A Pictorial Record of Navigation on the Thames 060218
This is a resume into the history and thinking behind the present actions of the TRRC WSA and, in particular, a presentation of the facts concering the allegations suggested to the editor in this Slug article
Background
About three years ago, a group from a motor vessels association using the Tidal Thames were so cheesed off with the rowers' bad navigation and behavour that they started reporting every 'incident' to the PLA. A large number of incident reports later, and for other reasons, the PLA commissioned the Salvage Assocation to conduct a risk assessment and one of the recommendations (of some 75) was for the TRRC to provide "Duty Marshals" i.e. friendly to rowing volunteers to go out and monitor and advise our own TRRC crews.
The actual wording of the recommendation and our responses are reproduced below:
8. To improve internal enforcement consider appointment by TRRC of ‘duty marshals’ to monitor activities at busy periods such as weekends. Divisional Representatives should play a significant role in this respect. Improve reporting and enforcement procedures within Clubs and Divisions. | Agreed Completely agreed. Clubs to agree a duty roster of “duty marshal” with launch and agreed colour “bib”. TRRC to provide funds for petrol and launch expenses. All clubs with launches to be involved on a proportional basis to club members/ number of launches. Syllabus for what advice to offer and how to offer it to be provided in guidance document. Heavy reliance of video data in case of argument on grounds of fact - v common! (“I was on the right line”…when nearly on the Fulham flats on the Ebb!) RWSA Comment on TSS This is a good idea. | ALAN WHITE (THAMES TRADESMEN’S RC) noted a typo on the presentation for this recommendation: that ‘Thames Tradesmen’s RC’ should in fact read ‘TRRC’. CHRIS WILLIAMS (TIDEWAY SCULLERS’ SCHOOL) said that this is not feasible. STAN COLLINGWOOD (TRUC) It is entirely feasible to organise a rota of duty marshals but the difficulty is that all would need to understand what we were there to do and what our powers were. I am in favour of sending out people with video cameras. This is allowing people to police within their own clubs. BEN REED (ST PAUL’S SCHOOL BC) said that this would be difficult for schools because they could not do duty marshalling in school time. MARTIN HUMPHRYS (TRRC) said that the rowing community is large, but every club ought to play its part where possible LUKE HOWELLS (MORTLAKE, ANGLIAN & ALPHA BC) said that this was not practical. He thought that his club would not buy in nor anyone agreeing to go out and sit in a launch. People go out to coach or to row rather than to police, unless they were to be paid. MARTIN HUMPHRYS (TRRC) One of the biggest issues for the PLA is that we are not policing the sport ourselves RICHARD WEST (TRRC) This is a load of rubbish. I can’t see how this would work. It is even difficult enough to keep people on multilane courses in their right place. Clubs should be responsible for ensuring crews are educated. MARTIN SILCOCK (SONS OF THE THAMES RC) echoed this and asked what internal enforcement means. He said that this seems like setting up a police force that would not have any authority. He supported RICHARD WEST (TRRC)’s comment that it is the responsibility of clubs to ensure crews are educated. PAULINE RAYNER (THAMES RC) disagreed that clubs are not doing anything – many are always telling the young members what to do but everyone makes mistakes. S Blackburn CDO On recommendation 9 [sic 8], Pauline said that all clubs told their members about safety. I'm afraid that this is simply not true. Of the three clubs I have had close dealings with on the river, only 1 tells members about safety on joining and that one has only started doing so in the last 12 months as a NEIL PICKFORD (CYGNET RC) Would these people police just the rowing community? They would have to ignore other river users. What can they do? MARTIN HUMPHRYS (TRRC) We need to be reporting incidents and when people have disobeyed the laws to the PLA, or to the TRRC so we can let the PLA know. The large proportion of complaints comes against the rowing community, but we don’t bother to send in incident reports. CHRIS GEORGE (TRRC) said it is wrong to use the term ‘policing’ as they are instead advising. ALISON FAIERS (THAMES TRADESMEN’S RC) Are we establishing a duty of care by introducing duty marshals?CHRIS GEORGE (TRRC) Good point. S Dooley by email Agreed with RWSA Yes, but not sure the clubs are the right pool of marshals (perceived bias and lack of volunteers). Requires video equipment (and use of same when steering!) SW Agree self-regulation in these circumstances can be far more effective and on the spot warnings or pointing out mistakes can be an effective source of education. TSS Duty Marshals are not seen as viable as we scarcely have enough coaches and competent people to do what we do now. A much better approach is to licence a large number of coaches who can act as enforcers while they coach, reporting transgressions to their Div Rep. |
On about the 15 February 2006, as the PLA were laying the 7 new buoys upstream from UL, a whole series of crews were observed by the PLA to be navigating badly - none in the right place - and by means of an email, dated 15/02/2006 14:11, this was reported to Bill Mitchell and me in detail with a view to my notifying and advising the clubs concerned and for me as RWSA to investigate and report back to the PLA on current use of the new buoys with a view to educating the current rowers that were going on the wrong station.
