Question 1

At night you see a vessel ahead showing both red AND green sidelights plus two white masthead lights. Bearing is steady at 000° and range is decreasing. What rule applies and what is your action?

Accepted Answer

RULE 14 — HEAD-ON SITUATION. Seeing both sidelights (red and green) means the vessel is approximately end-on to you — bows pointing towards each other. Two white masthead lights confirm a power-driven vessel over 50m. Bearing steady at 000° (dead ahead) with decreasing range confirms head-on risk of collision. Rule 14(a): when two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision, each shall alter her course to STARBOARD so that each shall pass on the port side of the other. Action: alter course to STARBOARD — a substantial alteration, visible and early. Sound signal: one short blast on the whistle (Rule 34(a) — altering course to starboard). Rule 14(b): a vessel shall be deemed to be in a head-on situation when she sees the other vessel ahead and by night sees the masthead lights of the other vessel in a line or nearly in a line, and/or both sidelights. Rule 14 identifies the specific head-on scenario and mandates both vessels alter to STARBOARD. The recognition criteria from Rule 14(b): at night — masthead lights in line (one behind the other, appearing as one light or very close together) AND/OR both sidelights visible. When two masthead lights are seen at night in line (the after light being higher than the forward), with both port (red) and starboard (green) sidelights visible, the vessel is approaching bows-on. Rule 14(c): "if in doubt whether such a situation exists, she shall assume that it does exist and act accordingly." This default to Rule 14 prevents the dangerous scenario where one vessel applies Rule 14 and the other applies Rule 15 — resulting in both vessels altering in the same direction. Sound signal under Rule 34(a)(i): one short blast when altering course to starboard. Both vessels must alter to starboard in Rule 14 — they cannot agree to pass port-to-port unless the geometry makes it safe and both vessels are involved in the mutual decision.

Question 2

You are OOW on a power-driven vessel underway. You have five vessels near you: a sailing vessel, an NUC vessel, a vessel engaged in fishing, a RAM vessel, and a CBD vessel. Your examiner asks you to rank your responsibilities to each in order.

Accepted Answer

Rule 18 establishes the hierarchy for power-driven vessels underway. In order of priority (highest first — you must give way to all of these in this order): 1st — NUC (not under command): cannot manoeuvre, ultimate priority — Rule 18(a)(i); 2nd — RAM (restricted in ability to manoeuvre): limited manoeuvring ability — Rule 18(a)(ii); 3rd — CBD (constrained by draught): cannot deviate from channel — Rule 18(a)(iii) [note: CBD is optional display — not all CBD vessels show the signal]; 4th — FISHING (engaged in fishing with gear): Rule 18(a)(iv) — note this means fishing with nets/lines, NOT a vessel that has fishing equipment on board but is not actually fishing; 5th — SAILING VESSEL: Rule 18(a)(v) — power gives way to sail (with exceptions in Rule 18(b) where a sailing vessel overtaking a power-driven vessel must keep clear). You must keep out of the way of all five in this order. Rule 18 — Responsibilities Between Vessels — is one of the most fundamental OOW exam topics. The hierarchy from Rule 18(a): (i) NUC; (ii) RAM; (iii) CBD; (iv) fishing; (v) sailing; all are given way over by power-driven vessels. The rules are additive — if you must give way to a CBD vessel, you also must give way to all ranks above it. Key nuances tested at OOW level: (1) CBD is only recognised as a privileged vessel if it displays the signal — a vessel that is constrained by draught but shows nothing is treated as a power-driven vessel; (2) A vessel fishing = one that has gear restricting its ability to manoeuvre; a vessel with rods trolling or no gear deployed = treated as a power-driven vessel; (3) Sailing vessel with engine running (motorsailing) = treated as a power-driven vessel (shows day shape — cone point down); (4) Rule 18(b): nothing in Rule 18 exempts a sailing vessel from keeping clear when overtaking another vessel. The exam will present scenarios where the candidate must apply the correct rule from this hierarchy.

Question 3

You are the stand-on vessel in a crossing situation. The give-way vessel is not taking action. At what point and how do you act under COLREGs Rules 16 and 17?

Accepted Answer

Rule 17 stand-on obligations: (a)(i) — maintain course and speed initially; (a)(ii) — when it becomes apparent the give-way vessel is NOT taking appropriate action, the stand-on vessel MAY take action to avoid collision by her manoeuvre alone; (b) — when a collision cannot be avoided by the give-way vessel alone, the stand-on vessel SHALL take action. The timing sequence: (1) Initially: maintain course and speed — Rule 17(a)(i); (2) Give-way not acting, situation developing: you MAY act to help (Rule 17(a)(ii)) — but only by altering to starboard (not to port for a vessel on your port side, as this creates confusion); (3) Imminent collision, no action possible by give-way alone: you MUST act — Rule 17(b). Sound signal Rule 34(d): if in doubt about another vessel's intentions, give at least 5 short blasts on the whistle immediately. Rule 17 is nuanced and consistently examined. The three stages: mandatory hold (17(a)(i)), permissive action (17(a)(ii)), mandatory action (17(b)). The timing of transition from stage 1 to 2 to 3 is a matter of seamanlike judgement — the examiner will probe this. Key point: Rule 17(c) — when the stand-on vessel takes action under Rule 17(a)(ii) to avoid collision, she shall, if the circumstances of the case admit, NOT alter course to PORT for a vessel on her own PORT side. The reason: if both vessels try to pass to starboard of each other (own vessel altering starboard, give-way vessel finally altering starboard) they could collide — the COLREGs design assumes the stand-on vessel will also go starboard if it must act. Altering to port by the stand-on vessel for a vessel crossing from port risks a collision if both alter in the same direction. Rule 34(d) five short blasts: this is the signal for doubt about the other vessel's intentions or actions to avoid collision — it is NOT the action itself; it alerts the other vessel that action may be necessary.