Question 1

You are OOW at 0300 in open ocean. Visibility is 8nm, sea state 3, no traffic showing on AIS, radar clear to 12nm. Your vessel is making 16 knots. Your examiner asks whether this is a "safe speed" under Rule 6.

Accepted Answer

Rule 6 — Safe Speed — requires that every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. Factors from Rule 6(a) relevant here: (i) visibility — 8nm good visibility is favourable; (ii) traffic density — nil traffic, favourable; (iii) manoeuvrability — depends on vessel stopping distance and turning ability; (iv) sea state — sea state 3 moderate, watch for wave-return radar interference; (v) draught in relation to available water depth — open ocean, not relevant. Rule 6(b) for radar-equipped vessels adds: characteristics, limitations, and efficiency of radar; constraints on radar range scales in use; effect of sea/weather/other sources of interference; possibility of small vessels, ice, or debris not detected by radar. 16 knots in these conditions in open ocean with clear radar: likely acceptable. But the examiner is testing whether the candidate can APPLY the factors, not give a simple yes/no. Rule 6 does not define a specific number as "safe speed" — it is a multi-factor assessment. The OOW must be able to articulate the factors and apply them to the current conditions. Common candidate errors: (a) stating that safe speed = half the visibility distance stopping — this is a rule of thumb from older guidance, not the Rule 6 definition; (b) saying Rule 6 doesn't apply in good visibility — Rule 6 applies "at all times" regardless of visibility; (c) confusing safe speed with speed limits (which are set by port authorities, not COLREGs). The "stopping distance" reference in Rule 6 is one factor in the assessment — the vessel must be able to stop within a distance appropriate to the circumstances. In open ocean at night with clear radar: 16 knots may well be a safe speed, but in a congested TSS, port approaches, or ice-prone area, the same speed would not be safe. The examiner is looking for the candidate to demonstrate the analytical approach, not to give a simple number.

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.