I have on record numerous previous instances over 6 months of having told three or four of the larger upriver clubs of the correct navigation with, generally, very partial sucess.
In the light of these facts, and following my observation that most crews were out of their water when I was sculling there earlier in the morning, I set out at about 1050 on Saturday 18th Feb 2006 in a small launch, on my own, with all 71 kg of me plus clothing. When planing, the launch, which is a small thin light one, makes next to no wash (see photograph 55) and that is the reason I chose it.
I invite all readers to look at these photographs, look at the time taken to get from place to place, look carefully at the water and other users and make up their own minds as to whether or not those inviting the Slug to make me King of the Wash have any substance to their allegation. Furthermore, I invite anyone who WAS washed down by me (without my first asking consent to go ahead) to make themselves known and I will publically and genuinely apologise because, if it happened, it would only have been by accident.
At about the Mile Post, when I was well out of the Fairway on the starboard station, I observed the two crews in the photo below, each accompanied by a launch, and all four in the wrong place. (As one views the picture they should be roughly in line with the white line to the left of the redish building slightly left of centre ie 7/10ths accross toward Surrey.) See Chartlet 1 below for my attempt at indicating position.
I stopped so as not to create any wash (or concern) and waited. The crews were not told by the coaches to go to starboard. When they got within hearing range I sounded my whistle 5 x. No one looked round.
Photo 1 timed at 1056 Download original 300Kb picture here
The next photgraph shows the situation about 20 to 30 seconds later. There is an eight (I can't remember name of club but it was local - I think - from Hamersmith) going down the port station of the Fairway and an AK sculler and coach proceeding even further to the port side. Both crews should be 75 m or more over on the other side of the river.
Photo 2 10.57
This was about the position I sounded my 5 beeps.
Photo No 3 1058
By now the AK sculler can be seen right on the Middlsex shoreline over the Fulham flats and the eight's launch driver and both other crews are headed for a starboard to starboard crossing with me. I waited until they were in easy speaking range and asked them both if I might have a word.
Photo No 4 Download original 300Kb picture here
This shows the view downstream as the (name-unremembered) viii moves over to starboard. I have tried to enlarge the orginal photo of this launch (with crew of three) and cannot see any launch ID in readily visible opposing colour on the side but that may just be the photo. Does anyone know what club this is? Note my wash!
Photo No 5
This is a view of the Sculler from AK thought to be about 047 (but may be wrong as I can't see the number as it is out of focus). I had a word with the coach who said that the viii had 'pushed' the single out of the correct position.
My comment to him was that he should have told his sculler to easy, wait until the viii has passed, pull over to the starboard behind them and overtake them on the starboard side of the fairway (where there is some stream). It is the master of the vessel - the sculler - who should have done this of her own accord. She is responsible. Both launch and sculler passed me starboard to starboard. Both should have been 75 m across the other side of the river and should have on my request gone across the fairway by the shortest route practicable to get there - that is crossing at close to 90 degrees.
Photo 6 1100
About a couple of minutes later I had got, perhaps, another 200 m upstream when I had to stop for this double. It was in an IC boat, IMP-211. See the diagram below for the best effort I can make of position.
On enquiry as to why they were navigating down the port side of the river I was assured by the two "not-so-student-like" men that they were strangers to the Tideway and did not know the local navigation rules, that it was not their boat and that they were from (I think) Llandaff and were merely "using" the boat. (I later saw it being taken away by car). So, the lesson to be learned here is; if you are selling or lending a boat to a non-club member and/or they are borrowing it, your club has a duty of care to ensure that the master of your vessel you have lent is competent or you must accompany him in a launch - not just let him out loose with no instructions.
Photo 7 1100
Photo 8 1101 Note no wash from me affecting them.
On blowing up the film the ID can just be seen as IMP 211. I advised them of the correct location to go and how to get there - the buoy on the other side of the river and went on my way. Note no wash from me. - I was stationary at the time.
Photo 9 1102 Download original 300Kb picture here
I stopped a minute later as there were three boats abreast spread out all over the port side of the river and I let my wash die down and awaited them. (See Photo 9.) The two on the right are too far over go to safely and give advice to and so I concentrated on at the one dead ahead (where it would be in conflict if I were a class V vessel on its way upstream).
Photo 10 1102
The sculler came closer - sorry about the angle of camera! He passed nicely to starboard. He was a sculler from IC and I had a word with him to ensure he was aware of the purpose of the buoys - namely to go as close to them as was safe and asked him, please, to go to the other side of the river. He said he understood and agreed so t do. I waited and observed but found that he did not move over, as he said he would, so quickly I checked for traffic (asked a following eight for consent to go ahead of it - which they gave) and went back to try to get his ID (I was out of the fairway and made judgement that it was better not to enter and cause wash before any quick witted reader points out the navigation "error").
