Commercial fishing is the most dangerous peacetime job in the United Kingdom with stormy weather, hazardous working conditions and isolation from emergency services and medical assistance all contributing to the risks commercial fishermen face. However, there have been a number of incidents of trawlers being seriously damaged and in some cases sunk when submarines collide with their nets. Many of these incidents have proved highly controversial as the navies and governments responsible for the incidents have failed to co-operate with investigations and have on some occasions refused to admit liability even when all of the evidence points to the fact that there were responsible.
Antares: The Antares was a pelagic trawler which sank in the Firth of Clyde in November 1990 with all four crew members losing their lives. The vessel was lost when the Royal Navy Trafalgar-class submarine HMS Trenchant collided with the Antares nets, causing the trawler to capsize and turn upside down. The following investigation led to a number of significant changes regarding the conduct and movement of submarines in areas where trawlers are likely to be fishing. Read our full article on this incident by clicking here.
Summer Morn: In 1990 a Northern Irish fishing boat Summer Morn was dragged backwards for ten nautical miles when fishing in the Irish Sea. When the crew of the boat were eventually able to break their nets free and they found that a section of sonar or radar equipment from the submarine had become entangled with the cables which were reeled back onto the boat. Despite the piece of equipment being stamped with the words ‘NAVAL ELECTRONIC SYSTEMS COMMAND. Mfd by Spears Associates Inc., Norwood, Mass’ the US Navy initially denied that any of their submarines were operating in the area, although they did later admit that “the indications are that it was one of ours.“
Bugaled Breizh: In January 2004 the French trawler Bugaled Breizh was fishing fourteen miles off the coast of Cornwall when it sank with the loss of all five crew members on board. The vessel had been fishing in good weather and although the crew did send a brief radio message that they were sinking they did not have time to launch any of the life rafts or attempt any other form of escape. While there were theories were that it had hit a sandbank or collided with a surface vessel analysis of the wreck ruled these out and the official inquiry into the sinking of the vessel stated that a submarine colliding with the nets of the trawler was the most likely cause of the loss of the vessel.
This theory was strengthened when it emerged that a NATO exercise was taking place in the area at the time the Bugaled Breizh sank, with Dutch, British and German submarines all active, as well as rumours that additional submarines from a unknown country (most likely Russia) were also observing the exercise. However, the loss of the Bugaled Breizh is still officially classed as unexplained, and no nation has accepted that one of its submarines may have been responsible for the loss of the vessel. This has meant that the families of the crew have been unable to hold anyone to account or claim any compensation for the incident, and, as of 2015 there is still an ongoing legal campaign to uncover the truth about the sinking of the Bugaled Breizh. In the summer of 2016 it was announced that a new inquest would be opened into the loss of the vessel, a move welcomed by the families of the crew.
Aquarius: A Scottish trawler was involved in an incident in March 2015 which was thought to be caused by a submarine. The Aquarius was fishing off the Outer Hebrides with two nets when one of them became swept around in front of the vessel. The fishing boat had to increase its revs to avoid running over its own net which would have caused its propeller to become tangled up. Angus Macleod, the captain of the Aquarius, stated that he has convinced that only a collision with his vessels nets and a submarine could have caused the incident. While the UK government said that no British or NATO submarines were active in the area there had been a number of Russian submarines operating in Scottish waters, due to increased tensions with Russia and the West over the Russian annexation of the Crimea and actions in eastern Ukraine. Angus Macleod said that the incident had cost him both his catch and fishing time, and also caused damage to the steering mechanisms and rudder of the Aquarius which would cost around £10,000 to repair.
Karen: In April 2015 the Northern Irish trawler the Karen was fishing eighteen miles off the coast of County Down when it was suddenly pulled backwards at a speed of around 10 knots (11.5 mph). The crew had to rapidly scramble to cut the steel wires connecting the 60-ft trawler to the submerged nets in order to free the vessel. In an interview with the BBC the skipper Paul Murphy said that the incident had caused £10,000 worth of damage to his vessel and caused him the loss of two tons of catch. He also added that his crew were lucky to escape unharmed. Again it was believed that a Russian submarine was responsible, as the Royal Navy stated that one of their submarines would have surfaced to check on the welfare of the trawler crew if they collided with a trawler’s submerged nets. The continuing tension over the Russia/Ukraine crisis could again explain the prescence of Russian submarines in British waters: Exercise Joint Warrior – a major NATO operation – was taking place in Scottish waters, and the Russian submarine may have been heading to spy on this exercise. Five months later in September 2015 the Ministry of Defence admitted that it had indeed been a British submarine which caught the nets of the Karen. Armed Forces Minister Penny Mordaunt said that the incident occurred because “…the submarine did not correctly identify the Karen as a fishing vessel with nets in the water, and thus did not give her the berth she would otherwise have had.”
In October 2015 a report by the Marine Accident Investigation Branch heavily criticised the Royal Navy for its “lack of transparency” over the incident, and for taking five months to admit liability. The report found that the Royal Navy submarine crew incorrectly believed they were passing underneath a cargo vessel, meaning they did not leave enough room to avoid the nets of the Karen. The Royal Navy was found to have failed to “fully engage in the subsequent investigation” and the report expressed concern that lessons learned following the sinking of the Antares in 1990 were being forgotten and that the Royal Navy would have to work to “rebuild trust with the fishing industry.”
