At night you have a radar contact at 4nm bearing 350°. Visual observation reveals: green upper / white lower all-round lights, sidelights, sternlight, AND an additional all-round white light forward of and higher than the trawling lights. What does the additional white light indicate and how does it change your action?

A. The additional all-round white light forward of and higher than the main trawling lights: Rule 26(b)(ii) — "a vessel engaged in trawling... may also exhibit at a distance of not more than 2 metres above the lower of the two lights prescribed in paragraph (b)(i), a white light to indicate the direction of the gear." Wait — actually Rule 26(b) states that when trawling and the gear extends more than 150m astern, an additional all-round white light shall be shown in the direction the gear extends. In practice, some vessels show the additional white light to indicate gear direction. This means: the gear extends in the direction of the additional white light — you must keep clear of the area astern indicated by the light where the gear is deployed. The trawl net (often 100-300m long) is being towed in that direction. Do NOT pass close astern of the trawler in that direction — risk of fouling the trawl gear.

B. An additional white light above trawling lights means the vessel is a trawler AND towing another vessel — treat as a towing situation under Rule 24.

C. The additional white light is a deck working light. Trawlers use powerful deck lights during hauling operations — it has no COLREGs significance for collision avoidance.

D. Additional lights beyond the two trawling lights are not recognised by COLREGs. The vessel may be showing non-compliant lights — contact on VHF to clarify.

A. Management-level framework for a close-quarters situation: (1) Brief the master concisely on arrival: target bearing, CPA, TCPA, action already taken (course/speed changes), what response (if any) from the other vessel; (2) Confirm your own vessel's status: current course, speed, engine readiness; (3) Apply Rule 17(b) — if the give-way vessel has not acted and a collision cannot be avoided by the give-way vessel alone, the stand-on vessel (if that is you) SHALL take action. This is now a mandatory action, not a permissive one; (4) Rule 2(a) — General Prudential Rule: "Nothing in these Rules shall exonerate any vessel... from the consequences of any neglect to take all precautions which may be required by the ordinary practice of seamen"; (5) Take action EARLY and LARGE — a late small alteration is less effective and less visible than an early substantial alteration; (6) Document actions in the deck log with times; (7) Post-incident: write an OOW narrative of events for the file.

B. Once the master is on the bridge, all COLREGs responsibility transfers to the master. Inform him of the situation and step back — the Chief Mate has no further COLREGs obligation.

C. At management level, VHF contact with the other vessel must be established before any manoeuvre. Contact MRCC for assistance identifying the non-responding vessel.

D. Rule 17 does not apply at sea — it is only relevant in port approaches and narrow channels. In open water, both vessels are equal stand-on until one acts.

A. TSS-specific passage planning obligations (Rule 10 and SOLAS V/34): (1) Identify all TSS on the route — plot them on charts, note their direction of traffic flow and separation zones; (2) Plan the route to navigate in the correct lane (Rule 10(a) — join and navigate in appropriate lanes); (3) If crossing is necessary, plan to cross at right angles to the lane direction (Rule 10(c)); (4) Plan to avoid anchoring in or near a TSS unless in an emergency (Rule 10(g)); (5) Note any deep-water routes or inshore traffic zones relevant to the vessel's draught; (6) Research MSI broadcasts for TSS — check for restricted areas, military exercises, or temporary changes to the scheme; (7) Brief the master in the pre-departure voyage plan review — specifically note any TSS crossing points and their timing (daylight/night preference, tidal considerations); (8) Identify VHF traffic advisory services (CNIS Dover Strait, Jobourg Traffic, Gris Nez Traffic) associated with each TSS.

B. TSS planning only requires noting the lane direction on the chart. The OOW on watch at the time handles all TSS decisions in real time.

C. Traffic Separation Schemes are voluntary under SOLAS for vessels over 300 GT. Planning teams should note but not restrict passage plan options based on TSS.

D. Rule 10 only applies to vessels that are lane-traffic. A vessel transiting through a TSS at an angle is not subject to Rule 10 and can navigate freely.