Photo 11 1103
This is the best I could manage from the distance - so I failed to identify him. The IC sculler is way out from the Barn Elms buoy line and on the port station of the fairway. If he recognises himself - please note! Note that my wash can be seen following my stopping to take this picture and that it is (a) remote from the fairway and the Surrey side (b) pretty small and will not affect this sculler or the crews behind me or opposite 100m away in the NTMU6 lane. Note v little wash.
Photo 12 1104 Download original 300Kb picture here
This is difficult to see (bottom left corner) as I rather missed the subject which was three crews abreast with a launch well outside all three going up the inshore zone by Harrods. The launch coaching was straying close to or was in the downstream starboard station! See the diagram below for the best effort I can make of position.
The individual ID of the overtaking boat is not known but the Club is TRC as can be seen in later photograph No 15 and I suspect it is the men's first viii. The launch is too far out. If it is to follow the viii then it must follow it under the NTMU6 rules - as close to the bank as is safe or, more sensibly if there are lots of crews about (as there were) get out of both the inshore zone AND the Fairway and be way over the other side not creating wash. The viii should only overtake one crew at a time even if there is lots of room as there was on this occasion. There was room because no one on the ebb was in the right place!
Photo 15 1105 just below Harrods Download original 300Kb picture here
The TRC viii has now moved in but the launch is still out in the starboard station of the fairway downstream. Ahead is an LRC F4X and launch on the port station downstream.
Photo 16 1105 just below Harrods
I stopped and moved to starboard as did they, following the correct collision rule procedure. I explained to the coach that they needed to be close to the buoys and they moved over politely.
Photo 17 1106 Download original 300Kb picture here
A minute later there is yet another crew on the port station, one in the centre of the Fairway and the TRC launch going on the edge of the fairway in the wrong direction up stream putting at risk the down stream traffic. Below is location plan P 19 & 23.
The left-most boat in the picture is legal and correct as he is on the starboard station (just) but is not obeying Col Regs 9a possibly because with the TRC launch there it is not safe so to do! The one on the right is IMP 408 and did not respond to signals or indeed steer away from me to the starboard station as can be seen below.
Photo 19 1106
The crew are way out of their water - remember I was well over to the starboard and out of the Fairway and stopped. I advised them to move into the starboard lane and moved on.
Photo 21 1107
This crew, an IC 2x not identified is on the port station of the fairway and should be 25 plus m to its left nearer Harrods. See the next photo which shows a better view of their course.
Photo 21 1107
The eight in the background is in the right place. Just out of view is the four from IC and this is the double which is starting to move over as requested. Note how high my wash is. I am doing about 0.5 kts!
Photo 22 1107
See above
Photo 23 1107
I am about 15 or 20m out of the Fairway (see buoy Surrey marker). This Furnival viii with its very polite cox is on the port station and should be a couple of metres off the buoy on this ebb tide when there is plenty of inshore zone for the upstream traffic. On being informed he politely and quickly went over. Note no wash from me.
I went slowly up through Hammersmith Bridge on the starboard side of the river off the fairway and watched how people were navigating the Surrey arch (or not). There was water in the Surry arch but crews were deciding that it was not deep enough and were going through the centre arch.
None appeared to realise that downstream crews have right of way on their starboard station and that at this point they are entering the fairway in the wrong direction and cannot do so under the NTMU6 rules but are allowed under the Col Regs. This and the PLA by-law, which gives rights to the down stream traffic makes this point a most dangerous place to navigate. I would expect crews to look often (every 3 or so stokes) and to go slowly and as close to Surrey arch as possible (1 or 2 m from the arch). Crew LRC014, a very neat looking four, went too wide and were going very nearly up the middle of the fairway as they went under the bridge but very quickly got back into the bank once through the bridge.
They or the eight ahead of them were being coached by the launch in the next picture on which I could see no readily readable Boat ID. On enquiry the driver said he was coaching London but I did not recognise him as one of the regulars. Up ahead of me was Richard Philips one of two other launches which were proceeding upstream ahead of me towards the Eyot. (Note NOT my wash!). When there was no crew coming down stream I went on the plane but at this point I was stationary and taking the photograph. The London four and eight are by St Paul's in the background.
Photo 29 1109
The launch with no readily visible ID. (Note it has taken 2 minutes to go 400m.) and I am not producing any wash.
For the next few photographs my position is approximately as in chart below.
