Yacht collision: BSU issues a warning – safety vessels must not themselves become a hazard

The Federal Bureau of Maritime Accident Investigation has now included the case of the collision between the tugboat “VB Rönnebeck” and the sailing yacht “Schöner Wohnen” in the Nordperd roadstead off Rügen in its “Lessons Learnt” series. The concise document is explicitly aimed at all those involved – from maritime authorities to recreational boaters – and highlights consequences that go beyond the individual case. The detailed investigation report documents the sequence of events leading up to the accident and the systemic shortcomings; YACHT had already reported on this in its news item “Collision off the coast of Rügen: When traffic safety measures become a hazard” reports.

What had happened?

At the time, the “VB Rönnebeck” was operating as a traffic control vessel, monitoring a safety zone around two LNG tankers at anchor. However, this special task was not apparent to the crew of the ‘Schöner Wohnen’: the tugboat bore no special markings and therefore appeared to be an ordinary motor vessel.

When the captain of the tugboat realised that the yacht would not maintain the required distance, he steered towards it and accelerated to around ten knots. The yacht was monitoring VHF channel 16. No call was made on this call and emergency channel. It was only when they were a few metres apart that the tugboat captain attempted to make contact by shouting and to switch the yacht to Channel 13. Both vessels eventually manoeuvred to starboard – and collided.

The BSU states the key implication in no uncertain terms: a failure to respond to a radio call is not a reason to reduce the distance further. Precisely because pleasure craft are not necessarily fitted with VHF radio, AIS or radar, a traffic safety vessel must be able to act safely even without radio contact.

Road safety requires social distancing and clear signals

The new analysis focuses on the approach itself. It concludes that high speed, short passing distances and inappropriate evasion manoeuvres reduce reaction time. They can also trigger precisely the manoeuvre that is intended to be avoided: the other vehicle reacts to what it perceives as a collision course.

According to the BSU, this applies regardless of whether a recreational craft fails to comply with a local restriction. In areas with recreational traffic, safety vessels must expect that minimum distances from safety zones will not be strictly adhered to. Their role does not exempt them from the applicable collision-avoidance rules. Even a vessel on a special mission must choose a course that allows sufficient room at all times for unexpected changes in course or speed.

The basic rule for everyone involved remains: One A fixed bearing as an indication of a potential risk of collision requires prompt and clear action. Where intentions are unclear, this includes making timely contact via VHF and, if necessary, using attention signals. The Rules for the prevention of collisions do not recognise any special rights that would justify a dangerous approach.

Labelling remains the systemic problem

The BSU is thus reiterating the criticism it made in its investigation report: a road safety vehicle must be clearly recognisable to other road users. Without markings and special signals, it is impossible to deduce either the function or the intention of a tow truck simply from its approach.

As a possible solution, the authority had suggested a yellow synchronised light and the words ‘Guard Vessel’ displayed on both sides. Both measures are intended to make the vessel’s purpose immediately apparent. At the same time, the BSU is calling for standardised operational procedures: when should radio contact be made? What distance should be maintained when making contact? When should light or sound signals be used? And when must the traffic control centre be involved?

This issue is likely to become increasingly important. With LNG facilities, offshore wind farms and other infrastructure, the number of areas at sea subject to temporary restrictions is on the rise. It therefore remains important for sailors to factor in the rules at LNG terminals and in safety zones when planning their trips. This also includes general orders and notices for the relevant sailing area.

What skippers can learn from this case

Anyone travelling with an FM radio switched on should not just listen to channel 16. Whilst traffic control centres often announce messages on that channel, they frequently broadcast the actual information on working channels. Without a dual-watch function, these announcements may go unheard.

Conversely, sailors should not be too quick to assume that an approaching tug is just a routine encounter. The specific role of a traffic safety vessel may remain unnoticed if it is not clearly marked. In such situations, however, speculation about a supposed duty to give way is of no help; instead, maintaining a safe distance, keeping a watchful eye and seeking clarification at an early stage are essential. YACHT provides an overview of the obligations that apply during such encounters in Right of way and giving way in accordance with the KVR.

​Recommendations – but not binding

The BSU is an investigative body – not a regulatory body. Its recommendations are not legally binding. It is currently unclear whether traffic control vehicles will be required to carry a yellow synchronised light in future, whether there will be a labelling requirement, or whether operational procedures will be standardised. This would require an amendment to the legal framework by the Federal Ministry of Transport (BMV) at national level. The International Maritime Organisation (IMO) would be responsible for amending the Collision Prevention Regulations (KVR) at international level; as a contracting state, Germany could submit a proposal for amendment via the Federal Ministry of Transport. In either case, such processes can take years. Until then, the situation remains as it is: a vessel on a safety mission does not necessarily have to be recognisable as such to others. And, as the case of the ‘VB Rönnebeck’ shows, this is not merely a theoretical problem.

Book recommendations

Radio communications on board yachts explains communication with ports, locks and traffic control centres, as well as direct radio contact between ships. The practical relevance is particularly apt in the case of the incident off Rügen: the book treats routine traffic and safety communications not merely as exam material, but as part of everyday life on board.

SRC and UBI VHF radio licences focuses more closely on the fundamentals of VHF voice radio. The textbook covers local maritime radio communications, safety communications and the interplay between VHF-DSC, AIS and other systems. For skippers wishing to refresh their existing knowledge or to focus specifically on procedures at sea, it provides the technical and legal context behind a clear radio transmission.

How do you find the communication between commercial and recreational shipping in areas with safety zones – and what do you think needs to change?