Ehime Maru: In February 2001 the US Navy’s Los Angles-class submarine the USS Greeneville rapidly surfaced and collided with the Ehime Maru, a Japanese fishing and training ship off the coast of Hawaii. The Japanese vessel was seriously damaged and quickly sank, with nine of the thirty-five people on board losing their lives.
The Ehime Maru was relatively large for a fishing vessel being around sixty metres long and displacing over 700 tons. The vessel was used as a training ship, with the thirty-five people on board consisting of crew, teachers and young people who were interested in pursuing a career in commercial fishing once they had completed their education. While the Ehime Maru was operating off the coast of Hawaii the USS Greeneville was also in the same area, having departed from Pearl Harbour. The USS Greeneville – a 110 metre long, 7000 ton nuclear powered attack submarine – was taking part in a distinguished visitor programme. This consisted of sixteen civilians being on board the submarine to observe the day to day workings of the vessel.
Under the direction of the submarine’s captain Cmdr. Scott Waddle the USS Greeneville had been carrying out a number of manoeuvres to impress the visitors on board and prepared to conclude with an emergency main ballast tank blow. This involves forcing all of the water out of the main ballast tanks of the submarine under high pressure so that the submarine rapidly ascends, bursting out of the water once it reaches the surface.
The crew of the USS Greeneville had calculated that there were no surface vessels within several miles of them, but a key piece of equipment known as the Analog Video Signal Display Unit (which relayed sonar information to the captain) was not working. Waddle had set off to sea without trying to get it repaired, believing that having a functioning Analog Video Signal Display Unit was not important for the manoeuvres he had planned. Standard operating procedure stated that the submarine should go to periscope depth for three minutes to check that the area was free of surface vessels but Waddle only ascended to periscope depth for half of this time before diving to perform the emergency ballast tank blow. Many of the sonar technicians and crew members found that the civilians in the control room blocked their access to the control consoles and sonar screens, while many of the civilians asked questions and chatted to the crew while they were trying to prepare for the manoeuvre. All of this time the Ehime Maru had been making its way to the area where the USS Greenville was planning to surface.
The USS Greeneville performed the emergency ballast tank blow and surfaced directly underneath the Ehime Maru, striking the fishing vessel with its rudder and cutting a hole into the hull of the ship. Almost immediately the Ehime Maru lost power and began to sink, stern first. Within minutes the Ehime Maru was completely submerged. Several life rafts had deployed from the Ehime Maru but the USS Greeneville was unable to rescue the survivors as the combination of rough seas and bow waves created by the movement of the submarine itself threatened to capsize the life rafts. The USS Greeneville instead moved away from the area and issued a distress call and US Coast Guard vessels and helicopters made their way to the area from Pearl Harbour. Of the thirty-five people on board the Ehime Maru twenty-six were rescued. The nine who lost their lives included four teenage trainees, all of whom were believed to be in the lower levels of the vessel, meaning that they had no chance of escaping due to the rapid sinking of the ship.
The incident sparked a major diplomatic incident between Japan and the USA, with Japan claiming that the US response to the incident lacked remorse. Eventually the US president George W. Bush apologised on national television, with other major US politicians also adding their condolences. The submarine’s commander Scott Waddle was also criticised for his response, and was suspended pending an investigation into the incident. While Waddle was found to be primarily responsible for the incident and the rushed procedures used by the submarine crew were heavily criticised it was found that there was no need for court martial proceedings or criminal charges to be brought. Waddle, who had been placed on administrative duties since the incident, was honourably discharged from the US Navy and allowed to retire on his full pension.
In late 2001 the US government paid for the wreck of the Ehime Maru to be moved into shallower water by a commercial deep-water recovery contracting company, overseen by the US Navy. The bodies still on the vessel were recovered and the wreck was then taken back to very deep water and sunk. The US arranged a multi-million dollar compensation package with the families of the casualties and the survivors and paid for a memorial ceremony. In 2002 Scott Waddle visited Japan and laid a wreath at the memorial which was built to commemorate the incident. He met with the families of some of the victims but others boycotted his visit.
As of December 2016 the USS Greeneville is still in active service with the US Navy. A new fishing and training ship, also named the Ehime Maru has been built in Japan to replace the original vessel. Scott Waddle wrote a book entitled The Right Thing which gave his side of the Ehime Maru collision incident. He is now an “inspirational speaker, consultant and executive coach” who, according to this website, commands fees of $10,000 – $15,000 for his speeches.
Daytona: In July 2016 the French trawler Daytona was fishing around thirty miles off the Cornish coast. At the same time NRP Tridente, a 2000 ton, 68-metre diesel-electric submarine of the Portuguese Navy was in the same area taking part in a NATO exercise.
The submarine became entangled in the nets of the trawler and immediately surfaced and made contact with the fishing vessel. The French and Portuguese authorities confirmed that no on was injured in the incident.