Photo 33 1111
I proceeded slowly upstream on the starboard station of the fairway and some two minutes later had reached a further 400 odd m upstream and was above St Pauls when I had to stop for a ladies 2- that did not hear my signal but which did turn and look later. I explained to them to go over to the starboard station but failed to identify them. I have a feeling they may have been from Sons as the next sculler was but I don't remember. This pair is, quite rightly and properly, responding to my request to move to starboard in a polite and efficient manner. The launch driver behind is the previous LRC driver and appears to be crossing over the fairway to the other Surrey side ahead of this pair. Note level wash by me after pair passed.
Photo 34 1111 Download original 300Kb picture here
I went all of a few seconds upstream only to be confronted by no less than 3 crews coming down on the ebb - what looks to be two 8+ and a 1x. The left 8+ is in the middle of the fairway, the other 8+ is on the port station and the sculler well to port. To the far left is what looks like a TRC eight and four operating in the inshore zone but overtaking on a blind bend well out from the bank and virtually in the downstream lane or if not in very close. The three boat that are abreast (or as close to it as makes no difference) directly ahead are those in the picture above. I stopped and waited.
Photo 35 1111 (Duff focus control.) An unidentifiable sculler. Can anyone help?
I missed taking the photos of the two eights and launch paddling side by side down the wrong part of the fairway alongside the sculler. If anyone can identify them or they can identify themselves they should be 25 m or more to their right
Photo 38 1112
A minute later I carried on upstream once they had passed. Here is an (accidental it must be admitted) picture of the level of wash I was making for you to judge if the informants alleging to the Slug had any merit.
Photo 39 1112 Download original 300Kb picture here
One minute later and I was still well below the Eyot and another crew came down the port station. Note the wash seen is not mine but from a launch that has overtaken me because I have stopped to cut my wash for this crew. Note that the crew is going back to starboard. Note in the far distance on the left how wide the crews are going on a blind bend on the inshore zone. They should be tucked into the bank as they are very close to the LRC pair who are in the correct position on the starboard side of the fairway. See later photos.
Photo 40 1112
Note that the LRC 2- are well to starboard, but not ludicrously following 9a as it is clear that there are enough crews not knowing how to row the inshore zone correctly for it not to be safe to be right over to the edge of the fairway. Note that there is wash from at least one, if not two, launches that have overtaken me and can be seen (in the previous picture) by the Eyot. Note that I am stationary and not producing wash. I waited and congratulated this LRC crew on being in the right place.
Photo 41 1112
A little bit closer and spot on course.
Photo 42 1113 note time elapse and I was in same position - stationary.
Note correct position. Note other launch is close to, if not in, the navigation lane upstream forcing LRC 2- (and very sensibly) NOT to obey fully the col reg 9a. Until launch drivers, such as this, realise that they must be as close to Surrey as is safe they put such correctly navigating crews as this LRC2- in danger. Note no wash from me.
Photo 43 1113
There are two eights one on the port station one (just) on the starboard. Neither is obeying rule 9a although it is perfectly safe so to do.
I did not get a picture or identify them as by the time they passed me they were back on the correct station. Note that I am 300m below the Eyot or thereabouts.
Photo 45 1116
Three minutes later I had got to just opposite the top of the Eyot and there is no evidence of wash as I am stopped to let these crews pass. The single on the left is correctly placed (Richard G of TRC?). The sculler ahead and its coaching launch are on the port station and obstructing upriver traffic by its course. I waited. Note no wash from me.
Photo 46 1116
and waited. I sounded my 5 whistle blasts and had to move out of the fairway to avoid a collision. Note no wash from me.
Photo 47 1117 (a minute later and still stationary)
This sculler, SON 124, is proceeding down the port station accompanied by her coach (no ID noted). [Sons were the Club which had a red and white coxless four out earlier in the morning whose coach (very politely) begged to differ with me when I said he should be operating the starboard rules -and in particular Col Regs 9a - and the steersman of whose boat was not keeping a good look out when proceeding down the port station at about 0915-30. If they would like to make contact, I will happily meet him to explain the navigation requirements of NTMU6].
Photo 49 1118
Very polite Vesta sculler with no boat ID and needing to move slightly to starboard which he did. Agreed it was an accidental oversight on ID and promised to get it on before next outing. (Vesta were one of the very few clubs to have all club rowing craft correctly IDd last summer).
Photo 50 1119
Three or so minutes later I managed to get this far above the Eyot when I was confronted by this sight. Three TRC crews - two stopped in the port channel just below the cross over point. I slowed down to a crawl. See chart below.
Photo 51 1119 Download original 300Kb picture here
The four is about to move off to starboard and the viii is stationary angle across the port line of the fairway and as will be seen later stays there for quite some time. It should be well over to starboard and not easied until it was safe so to do.
Photo 52 1119
The four has moved away a bit and now it and the viii are now combining to obstruct any possible safe navigation of a power vessel up stream. I crept on at a slow pace.
Photo 53 1119
THIS is the "level" of "wash" being produced. OK I admit it - I took the picture accidentally!
