Your vessel is in the North Atlantic in April. Fog has developed. The NAVTEX shows an ice warning for the area. What additional considerations apply?

A. FOG + ICE WARNING — ADDITIONAL CONSIDERATIONS: ICE IN FOG represents a compound hazard — both reduce visibility/detection capability. ADDITIONAL CONSIDERATIONS: (1) REDUCE SPEED FURTHER: ice cannot be detected by ARPA (low radar cross-section, especially bergy bits and growlers). Safe speed near ice is slower than safe speed for vessel traffic alone. In fog with ice warnings — the vessel may need to proceed at very slow speed (3-5 knots) or stop entirely; (2) DEDICATED ICE LOOKOUT: post additional lookouts specifically watching for ice — on the bridge wings and bow. Eyes often detect ice before radar; (3) RADAR FOR ICE DETECTION: ice detection on radar is difficult — growlers (small, awash bergs) have very low radar cross-section and may not show until close range. X-band radar slightly better than S-band. Radar should be set to 3nm scale for ice detection; (4) SEA TEMPERATURE MONITOR: rapidly dropping sea temperature can indicate proximity to ice (cold fresh water from melting bergs). Record sea temperature frequently; (5) ICE REPORTING: if ice is sighted — report to MAYDAY or to the Canadian Coast Guard (in North American waters) or COASTGUARD under the SOLAS ice reporting obligation (SOLAS V/31); (6) ICE PATROL: ICEBERG patrol areas (North Atlantic — coverage from January to July by US USCG) provide ice charts. In April — high risk period for North Atlantic icebergs from Greenland/Labrador; (7) NAVTEX AND SECURITE: monitor all NAVTEX messages and broadcast ice sightings as SECURITE on Ch 16.

B. NAVTEX ice warnings are issued as a precaution only. Actual ice is very unlikely to be encountered unless you are north of 50°N. No additional action is required.

C. Ice is easily detected on S-band (10cm) radar from 15nm distance. Radar monitoring alone is sufficient — no additional lookouts or speed reductions are needed near ice.

D. Once in fog, ice cannot be avoided regardless of speed. Maintain maximum speed to minimise time in the ice/fog zone.

A. COLREG RULE 19 — CONDUCT IN RESTRICTED VISIBILITY: Rule 19 applies to ANY vessel not in sight of another. Key requirements: (1) RULE 19(b) — SAFE SPEED: proceed at a safe speed adapted to prevailing circumstances and restricted visibility. The vessel must be able to take proper and effective action to avoid collision, and stop within an appropriate distance; (2) RULE 19(c) — RADAR: have due regard to prevailing circumstances, including the limitations of radar equipment; (3) RULE 19(d) — RADAR-ONLY CONTACT: a vessel that detects by radar only another vessel shall determine if a close-quarters situation is developing. If so — take early, substantial avoiding action: (i) an alteration of course to port for a vessel forward of the beam is to be AVOIDED (except when overtaking); (ii) avoid altering course toward a vessel abeam or abaft the beam; (4) RULE 19(e) — SOUND SIGNAL WARNING: if a sound signal is heard apparently forward of the beam and its vessel cannot be seen — reduce to minimum speed or stop. Take all way off if necessary; (5) RULE 35 — FOG SIGNALS: one prolonged blast (4-6 seconds) every 2 minutes when underway making way. Two prolonged blasts (2-second interval) every 2 minutes when underway but stopped. RULE 19 DOES NOT APPLY RULES 11-18 (in-sight rules). There is no give-way/stand-on in restricted visibility. All vessels take action to avoid collision.

B. Rule 19 suspends all other COLREG rules in fog. No vessel has right of way in fog, and any vessel may alter course in any direction to avoid collision.

C. Rule 19 requires vessels in restricted visibility to stop and anchor until visibility improves to at least 1nm before proceeding.

D. In restricted visibility, the stand-on vessel (Rule 17) must maintain course and speed even in fog. Rule 19 only applies to give-way vessels.

A. RULE 35 FOG SIGNALS — CORRECT SIGNALS: (a) POWER VESSEL UNDERWAY MAKING WAY (Rule 35a): ONE prolonged blast (4-6 seconds) — every 2 minutes; (b) POWER VESSEL UNDERWAY BUT STOPPED (Rule 35b): TWO prolonged blasts with 2-second interval — every 2 minutes; (c) VESSEL AT ANCHOR (Rule 35g): rapid ringing of bell for approximately 5 seconds — every 1 minute. Vessels of 100m+ ALSO sound a gong aft for 5 seconds after the bell. A vessel at anchor MAY ALSO sound "short-long-short" (Morse R —. — .) as a warning to approaching vessels; (d) VESSEL AGROUND (Rule 35h): three separate bell strokes, THEN rapid ringing of bell for 5 seconds, THEN three separate bell strokes — every 1 minute. This sequence distinguishes a vessel aground from one merely at anchor. ADDITIONAL SIGNALS: sailing vessel under sail — Rule 35c: one prolonged + two short blasts every 2 minutes (this same signal is also used by vessels restricted in ability to manoeuvre, constrained by draught, not under command, and towing/being towed — Rule 35d/e); pilot vessel — Rule 35g: normal fog signal + four short blasts as identity signal.

B. All vessels in restricted visibility sound one prolonged blast every 2 minutes regardless of their status. Rule 35 makes no distinction between underway, stopped, or at anchor.

C. A vessel at anchor does not need to sound fog signals provided she has all-round white anchor lights displayed and is monitoring VHF Ch 16.

D. Two short blasts is the correct fog signal for a power vessel underway making way. One prolonged blast is used only by sailing vessels.