Be Careful Out There.....
- Thread starter Maine Sail
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Tug Lights Warning
2.2.3 Widespread Use of Substandard Navigation Lights in the Towing Industry
Canada's largest tug boat fleet is located in B.C., where log booms and barges ply the coastal waters in all conditions of visibility, often near commercial and recreational vessels. In a congested area at night, tugs and their tows pose a greater threat to maritime safety than do most other vessels because the cable connecting them lies hidden a short distance below the surface of the water and there is no visible link between the two. A vessel operator who attempts to pass astern of a working tug without being aware of navigation lights displayed by tugs and tows is in danger of colliding with the submerged towline or the towed object. The danger of such an occurrence increases as the visibility range of critical navigation lights aboard the tug or tow decreases.
"Scotty" lanterns, like that tested by the TSB, were manufactured with a maximum visibility range of one mile (using a clear lens). They were marketed and distributed to wholesale and retail suppliers as barge, boom or anchor lights, and subsequently were sold to customers in the industry, who used them as navigation lights. While manufactured as an all-round white light, the light was subsequently modified, for use as a sidelight, by substituting the clear lens with a coloured lens. The owners of the tug and barge maintained an inventory of these lanterns and used them from time to time on barges, as temporary sidelights, despite their visibility range being significantly below the requirement of three miles, which was set for safety purposes.
To help ensure that only navigation lights that meet regulatory requirements are used by owners/masters of vessels, the regulations call for "proof of compliance", be it in the form of documentation or a label.[4] Consequently, the industry, including the owners of the tug and tow, ought to have been aware that lights meeting regulatory requirements are available on the market and must be carried on board all tugs and tows. Approval from TC had not been received to permit "Scotty" lanterns to be used as a substitute for navigation lights required by regulations. The "Scotty" lanterns sold by manufacturers did not carry a proof of compliance document or label. In this instance, the navigation lights, including a spare set (oil lanterns), were carried by the tug.
Further, unmanned barges such as Texada B.C. are not subject to inspection by TC. As such the onus is on the owners/masters to ensure that navigation lights used on barges meet the prescribed safety range requirement and carry proof of compliance document or label.
Given the long history of the use of these navigation lights within the industry, and given that these lights are supplied by the company for use as navigation lights, the ship's complement had no reason not to accept them as such. Consequently, the risk associated with the use of these lights was unrecognized and the safety threshold was thus lowered. Reason's model of accident causation is used to illustrate, from a systemic perspective, a number of safety defences that had been breached. The result is the widespread use of lights for navigation purposes that do not meet the safety range of visibility (Figure 1).
This accident happened during the fireworks festival in Vancouver, when a Bayliner cut between the tug and barge.
a substandard barge light
dark barge against stanley park
harbormaster allowed commercial traffic during huge event
no watch on bridge
adjusting cable out long distance
tug doing 7.5 kn
no vhf monitoring of 16 by victim
http://www.tsb.gc.ca/eng/rapports-reports/marine/1999/m99w0133/m99w0133.asp#a411
2.2.3 Widespread Use of Substandard Navigation Lights in the Towing Industry
Canada's largest tug boat fleet is located in B.C., where log booms and barges ply the coastal waters in all conditions of visibility, often near commercial and recreational vessels. In a congested area at night, tugs and their tows pose a greater threat to maritime safety than do most other vessels because the cable connecting them lies hidden a short distance below the surface of the water and there is no visible link between the two. A vessel operator who attempts to pass astern of a working tug without being aware of navigation lights displayed by tugs and tows is in danger of colliding with the submerged towline or the towed object. The danger of such an occurrence increases as the visibility range of critical navigation lights aboard the tug or tow decreases.
"Scotty" lanterns, like that tested by the TSB, were manufactured with a maximum visibility range of one mile (using a clear lens). They were marketed and distributed to wholesale and retail suppliers as barge, boom or anchor lights, and subsequently were sold to customers in the industry, who used them as navigation lights. While manufactured as an all-round white light, the light was subsequently modified, for use as a sidelight, by substituting the clear lens with a coloured lens. The owners of the tug and barge maintained an inventory of these lanterns and used them from time to time on barges, as temporary sidelights, despite their visibility range being significantly below the requirement of three miles, which was set for safety purposes.