Photo 54 1120
A minute later and I have hardly progressed but noted this TRC viii in exactly the right station - well done whoever was coxing! I carefully edged past the stationary crews and went on my way. There were no crews ahead so I went quickly on the plane and about 10 seconds later had to stop for an HSBC crew coming downstream.
Photo 55 1120 Download original 300Kb picture here
I glanced behind and to my surprise TRC were still there. This must be about two minutes or so after I first spotted them. This photo, No 55, shows the actual level of my wash when planing flat out in the absence of crews ahead and I will let readers determine if this is deservous of the title "King of the Wash" as, anonymously, proposed to the Slug. It seems pretty inoffensively, Queen-like to me. As a sculler I would be very happy if all washes I come across were as "bad" as this!
Photo 56 1120
I have easied and taken a snap of a sculler nice and well tucked into the bank. No comment other that to point out the lack of wash from me.
Photo 57 1121
I waited (another minute) and took this photograph to show that this crew was in exactly the right place and (much to their surprise) complimented them on their course. Well done HSBC.
There being no crews about I went upstream fast on the plane and went to the postions shown in the Chartlet 6
Photo 59 1121
There being no crews about I went upstream fast on the plane and then saw these two crews and the coaching launch from TSS ahead of me. The launch was in the starboard navigation lane. The two crews were juniors trying to operate the NTMU6 rules ('rowing rules') but both crews were far too far out. The one on the right was a quad and, it could be argued, is only about one boat width or so out from where it should be. The double is slightly ahead and outside it and there is room enough for about four doubles to pass between it and the bank. It is also so far out that it is where many rowers go (quite wrongly) on the port station on the ebb as can be seen from the previous photos).
Photo 61 1121 Download original 300Kb picture here
A minute later and the 2x is still way out by some four boat widths and the quad by one boat width. The launch is now behind the quad (having previously been behind the 2x). Why is it not behind the 2x taking action urgently?
Photo 61 1121
I moved out to the centre of the Fairway to see if anything was coming that would put the double ahead at risk of collision, and there was not, so I took this photo which gives another view of the distances from the bank. They are still both out too far - the double dangerously so.
Photo 62 1121
I moved back in quickly behind them and took this photo which shows that the crews are still well out and the launch is now equidistant between the two crews,
Photo 63 1121 Download original 300Kb picture here
The crews have been paddling on this course for over a minute since I first saw them and they are now both out further than my first estimates. The quad has room for three quads to (under)take them on the inside and the double room for about 5 or 6 doubles between them and the bank. The double in particular is (and has been) heading upstream near the middle of the river at a point where many rowers (wrongly) come downstream on the ebb.
Photo 64 1122 Download original 300Kb picture here
I drew up level with this TSS Junior Coach. This is the view and, by now, both crews were even further out than before particularly the double. I asked him/her to please get the crews in as quickly as possible. I received a response to the effect that, "They are only young and I am doing the best I can and had been trying to [get them in]". I said words to the effect that that they must be guided in at once to which I received oral 'abuse' to the effect that I was "going over the top and was making a complete idiot of myself".
I went to port and went abreast of the crews with a view to identifying the actual boat ID and taking a photograph, at which point I got further "questioning" about my rights so to do. "Had I got parental consent to take photographs?" In deference to this valid (up to a point) question, I have excluded the next photograph of the boat but know the identity and advise this coach as follows:
- only go out with a coach:athlete ratio you can control. If you can't control two crews (the double ended up 300 m ahead) - go out with one
- if a crew goes further from the bank such that there is space for a crew to pass between you and the shore (i.e. undertake your crew) then they are too far out and are not operating in accordance with NTMU6. That is not legal.
- If, for whatever reason, you find yourself in the situation shown in photos 59 to 63 the correct action is to tell the quad to paddle light and pull with stroke side sculls closer to the bank and easy. To tell the double to "Stop rowing with your bowside (left) hands and pull only with your right - NOW!" until they are close to the bank and then to reverse that order to line them up ahead of the quad close to the bank
- Lastly, there is no leeway or tolerance of age in marine law. THEY are the masters of a vessel and liable. You are in loco parentis and will have the liability of most if not all (depending on age) their actions. There is no justification or excuse that can be made for age. Either they are competent or not. If not your level of supervision and control must be commensurate with their lack of skill. If you were out on the road with a very young learner driver and you are the instructor - the Police won't accept age as an excuse for drifting onto the wrong side of the road.
- I would argue I have a greater duty of care to take photographs of boats that are navigating badly for the purpose of identification of boats.
As an aside and of no relevance to this driver - compare this wash to mine in photo 55. I think mine is less because my launch was planing and this one is not due to the slow speed of the crews being coached.
