarters Situation

You quoted my post but I'm unclear exactly what you are criticising

 

[Refueler]

Those poor blokes on Ouzo may have had a similar approach to life. "He can see us, he knows what he's doing, he'll go round us".

Ouzo sadly has been never fully answered and proven. The report is padded out with all sorts of nonsense etc. that fills pages.

But it does push us to do something - KEEP EYES and EARS sharp on lookout.....

 

[Refueler]

Yes, I can't remember their call sign but I'm not sure if this tanker was big enough for an escort and the exclusion zone? If so most of those yachts were in breach of it.

W.

In the shipping channel approaching Calshot to turn into Soton Water - he was bound for Fawley ... he most certainly is of size for escort and exclusion zone ... usually the Pilot Boat provides escort and has been known to 'nudge' yachts out of the way ...

Most of those yachts were pushing the limits .... with one in particular of course and possibly the one next being suicidal.

 

[Refueler]

You quoted my post but I'm unclear exactly what you are criticising

Not criticising ... just pointing out that 'Close 1/4's situations' are to be avoided ... your and many other posts have the words Close 1/4's situation in - as though its nothing. As I post IRPCS are designed to first guide you to avoid Close 1/4's situation and if one develops / unavoidable - what then to do.

Post corrected as I erroneously added 'laika' to others mentioning Close 1/4's

 

[PilotWolf]

In the shipping channel approaching Calshot to turn into Soton Water - he was bound for Fawley ... he most certainly is of size for escort and exclusion zone ... usually the Pilot Boat provides escort and has been known to 'nudge' yachts out of the way ...

Most of those yachts were pushing the limits .... with one in particular of course and possibly the one next being suicidal.

Wasn’t he outbound?

My old engineer had friend who was crew in the escort boat but I still
cant remember their call sign!

We used to run down just outside the channel but on the correct side.

The Solent is a nightmare as a professional mariner.

W.

 

[Catalina36]

Ouzo sadly has been never fully answered and proven. The report is padded out with all sorts of nonsense etc. that fills pages.

But it does push us to do something - KEEP EYES and EARS sharp on lookout.....

There's a lot about it we don't know. What we do know is that the ship didn't see it either visually or on radar in time to avoid hitting it or was even aware that it had. Much of what has been said on here relies on the assumption that you've been seen and are being tracked. I'd prefer to trust my life to my own eyes and judgement thanks. It's all very well believing that you'll pass comfortably ahead until the day that you get a rigging failure, a rope round the prop, a man overboard or some other unexpected crisis just at the crucial moment. Then a CPA of a mile could disappear in three minutes. That's when you'll wish you'd slowed down and let it pass ahead of you.

 

[laika]

your and many other posts have the words Close 1/4's situation in

Are you sure about that? No explicit mention of those words in what you quoted. I mentioned CPA in the context of if I were stand on vessel and I saw a CPA of 30m on my AIS I'd be planning in advance (*before* any close quarters situation arose) what I'd do if the give way vessel apparently did nothing