To help ensure that only navigation lights that meet regulatory requirements are used by owners/masters of vessels, the regulations call for "proof of compliance", be it in the form of documentation or a label.[4] Consequently, the industry, including the owners of the tug and tow, ought to have been aware that lights meeting regulatory requirements are available on the market and must be carried on board all tugs and tows. Approval from TC had not been received to permit "Scotty" lanterns to be used as a substitute for navigation lights required by regulations. The "Scotty" lanterns sold by manufacturers did not carry a proof of compliance document or label. In this instance, the navigation lights, including a spare set (oil lanterns), were carried by the tug.
Further, unmanned barges such as Texada B.C. are not subject to inspection by TC. As such the onus is on the owners/masters to ensure that navigation lights used on barges meet the prescribed safety range requirement and carry proof of compliance document or label.
Given the long history of the use of these navigation lights within the industry, and given that these lights are supplied by the company for use as navigation lights, the ship's complement had no reason not to accept them as such. Consequently, the risk associated with the use of these lights was unrecognized and the safety threshold was thus lowered. Reason's model of accident causation is used to illustrate, from a systemic perspective, a number of safety defences that had been breached. The result is the widespread use of lights for navigation purposes that do not meet the safety range of visibility (Figure 1).
This accident happened during the fireworks festival in Vancouver, when a Bayliner cut between the tug and barge.
a substandard barge light
dark barge against stanley park
harbormaster allowed commercial traffic during huge event
no watch on bridge
adjusting cable out long distance
tug doing 7.5 kn
no vhf monitoring of 16 by victim
http://www.tsb.gc.ca/eng/rapports-reports/marine/1999/m99w0133/m99w0133.asp#a411
I've seen some of that from the other side. I was on fast attack subs and they just don't stop on a dime or corner like a Ferrari on the surface. I think coming in and out of San Diego was probably the worst for pleasure craft, power and sail not understanding the law of gross tonnage. Not quite so many close calls in and out of Norfolk but the eye candy off Ballast Point was usually better looking.
Wood vs Fiberglass
I came on this beauty in Buzzards Bay, years ago. "Stand on" vessel, sometimes must "Give way" to get the best view.
I came on this beauty in Buzzards Bay, years ago. "Stand on" vessel, sometimes must "Give way" to get the best view.
Attachments
There is nothing the changes the Rules of the Road more than Egos and Stupidity. I teach sailing and tell the students even if you are in the right be prepared to give way. You must think safety first and do it early in your thought process.
Two really good rules. I'd add:
Rule #3: If he's earning a living and you are out playing, do your best to give way.
I include lobster boats running traps, and even "head boats" of fishermen (the ones with 50 folks out to go drift fishing). I do NOT include idiots out trolling with 100 yard fishing lines out.
Harry
Hmmmm two of my biggest pet peeves that I harp on and on about, improper navigational lights and not monitoring VHF 16... Go figure....
:cussing::cussing::cussing:
We witnessed a very similar event the summer of 2011 coming back from Norfolk. 0100 hrs, just south of mouth of Potomac, a convoy of 3 +900 ft. freighters were driving south. We moved left of channel, but another sailboat stayed right and within the channel. For 20 minutes the pilot attempted to contact the sailboat with no success. At one point he remarked "it is 1 in the morning, what are all these sailboats doing out here?" Unable to reach the errant sailor, the pilot became increasingly disturbed as the sailboat began to rabbit about his course. As the point of collision neared I will never forget the pilot's request that the following freighter spot his stern for debris and assist survivors. Then, at the last minute, having never responded to any VHF radio calls, the sailboat helmsman swung his boat directly across the path of the freighter. I awoke all the off watch crew and had them prep for recovery assitance. We watched as the masthead light of the sailboat swung thru 90 degrees, it appeared to be struck by the bow bulb of the freighter, veer sharply before all lights went off. The second freighter reported seeing the unlit vessel sliding by still afloat. We decided that was good enough for us to proceed without offering assistance.
As we reviewed the situation and regained our calm we wondered why the sailboater freaked out and turned into the bow of the freighter. There was also the problem of no communications. If there had been a conversation on the radio, the entire collision could have been avoided - there was plenty of navigable water available to the sailboat, and if he had followed the pilot's instruction, there would have been no danger.
As we reviewed the situation and regained our calm we wondered why the sailboater freaked out and turned into the bow of the freighter. There was also the problem of no communications. If there had been a conversation on the radio, the entire collision could have been avoided - there was plenty of navigable water available to the sailboat, and if he had followed the pilot's instruction, there would have been no danger.