At this point the double went on ahead and the quad was overtaken by an LRC 4- that behaved atrociously either through ignorance or deliberately. It "pushed" the quad further in toward the bank at a point where they had no choice but to stop if they wanted to avoid running aground on the aforementioned shoal. I did not get the ID of this LRC boat as I was busy watching out for the 2x ahead and on my own navigation. If you recognise yourselves, then what you should have done is either to wait until after Barnes to overtake or, more likely, to have gone wider and given them room.
I cruised alongside the quad and the LRC four until the quad stopped and only then overtook the quad by crossing wide so as to minimise wash. I got back on station about three minutes later only to have to stop just short of Barnes Bridge as there was a crew coming down. If I recall correctly, the TSS double was now easied upstream of Barnes by Tradesmen waiting for the coach to catch up. Well done.
Photo 67 1125
This is where I stopped on the edge of the Fairway to wait for the crew coming down and let my wash dissipate. This crew is on the starboard station but, ideally, could be nearer Surrey. I took no ID as I had no major complaint. There were more crews coming so I went slowly up to the Bridge which took me to the next minute on the camera timing.
Photo 71 1126
Far left crew is well placed (esp. launch) and the near crew is too close to centre but at least, nominally, on starboard station. The launch is on port. No ID taken.
Photo 73 1128 Download original 300Kb picture here
Two minutes later I was planing up stream and about a third of the way to Chiswick Bridge when I spotted this TRC 2- paddling up the near centre of the river against the ebb and took a photo. They were at least six boat widths out and, at first, I thought they were crossing early but, in fact, they carried on upstream in effectively a straight course.
Photo 71 1126
I took a minute or so to catch up with them, stopped and had a chat, and explained that they must cross over as shortly and quickly as possible and be on the other bank before the Ship pub (so as to avoid the TSS wind-down groups). They accepted this with good grace.
There were lots of other crews coming down so I went up very slowly toward the Bridge and some 3 mins or so later was still as shown below
Photo 77 1129
This sculler is in the middle and, as it is both possible and safe, should be out of the Fairway [NTMU6] to Surrey, once past the Bridge. This is a little understood present requirement of the NTMU6 with which it is hoped and expected to dispense.
One minute later I was through Chisiwick Bridge as shown in Chartlet 7
Photo 78 1130
One minute later I had managed to get through Chisiwick Bridge and spotted this tub pair proceeding up the Middlesex station close to the bank on the wrong side. I pointed out that this was the case but was not able to hear the response. I suspect it was that he was sticking to that side for reasons of his own due to the fact that he was coaching novices.
This is a difficult one, as I can see the sense in keeping a novice and slow boat out of the NTMU6 inshore zones where a slow boat like this is going to impede every craft using the Surrey inshore zone, but the fact is that the course is NOT allowed under our present rules and until we rationalise them, it should really be obeyed. I do however have considerable sympathy with his assessment and course.
It was, I think, a Quintin boat. I waited some while going at the same pace as this tub pair so as not to wash it down and so as not to wash down crews coming on the ebb. They can verify this. During this period I was approached by a friend who is coaching one of the Clubs about whom I have had to give numerous bits of advice for poor navigation. He expressed his opinion with words to the effect that I had "lost the plot". Clearly, he has no understanding of the risks we run by not getting our house into order and I hope he will, on reflection, and after reading this come to see (as he has done in the past) that, perhaps, the plot is not so lost after all.
Photo 79 1132
This is the sort of "wash" I was making! Note it is two minutes later. (yes another accidental picture!)
Photo 80 1132
Still a couple of hundred metres above MAABC, I took this. Another crew on port station!
Photo 81 1133
A minute later... Missed! Can any one id him? He should be 30 m to the starboard.
Photo 82 1134
Still here waiting for the next crew which can be seen dimly out of focus going down the port station. It was later identified as a College crew. See below.
Photo 83 1135
Unless I am mistaken, this is UCL. I asked them to move over and they did very politely. 10/03/2006 I was mistaken. Simon from UCL says this is definately Kings College London. Sorry Chaps!
Photo 84 1136
Kings/Guys ? hospital crew and gave same advice. Anyone know for sure? This is also Kings College London. Thanks Simon.
Photo 86 1136
City of Bristol[?] on starboard but not far enough and no ID!!!
Photo 87 1136
no ID!!!
Photo 88 1136
No response to the 5 whistle from this viii. Port station. LRC. I had to go to starboard. No course change. Note one only coaching launch in correct place behind bow side blades. Two further crews - sculler looking round and viii and launch in port station behind. I had to move out to get away from this crew.
Photo 89 1136
Said they were too far to port and they moved politely. Nice puddle!
Photo 90 1137
A minute later and I am still stationary here. MAA 134 is out of her water on port station. (I have told MAABC numerous times orally and in writing to the CWSA who does her best but seems not to have her advice accepted by a large percentage of her club crews.)
