Without knowing precisely who was doing what where in regard to the incident Roger related to us, I'll reserve comment on whether "do an immediate U-turn" was an appropirate command. But I find this topi quite timely, considering this column that was in the Portland Pressed Herring on Friday. Roger, did you see this?
'I have the right of way and that oil tanker doesn't - right?'
While the rules may or may not apply, the laws of physics and bad visibility always reign supreme.
BRIAN J. DOWNEY July 3, 2009
ABOUT THE AUTHOR
Cmdr. Brian J. Downey of the U.S. Coast Guard is deputy sector commander of Sector Northern New England, based in South Portland.
SOUTH PORTLAND — As a kid growing up around boats, I learned that the marine environment can be a wonderful and rewarding world in which to work and play.
Equally though, I learned that it can be harsh and unforgiving.
I vividly recall a very sad case of a fatal boating accident in Long Island Sound more than 25 years ago that involved a large commercial ship and a small recreational vessel.
Due to the disparity in size between the two vessels, everyone went home from the larger commercial vessel. But two people from the smaller recreational boat did not.
Three decades later, I still think that leaving some distance between those vessels may have saved two lives.
Since boats can navigate virtually anywhere, provided there is enough water to float them, international and domestic navigation regulations were developed to organize "rules of the road" to help mariners safely negotiate traffic as well as better identify vessels both during the day and night.
I offer, though, that there are other considerations beyond the rules of the road to assess situations involving ships, tugs, barges and other large commercial craft.
Going back to my youth, I picture my father at the helm of our 23-foot boat trying to calm my frantic mother by explaining that the big ship in front of us was required to get out of our path as we were under sail, availing us the right of way, assuring our safe passage.
Well -- not exactly. Only in some cases do sailing and fishing vessels have the right of way over deep-draft vessels.
If a ship is in a narrow channel or otherwise constrained by its draft, for example, all bets are off for smaller vessels.
Deviating from the bureaucracy of the regulations, I offer some practical discussion.
Periodically, again as a kid, I would also hear that the crew of nearby ships had radar and that they had been monitoring us for an hour or more.
Yes, ships closely monitor radar – but lower-profile boats, especially those made of fiberglass and wood, don't show up on radar as distinctly as do larger boats made of denser materials.
Another consideration is eye-to-eye visibility of vessels under way, especially container ships and tankers.
While ships vary, the aft house configuration on most modern ships creates a blind spot in front of the bow. In some cases, the blind spot can extend a third of a mile directly in front of the ship.
Crossing a deep-draft ship's path could take a boat into the ship's blind spot. Often this can be done without incident, but not without first causing significant concern of the ship's pilot and bridge watch. As a vessel disappears into the blind spot, the bridge watch is thinking, "We can't see the boat!"
Why does this matter? It's all in the physics. An object in motion tends to stay in motion. Big ships are designed to carry big, heavy loads, generally speaking, in a fairly straight line.
While they can maneuver, they aren't as nimble as small boats. Let's take a tanker of 650 feet operating at a modest 6 knots coming into port.
Because of its incredible size and momentum, it could require up to two miles to completely stop using emergency full astern propulsion.
How about an evasive maneuver? If there is adequate sea room, which is doubtful for most ships entering a port, this same tanker could need a half mile to complete a full 90-degree turn.
Add darkness, bad weather or poor visibility and it doesn't take long to figure out this can be a losing proposition for the small boat.
Additionally, maneuvers such as these are dangerous to other boats and ships.
They can put fishing and lobster gear in jeopardy and could ultimately raise the risk of grounding the ship. Ship groundings, especially of tankers, aren't good for anybody.
Boating and commercial fishing are valuable and enriching segments of life on the coast.
Understanding the risks and realizing the capabilities of the ships and commercial vessels will help ensure fun and safe boating and will continue to assure financial security for our fishermen.
The commercial shipping industry is safer now than ever.
Rigorous ship engineering and design standards, state-of-the-art technology and demanding international professional licensing requirements contribute to a strong safety record.
Keeping our waterways safe and productive, however, requires everyone's cooperation. My advice is to stay safe by giving our commercial operators a wide berth.
There's plenty of ocean for all of us.
Copyright © 2009 MaineToday Media, Inc.