Plan Ahead
It is the stand on vessels equal responsibility to avoid a collision! If the give way vessel does not move early enough and distinctly enough to make his intensions known the stand on vessel must move. I can tell you that large ships don't deviate from their place in the channel and it's usually because they can't. It is also your responsibility to keep watch. I use my eyes, radar and especially my AIS. I believe AIS is the best system on my boat. I can contact an approaching vessel by name and agree on a passing scheme. I call when they are no closer than one mile. When in new locations I usually ask the commercial captain what he would like me to do. A north bound push on the ICW in North Carolina told me he would move as far starboard as he could and that I should run down the port side of the barge close enough to scrape paint. His local knowledge helped make the passing easy and kept my keel off the bottom. It's easier to be polite than it is to be prop wash.
It is the stand on vessels equal responsibility to avoid a collision! If the give way vessel does not move early enough and distinctly enough to make his intensions known the stand on vessel must move. I can tell you that large ships don't deviate from their place in the channel and it's usually because they can't. It is also your responsibility to keep watch. I use my eyes, radar and especially my AIS. I believe AIS is the best system on my boat. I can contact an approaching vessel by name and agree on a passing scheme. I call when they are no closer than one mile. When in new locations I usually ask the commercial captain what he would like me to do. A north bound push on the ICW in North Carolina told me he would move as far starboard as he could and that I should run down the port side of the barge close enough to scrape paint. His local knowledge helped make the passing easy and kept my keel off the bottom. It's easier to be polite than it is to be prop wash.
There is no excuse for not monitoring Ch. 16. Radios are so inexpensive these days. On top of that, in an emergency, one does not need to have a "marine approved" radio. Any radio will do that will work Ch. 16. So with that in mind, Amazon sells lots of radios that will work on the Marine VHF frequencies for under $50.This is a small price to fork out for your safety, the safety of those on your vessel, and the safety of those on other vessels.
No excuses any more.
added: Check out this review I did for just such a radio: http://forums.lancer.sailboatowners.com/showthread.php?t=156347
No excuses any more.
added: Check out this review I did for just such a radio: http://forums.lancer.sailboatowners.com/showthread.php?t=156347
Will: She was yar! But you won't be gazing upon her ever again, that's the Bounty, and she's deep in the Graveyard of the Atlantic. Another story of imprudent navigation...
Uncle,
I agree that the responsibility lies with both boaters in a meeting/crossing/passing/overtaking situation. It's not who is the stand-on or give way vessel so much, but the upfront attention to planning & clearance. The rules say one thing, however the situation decides what happens. If one boat doesn't know the rules of the road, then the rules as written do NOT apply. Then it becomes a Chinese fire drill. You see it all the time.
However, what if the larger vessel was a RAM or CBD? The maneuverability goes out the window in this case. The ship has fewer options than a small plastic boat. Add to this a dumb skipper & pray luck be a lady.
I also agree with Brian, In a channel & at nite yea, one MUST monitor the VHF. However stupid is as stupid does. You guys in this thread have pointed out some important issues. And, I can tell it's from firsthand witness.
Gunny, looks like we both witnessed bonehead stuff that could've been fatal. I feel ya my rag hanging brother.
CR
I agree that the responsibility lies with both boaters in a meeting/crossing/passing/overtaking situation. It's not who is the stand-on or give way vessel so much, but the upfront attention to planning & clearance. The rules say one thing, however the situation decides what happens. If one boat doesn't know the rules of the road, then the rules as written do NOT apply. Then it becomes a Chinese fire drill. You see it all the time.
However, what if the larger vessel was a RAM or CBD? The maneuverability goes out the window in this case. The ship has fewer options than a small plastic boat. Add to this a dumb skipper & pray luck be a lady.
I also agree with Brian, In a channel & at nite yea, one MUST monitor the VHF. However stupid is as stupid does. You guys in this thread have pointed out some important issues. And, I can tell it's from firsthand witness.
Gunny, looks like we both witnessed bonehead stuff that could've been fatal. I feel ya my rag hanging brother.
CR
Stories
2. Heading north in early November coming back to Quantico, I saw a search light start sweeping the river. Never saw this huge barge with all the light pollution from Quantico. We had a nice chat on the radio as I thanked him for using his search light. I was way out of the channel and away from him but it was disturbing I never saw him for all the lights on shore.