The eight behind is on starboard but could be a bit further over but no complaint - well done. Launch is perfect but can't see any ID on it. Perhaps it is on the engine? Can anyone help ID this club that navigates in the right place? Could it be MAABC? On 9th March 2006, a delighted MAABC CWSA has just confirmed my guess and this is, indeed, the MAABC first women's viii, coached by Piers. The launch ID issue for rubber ducks is easily solved by going to a stationers to get an Arial-style stencil and Chas Newens sell suitable paint (white, orange or black) to put on a name on the side of the hull for £13.47 a tin. It is now an ARA rule - no exeptions.
Photo 91 1137
This next crew clearly does not know the collision rules - go to starboard and both crew and launch did a starboard to starboard crossing! Can't read the ID on launch. Are these Barnes Bridge Ladies? Can anyone id this crew? Thanks, today 9th March 2006, to the reader that confirmed this IS Barnes Bridge Ladies in Ali Baba and that when he was last there the launch has not got a name.
Photo 92 1137
There is no readily visible ID on the launch in a contrasting colour - just RC
Anyone know them? Thanks, today 9th March 2006, to the reader that confirmed that when he was last there the launch had not got a name.
Photo 93 1137
Cox and stern 3
Photo 95 1140
Three minutes later I was half way to UL and had to stop for more people in the port station - see ahead (sorry about the focus) Note my wash having stopped is ahead of the boat and not exactly king-like. Note how far to starboard I am off the fairway
Photo 96 1141
A minute later, TSS viii and launch on port station. Advised them to move over which they did politely.
Photo 97 1141
Not sure of ID TSS40?
Quickly plane up to Kew rail as coast is clear and see probably the second most dangerous spot in the river for navigation errors. See Chartlet 8 below.
Photo 99 1142
A TSS 4x is on a collision course with me in the fairway.
Photo 100 1142 (one minute later)
I slowed down early to stop wash and was right by the right side of the fairway and sounded 5x. Unbeknown to me an observer on a bike witnessed this and has since written on the Slug his version of he event.
Photo 101 1142
No response to whistle. I had to move to my right out of the Fairway to avoid them.
Photo 102 1143
TSS 114 politely responded to my request to move to starboard. At this stage of the tide they should have been equally far over to the other arch near where the blue launch is slightly too far out following its crew. (it should be close to the bank or this side where I was).
Photo 104 1143
I remained here as another crew was coming down - as usual on port. This was a PTRC 4+
Photo 105 1143
The correctly steer to starboard to avoid me as do I
Photo 106 1143
Missed the boat ID on the bows. Asked them to move over to starboard and they complied most promptly.
Photo 107 1143
Eastern view
Photo 108 1143
Note my wash.
Photo 109 1145
It took me two minutes to get here and note my wash as I am stationary. Not the crews coming down.
Photo 110 1145
For an viii with restricted visibility around a blind bend (and with morons coming upstream likely to get caught by the stream and not understanding the need to be 1m off the moored boat, this is just about the perfect course. Can anyone help ID this boat so I can at least note one crew that has read its navigation rules?
Photo 111 1145
Likewise this double but they did not look round anything like enough times. The wash is not mine!
Note the crew on the port station in the distance.
Photo 112 1146
They have now moved to starboard but should have been there in the first place BY the red buoys so recently laid down to guide them! Note the junior sculler about 4 metres from the ait in the background on the port station. See later below.
Photo 113 1146
Photo 115 1147
Two schoolboy scullers both on the port station. Both were asked to go to port and it was explained that that was the purpose of the buoys.
Photo 116 1148 Download original 300Kb picture here
Further on upstream (1 minute later). Odd object leaping out of water - artefact or seal? Crews coming down the middle - not on starboard by buoys.
Photo 117 1149
Two crews ahead - one down middle (nowhere near buoys) and one on my station well to port. I am near Brentford Dock See Chartlet 9.
Photo 118 1150
Collision course!
Photo 119 1150
Moving to starboard
Photo 120 1150
Sculler told he was on port station and politely moved over.
Photo 122 1151
Crew coming down port station. St Georges Hosp - see below
Photo 123 1151
Note no wash.
Photo 124 1151
By the barges now and anther crew on port away from the buoys
Photo 127 1151
PTRC 904?
Photo 128 1152
PTRC 904? Note no wash.
At this point I determined that there were few crews upstream and crossed the fairway by the shortest route and returned on the starboard station downstream on the ebb. This is the course the rowing boats should take.
Photo 129 1156
Note lack of wash from up river trip having just turned. Note buoys to right and a four to left on port station going down on the ebb.
Photo 130 1158
A couple of minutes later I am past the barges and upstream of Brentford dock and have to stop for this boat. It is (roughly) in the right place so I have not photographed it.
