Originally Posted by bewitched
I'm not saying screw the rules - far from it. I think the rules give ample opportunity for both vessels to avoid collision
- see above post.
Sincere question - what do you mean by something unpredictable? I'd guess stand on vessels turning into give way vessels would be a 'whoaaa' moment. Anything else that gets us the WAFI nickname?
Unpredictable - really, any maneuver (course and/or speed change) that places you in a worse position than you were before. Turning to port for a vessel on your port side, last second tacks back where you came from just when we've already started turning, luffing of sails
that puts you dead in the water
, basically -panic. A typical example is when after we've started our course change to go astern on someone off our starboard bow, only to have them think we're turning into them (ships take a little while to get a good swing going), panic and then turn to port in an attempt to go astern of us. Not only is that a direct violation of the Rules, but now you're closing the distance at a faster rate, probably are about to disappear underneath the bow and causing a bit of tension on the bridge. Now there's confusion. Nobody wants to get in a collision
. It's immaterial to us that in the event of a collision you're the one more likely to die. We have a whole lot at stake too.
Now, I will also say this. There are very few times in typical harbor settings where a ship would be a give-way vessel to a small boat. They are usually
either in a Narrow Channel or following a TSS, both instances where a typical cruiser would be obligated to not impede (BTW, a TSS doesn't have to look like the "highway" type you see often. A simple one-way traffic lane, such as in Rosario Strait, WA is still considered a TSS for the purpose of the rules). However, in "open ocean", with plenty of maneuvering room, large ships should not and (mostly) do not have any problem with giving-way to a vessel that it is obligated to.
Stand-on when the rules say you should stand-on. Do not keep standing-on into danger
, but allow the other vessel sufficient time and room to do their maneuvering. Familiarize yourself with the "must, may, must" order of obligations for the stand-on vessel. The rules do not force collisions.
Originally Posted by John A
That's why there's a Vessel Traffic Control Tower on top of Yerba Buena Island (half way acrossed the Bay Bridge). They control ship traffic from about 12 miles outside the Gate, where the pilots board the ships all the way up the two rivers to Stockton, which is south of Sacramento. Ferry
boats are monitored also.
All large vessels are escorted, within the bay, by at least one tug.
The ship that bounced off the bridge was suffering a language problem. Another lost
control will going under the GG and the woman pilot had the presents of mind to deploy both anchors and stopped within 500 feet of the south tower.
VTS does not control traffic - they advise and it is very rare that they ever have to direct traffic (even with the Cosco Busan, they never ordered the pilot to do anything). They are an invaluable tool but in no way replace the bridge team. Pretty much all of the ship movements in SF Bay
, all the way out to the SF Sea Buoy are controlled by the pilots. Certain areas, depending on the size of the vessels involved, are one-way traffic zones; the pilots are obviously aware of this and time their transits accordingly (along with tidal considerations, etc). I'm not sure if they have a Marine
Exchange down there, but sometimes they will have say on who anchors where depending on the type of ship and/or how long it will be there.
Language barrier was one of the factors listed in the NTSB report, but the real blame lied with Capt. Cota, his understanding of the ECDIS (compounded with the language barrier, this was probably the
major factor), tuning of the radar
, and ultimate decision to get underway in that fog
. This was not some out of the ordinary trip or vessel for him or any other pilot. Looking at the VDR Radar
captures and reading the voice transcript doesn't do much good for him either. His tug tethered on the stern never spoke up either. Language barriers are part of that job anyways and in the vast majority of cases, present little problem. Likewise, when we go to foreign ports
, the pilots there may not speak very good English
, but we work together anyways. You may not be able to carry a serious intellectual discussion with them, but when it comes to ship-type orders, there's usually little problem.
Nancy Wagner is a good pilot. Have had her a few times.