3. Heading south in March on the bay coming under the bay bridge, I got hailed by a tug hauling a barge and overtaking me. As soon as I told him I was going to stay on the other side of the channel where there was no traffic and planned on moving over behind him when he passed and would stay clear of him we had a nice chat.
It does not take a lot to be courteous, and it pays off big time with the commercial operators on the Potomac River and the Bay. :+1: Final story ...
4. Myself and another sailboat were returning from a race in Alexandria back to Quantico. Off of Ft Belvoir a big power boat on plane passed right between us. We were both out of the channel and about 100' apart on a parallel course - guy had the rest of the river all to himself. :bang:
With handheld VHF's and remote mikes (I have the Standard Horizon one) there is no excuse for not being able to answer the radio.
1. In a race one time between Maryland Point and Mathias Point the channel is rather thin but we had a racer who cut across in front of the Spirit of Savannah (name?) a tall ship that was transiting through. This was after repeated calls from the ship and me (I was race committee) to have all racers stay out of the way. 5 blasts of the horn finally got this guy out of the way. No names but this guy is notorious in his club as most protests on the race course involve him.
2. Heading north in early November coming back to Quantico, I saw a search light start sweeping the river. Never saw this huge barge with all the light pollution from Quantico. We had a nice chat on the radio as I thanked him for using his search light. I was way out of the channel and away from him but it was disturbing I never saw him for all the lights on shore.
3. Heading south in March on the bay coming under the bay bridge, I got hailed by a tug hauling a barge and overtaking me. As soon as I told him I was going to stay on the other side of the channel where there was no traffic and planned on moving over behind him when he passed and would stay clear of him we had a nice chat.
It does not take a lot to be courteous, and it pays off big time with the commercial operators on the Potomac River and the Bay. :+1: Final story ...
4. Myself and another sailboat were returning from a race in Alexandria back to Quantico. Off of Ft Belvoir a big power boat on plane passed right between us. We were both out of the channel and about 100' apart on a parallel course - guy had the rest of the river all to himself. :bang:
With handheld VHF's and remote mikes (I have the Standard Horizon one) there is no excuse for not being able to answer the radio.
I've always gone under the philosophy of "dead is dead at that point it really doesn't matter whos fault if was"
This goes for my sailboating, walking across the street, driving a car, just about anything.
I would NEVER cut across in front of anyone weather I have the right of way or not in the end it really doesn't matter.
Question do you cross the street walking without looking because your in a crosswalk and you have the right of way?
Again dead is dead don't really matter whos fault it was.
This goes for my sailboating, walking across the street, driving a car, just about anything.
I would NEVER cut across in front of anyone weather I have the right of way or not in the end it really doesn't matter.
Question do you cross the street walking without looking because your in a crosswalk and you have the right of way?
Again dead is dead don't really matter whos fault it was.
Pulling out from between Peaks and Little Diamond Islands on the way home, we are often confronted by dozens of sailing craft and power boats, along with multiple ferries heading in opposite direction, the occasional oil tanker, and many lobstermen plying their craft. Toss in a few kayakers for the fun. All within maybe a mile from each other. I normally come out, checking the heading of all boat and the tack of the sailors. Using that, it's time to decide who the stand-on vessels are. Even then, there are exceptions. I can't imagine NOT having the where-with-all to do that. It's moronic! What's worse, it normally had a 100HP on the back.
When I was 20,21 maybe, my Dad had a 30` cabin cruiser. He kept it on he Severn River river above Annapolis. I`ll tell you,trying to thread my way back into the river(Sunday afternoon in the summer) past the Naval Acadamy was a nightmare. My friends and I won`t ever forget we got caught by the wake of a passing go fast, turned us 90 degrees, we are headed right for a little daysailor that had been abeam of us. The look on faces (2 very wide eyed young girls) as we executed an emergency full throttle reverse... I`ll NEVER forget that! No fun there for about 10 minutes!
One thing I wish big powerboaters would learn is to occasionally look back to see what potential damage your wake has caused
We were motoring our 42' sailboat in a dead calm in the Lake St Clair channel when a 60' Viking passed us - about 40' away. Everything that wasn't nailed down was thrown around the cabin and the cockpit. Wonder why we get upset????
We were motoring our 42' sailboat in a dead calm in the Lake St Clair channel when a 60' Viking passed us - about 40' away. Everything that wasn't nailed down was thrown around the cabin and the cockpit. Wonder why we get upset????