Photo 131 1159
I spoke with the coach of this boat, a crew mate from the TCD, now coaching at Emanuel and he said that the buoy opposite the Dock is wrongly laid. Here is the photo of the spit just upstream of it and I agree with him
Photo 133 1200
I see another friend, Willie, having to look carefully to navigate it and agree that it is difficult and it is not even a very low tide yet. Here is the picture. Willie Almand from Quintin can confirm that I went very slowly he was not washed down by me.
Note the crew coming down the port side of the fairway in the rear right corner.
I went back down stream to Kew on the ebb and my position for the next few photos is shown in Chartlet 10
Photo 138 1202 Download original 300Kb picture here
Two minutes later as I was approaching Kew Road on the starboard station I noted a crew on the port side of the bridge so I speeded up with a view to catching it up but to my amazement it was in fact coming toward me UPstream on the Middlesex side of the river! It can just be seen as a white dot under the left side of the centre arch. (This was the "triple" that the sculler, Steve Luker, TSS'current chief women's coach, had warned me about when he passed me upstream about a minute earlier when he said "You should go down there and sort out that triple that was on the wrong side of the river and are that they are likely to be a hazard to crews coming down stream") I wish there were more such consciencious persons around. Thanks Steve and TSS.
Photo 139 1202
The triple sculler can now be seen more clearly as a white dot still on the port station downstream going upstream. They should have been as far to the right of this picture as was safe and well inside the buoy.
Photo 140 1202
The triple can be seen clearer now and are going upstream in the middle of the arch.
Photo 141 1202
I went past them slowly and advised them to pull into the inshore zone as per NTMU6. They agreed but carried on sculling with both sides and moving only ever so slowly to port. At that rate of movement it would have taken them some minutes! So I asked them to stop, row only with bow side sculls and go into the bank as there was a boat coming down stream. This they did. I did not get the ID as I was too busy trying to save them from a possible collision but it was an MAABC boat with an elder man at bow (circa 50ish) and two lads in the stern. This took me a couple of minutes and I was just in the nick of time, as you will see from the next photo 144.
Photo 144 1204
An viii is now coming down just where they were.
Photo 150 1219
There was very little traffic downstream and I next stopped for this (City of?) Bristol viii with no ID
Photo 154 1222
This boat operating the rowing rules is a bit too far out on this blind bend
Photo 155 1222
Now there are two of them too far out
Photo 156 1222
Photo 157 1222
I waited until they were both safely by before carrying on. Note no wash or back wash.
Dear Reader, by virtue of the timing and pictures, you are now able to determine if the request to put to the Slug "for the Thames Regional Water Safety Advisor, to be given the title King of the Wash" has any merit whatsoever or if it was motivated by the likes of attitudes of the persons, whom I have not named, who told me their opinion of me in forthright terms that day.
As for the allegation that I "..in the name of "safety" ... was happily haring up and down the Tideway at full throttle whilst coaching no crews... ". At the request of the PLA I was coaching crews! Lots and lots of them on how to navigate and at the direct behest of the PLA who give the exemption!
As for,
but we can't help but agree that he may have lost the plot on this one.
I do hope that whoever "we" are will reconsider in the light of the exhaustively and carefully particularised evidence above that I might have actually got the plot spot on and that those that have lost the plot are those that continue to ignore the temporary olive branch the PLA have offered us to get our own house in order to avoid imposing the starboard navigation rules on us as they did in the 1980's.
As for Andy Probert, since he has gone public, I feel no inhibitions in assuring him that his steering will be the subject of advice to his CWSA as he has consistently fails to obey the NTMU6 requirement to keep in, was observed to be going upstream in the starboard downstream navigation lane, easied a boat's width directly opposite the St Pauls slipway when another boat was on that slipway thus blocking completely the inshore zone, dangerously crossed over late at the Chiswick crossover well above the Ship such that he just got to Surrey in time to get through the arch and in front of another crew coming downstream which he just missed. That if that is all he has learnt in for 20 years on the Tideway, I can assure him that unless he does alter his steering I will take measures to ensure his club does it for him.
Finally, imagine a world where if we don’t convince the PLA either in the current negotiations or after a two-year ‘probation’ period, the PLA impose their own requirements. They could well apply all of and only “ColRegs”.
If that came to pass, rowing craft would then:
(a) keep to the starboard side of the channel at all states of the tide;
(b) in single file at the extreme edge of the channel; and
(c) move out from and return quickly to that file only to overtake (and that, of course, only when the overtaking craft could do so safely without baulking on-coming traffic).
The may well simplify matters even further by designating rowed vessels to act as “powered craft”, so that we share the Tideway with motor boats on the same legal basis!) The TRRC team ARE working to prevent that outcome. But they cannot do it alone. The whole rowing community will have to sign up to making any agreed, acceptable system both work and be seen by the PLA to work.