Question 1

In a crossing situation, you are the stand-on vessel. The give-way vessel has not altered course despite your close approach. At what point and how do you act?

Accepted Answer

STAND-ON VESSEL OBLIGATIONS — RULES 16 AND 17: RULE 17 — INITIAL DUTY: the stand-on vessel shall "maintain her course and speed" to allow the give-way vessel to take action. This stability of action allows the give-way vessel to predict the stand-on vessel's position. RULE 17(a)(ii) — MAY ACT: when it becomes APPARENT that the give-way vessel is not taking appropriate action — the stand-on vessel "may take action to avoid collision by her manoeuvre alone." This is a PERMISSION — not yet an obligation. This trigger point is a matter of professional judgement — typically when the stand-on vessel can see that the give-way vessel has not altered AND CPA is becoming dangerously small. RULE 17(b) — MUST ACT: when the stand-on vessel determines that collision "cannot be avoided by the action of the giving way vessel alone" — the stand-on vessel "shall take such action as will best aid to avoid collision." This is the MANDATORY action trigger. At this point — the stand-on vessel MUST act. The action must be: (a) not an alteration to port for a vessel on the port side (Rule 17(c)); (b) bold and substantial; (c) early enough to be effective. SEQUENCE IN THIS SCENARIO: (1) Monitor CPA trend; (2) Sound danger signal (Rule 34(d)) when doubt exists; (3) If no response — consider taking avoiding action under Rule 17(a)(ii); (4) When collision cannot be avoided by give-way alone — MUST act under Rule 17(b); (5) Do NOT turn to port toward a vessel on your port side (Rule 17(c)). Rule 17(c) — no alteration to port: this is one of the most important specific constraints in the COLREGs. In a crossing situation where the give-way vessel is on the STARBOARD side of the stand-on vessel (approaching from starboard) — the stand-on vessel must NOT alter to PORT. Altering to port would swing the stand-on vessel's bow toward the approaching give-way vessel — potentially making the collision more severe. The stand-on vessel's primary avoiding action in a crossing situation where the give-way is to starboard: STARBOARD alteration or SPEED REDUCTION (both swing the bow away from the approaching vessel or create more time/distance). Rule 17(b) as a legal obligation: once the stand-on vessel determines that the give-way vessel cannot alone prevent collision — Rule 17(b) makes action MANDATORY. A stand-on vessel that maintains course and speed into a certain collision because "it was my right of way" is in violation of Rule 17(b). Courts have held both vessels equally negligent in collisions where the stand-on vessel failed to take action under Rule 17(b). "Never alter until collision" (option B): Rule 17 explicitly states the stand-on vessel "may" and eventually "shall" take action. The rule was designed with exactly this scenario in mind — a give-way vessel that fails to act. Blind adherence to course/speed into a certain collision is not professional seamanship and is a COLREG violation under Rule 17(b). Sound signal and alter (option C): sounding one short blast signals an intention to alter to STARBOARD (Rule 34(a)). This is appropriate IF the stand-on vessel is altering to starboard. However, sounding one short blast without actually altering, or altering to port while sounding one blast, is a misuse of the sound signal. The signal should reflect the actual manoeuvre.

Question 2

As Chief Mate on watch in open sea, you detect a vessel 10nm ahead with zero CPA and TCPA 30 minutes. Describe the characteristics of a proper avoiding action under Rule 8.

