Question 1

In restricted visibility, radar shows a contact bearing 040° at 3nm, CPA 0.1nm in 12 minutes. The contact appears forward of your beam. Your examiner asks: what specific actions does Rule 19 prohibit you from taking?

Accepted Answer

Rule 19(d) — in restricted visibility, for contacts detected by radar forward of the beam developing into a close-quarters situation: (i) Shall NOT alter course to PORT for a vessel forward of the beam (except when overtaking); (ii) Shall NOT alter course towards a vessel abeam or abaft the beam. Additionally, Rule 19(b) — shall not proceed at a speed that is unsafe for conditions. For this scenario (contact forward of the beam, CPA 0.1nm at 12 minutes): prohibited actions are: altering to port; ignoring the situation at current speed. Permitted/required actions: reduce to minimum steerage or stop (Rule 19(e)); alter to STARBOARD (permitted for forward contact); wait until the situation is resolved. The reason for the port prohibition: in restricted visibility, vessels cannot see each other; two vessels both detecting a contact forward of the beam and both altering to port could converge rather than diverge. Rule 19(d) is consistently tested because the prohibition on altering to PORT for a vessel forward of the beam is counterintuitive and catches many candidates. The logic: in restricted visibility, neither vessel can see the other's aspect. If contact A (your vessel) and contact B are converging, and both alter to port simultaneously, both vessels turn toward each other — making the situation worse. The design of Rule 19 creates a symmetric outcome: if both vessels follow Rule 19(d) and alter to starboard for a forward contact, both diverge. Rule 19(e): if a close-quarters situation cannot be avoided, reduce to minimum steerage way or stop. The sequence for this scenario: (1) Reduce speed immediately if not already safe speed (Rule 19(b)); (2) Continue monitoring — can the contact be identified as forward of the beam? Yes; (3) CPA 0.1nm at 12 min is clearly a close-quarters risk; (4) Take action to increase CPA — may alter to STARBOARD or STOP; may NOT alter to port; (5) Continue monitoring after action to confirm CPA improving. The distinction: Rule 19 applies in restricted visibility (where vessels CANNOT see each other). Rules 11-18 (the "steering and sailing rules" for sight of each other) do NOT apply in restricted visibility — Rule 19 replaces them.

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.