Accepted Answer

RULE 8 — CHARACTERISTICS OF PROPER AVOIDING ACTION: RULE 8 APPLIES TO ALL VESSELS in a potential collision situation, regardless of which rules govern the encounter (crossing, overtaking, head-on). The characteristics: (1) EARLY: action taken in ample time — not waiting until close quarters. With 30 minutes to CPA and 10nm, early action is available. Rule 8(a): action shall be taken "in ample time"; (2) BOLD AND SUBSTANTIAL: Rule 8(b): action shall be "large enough to be readily apparent to the other vessel observing visually or by radar." Small incremental alterations (5° at a time) do not meet this standard. The other vessel must be able to see a CLEAR alteration on their radar; (3) POSITIVE: not just an alteration but a committed and maintained course to the clear; (4) RESULT IN PASSING AT A SAFE DISTANCE: Rule 8(d): the action must result in passing at a safe distance. A 0.5nm CPA in busy waters may be adequate; in open ocean — some companies require 2nm minimum CPA; (5) MAINTAIN THE ALTERATION: do not return to the original course until clearly past and clear; (6) AVOID DANGEROUS COMBINATIONS: Rule 8(c): if necessary to avoid collision or to allow more time — reduce speed or take all way off. Speed reduction alone or combined with course alteration is a valid manoeuvre; SPECIFIC CASE (0 CPA, 30 min): Give way vessel should alter significantly to starboard (if crossing, overtaking, or head-on) — aim for CPA of at least 1-2nm and confirm on radar before resuming original course; (7) RULE 8(e): "necessary to pass at a safe distance". The "5° is not enough" principle: Rule 8(b) specifically requires that course alterations be "large enough to be readily apparent to the other vessel observing visually or by radar." On radar, a 5° alteration is extremely difficult to distinguish from normal navigation variability over 30 minutes. A 30° starboard alteration is clearly visible as a bearing change on the other vessel's radar display. The rule of thumb: 30° alteration produces about 0.5nm change in CPA per mile of range. Radar detection of alteration: an observer on the other vessel watching the radar will see a clear change in the bearing trend if a substantial alteration is made. If the alteration is too small to detect, the other vessel will not know you are taking action — close-quarters will still develop. This is the purpose of the "bold and substantial" requirement. MAIB investigation of Rule 8: several MAIB collision reports have identified that the give-way vessel made "insufficient" alterations — the alteration was made but was too small to be effective or apparent. The avoiding vessel felt they had taken action; the other vessel was unaware of any action and continued on course. Five short blasts (option D): the five short blasts is the DANGER/DOUBT signal (Rule 34(d)) — it expresses doubt about the other vessel's intentions or signals that a vessel does not understand what another is doing. It is NOT a substitute for collision avoidance manoeuvring. Sounding five short blasts while maintaining course is useless for collision avoidance if no other action is taken.

Question 3

As Chief Mate on a night watch in the North Sea, you are alone on the bridge. The master's standing orders permit solo watch with radar in good visibility. Is this acceptable under STCW?

Accepted Answer

SOLO WATCH AND STCW LOOKOUT REQUIREMENTS: STCW A-VIII/2 — WATCHKEEPING STANDARDS: Para 10: "Proper lookout shall be maintained at all times." Para 12: "Nothing in these regulations shall be construed as relieving any officer of the watch of his duty to maintain a safe and effective watch." THE LOOKOUT REQUIREMENT: COLREGs Rule 5 requires "a proper look-out shall at all times be maintained by sight and hearing." STCW A-VIII/2 Para 14: "The lookout must be able to give full attention to the keeping of a proper look-out and shall not be required to perform any other duties." SOLO WATCH — IS IT ACCEPTABLE?: STCW permits the OOW to be the sole lookout under these conditions (STCW A-VIII/2 Para 14): (a) The situation has been assessed and the risk of being alone is acceptable; (b) Full attention can be given to maintaining a proper lookout; (c) The master has directed it is acceptable. STCW also states (Para 14 footnote): "a rating is also required when, in the opinion of the OOW, a proper lookout cannot be maintained by the OOW alone." NIGHT PASSAGE NORTH SEA IN SOLO WATCH: (a) North Sea has dense traffic; (b) Night passage reduces visual range; (c) Solo OOW doing paperwork, log entries, radio checks CANNOT simultaneously maintain a proper lookout. THE PROFESSIONAL JUDGEMENT: in dense traffic at night — solo watch with no dedicated lookout is MARGINAL at best and may violate STCW Para 14. The master's standing orders cannot override STCW — if the OOW determines a lookout is needed, they must call one. Radar as lookout limitation: STCW A-VIII/2 Para 14 specifically addresses radar: "The use of radar does not relieve the officer of the watch of the obligation to keep a proper look-out." Radar cannot detect: (a) vessels that are very small (traditional fishing vessels, small craft); (b) objects that are below the radar horizon; (c) fast-moving vessels in heavy rain (radar precipitation clutter); (d) semi-submerged containers. Additionally, radar requires interpretation — the OOW must simultaneously monitor the radar AND the visual/sound environment. Solo OOW limitations: an OOW alone on the bridge is simultaneously: making radar plots, calling positions, checking the chart, maintaining the log, monitoring VHF, answering the phone/bell book, checking navigational lights — AND supposed to maintain a proper visual lookout. In practice, this multitasking means the visual lookout is not truly proper. The MAIB has investigated collisions where a solo OOW was distracted by administrative tasks at the critical moment. Master's standing orders (option C): standing orders cannot override STCW. If STCW requires a lookout and the standing orders say "solo watch acceptable," the STCW requirement prevails. The master cannot contractually override an international convention requirement. However, in practice, the determination of "when a lookout is needed" is a professional judgement of the OOW — STCW gives the OOW the authority to call additional watchkeepers when they deem it necessary, regardless of standing orders. GT threshold for lookout (option D): there is no specific GT threshold for lookout requirements in STCW. The requirement is based on circumstances and the OOW's professional assessment.