1. How would you interpret Rule 2A in your own words?

First, in the lines of Rule 2 (a), the word " Exonerate " means "to excuse someone from responsibility for
a fault". In line with it, in case of an incident resulting from someone not following the rules of the road,
no one is excused. It does not, however, entirely place the blame on the navigator on the bridge at the
time of the occurrence. It also involves the vessel, the shipowner, the master, and the crew. To clarify, if
the ship's navigators break the rules and cause a collision, the shipowner/master cannot claim and defend
himself, being not at fault.
In contrast, it is the general responsibility of the shipowner or the master to ensure that the ship crew
follows the rules of the road. In other words, rule 2 (a) sets the duties straight to build an environment of
compliance with the rule of the road, and in the same manner, the navigator's responsibility at the scene is
to follow the rule of the road. Moreover, Rule 2 (a) of COLREGS required us to follow the rules and take
the necessary precautions per lines of a seaman's ordinary practice. Instead, this term means "common
sense" or tries to fill gaps in the COLREGS. Only some situations will be listed in the COLREGS, and it
requests to use common sense when dealing with problems. Calling the master on the wheelhouse when
having trouble is another precaution required by the "ordinary practice of seaman".
2. What is the difference between a Seaplane and WIG craft?
Under the General Definition of rule 3 in COLREGs, a seaplane includes any aircraft designed to
manoeuvre on the water. At the same time, Wing-In-Ground (WIG) craft means a multimodal craft
which, in its main operational mode, flies in close proximity to the surface by utilizing surface-effect
action. To further differentiate the two, the seaplane and WIG craft can expound by defining a seaplane as
a fixed-wing aircraft capable of taking off and landing on the water. In contrast, in its main operational
mode, WIG craft is a multimodal craft mainly by an aerodynamic lift generated on a wing (wings), hull,
or their parts, which intends to utilize the ground effect action.
3. Which area do the COLREGs apply and to whom do the COLREGs apply?
The area that the COLREGs apply is in Application Rule 1 (a), which states that these rules shall apply to
all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels. Also,
COLREGs apply to any vessel or owner, master and crew to comply with the rules under Responsibility
Rule 2 (a).
4. Can you tell the difference between a vessel that is “restricted in her ability to maneuver” and a
“vessel not under command”?
Based on General Definitions of Rule 3, the vessel that is “restricted in her ability to maneuver” means a
vessel which from the nature of her work is restricted in her ability to manœuvre as required by these
Rules and is therefore unable to keep out of the way of another vessel. Vessels engaged in difficult towing
operations and other vessels which, from the nature of their work, are unable to manœuvre as required by
the Rules are now to be considered as ‘vessels restricted in their ability to manœuvre’. Such vessels are
given the same degree of privilege as vessels not under command but they show different lights and
shapes. While “vessel not under command” means a vessel which, through some exceptional
circumstance, is unable to manoeuvre as required by these Rules and is, therefore, unable to keep out of
the way of another vessel. For a vessel to be considered ‘not under command,’ there must be some
exceptional circumstances, such as breakdown of steering gear or loss of propulsion power, resulting in a
restriction of her ability to manœuvre as required by the Rules of Part B of the Steering and Sailing Rules.
 5. When does a vessel become a vessel underway?
A vessel becomes a vessel underway when it is not at anchor, made fast to the shore, or aground. In short,
when a vessel is afloat and in no way is touching the ground or seabed, she would be underway. Also, if
the vessel is drifting and moving with current, she is underway but not making way.

Activity 2
1. State the entire Rule 5(memorize) and give a complete explanation for all keywords.
Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available
means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the
situation and of the risk of collision.
Safe watchkeeping requires posting a seaman as a lookout from dark to dawn and occasionally during the
day, especially when visibility is poor, to maintain a proper lookout at all times.
The requirements for safe watchkeeping are laid down in Chapter VIII of the International Convention on
Standards of Training, Certification, and Watchkeeping for Seafarers.
 Lookout is essential and should take about 70 – 80% of the watchkeeping officers' time. The rest
is to appraise what he sees and his actions entirely. Lookout is also for getting feedback on the
step that he or the other ship took to avoid the situation.
 Lookout means to see and understand the situation by sight and hearing as well by other means,
such as by Radar and GPS (position) and by any other electronic devices.
 All this rule asks the watchkeepers is to be vigilant by keeping their eyes and ears open. It
emphasizes three things.
 By sight and hearing. This means that the watchkeeper must keep looking out not only from the
view but also by hearing. Hearing means continuously listening to VHF, distress frequencies, and
sound signals.
 By all available means. This means that a watchkeeper must use all available resources to keep a
lookout. These resources can be Radar, VHF, AIS, and ECDIS.
 Appraisal of the situation and risk of collision. This should be the ultimate target of the
watchkeeper to keep a lookout. A watchkeeper must look out to find any risk of collision with
any vessel. Also, the watchkeeper should know the present situation he is in. He should also be
proactive in assessing the condition he would be in after some time. For example, he should
consider the general traffic route (such as in TSS), which may alter the other ship's course much
before TCPA.

2. With reference to the video about the grounding of passenger vessel RMS Queen Elizabeth 2,
what were the factors not considered in determining “safe speed”?
The first factor not considered in determining "safe speed" about the grounding of passenger vessel
RMS Queen Elizabeth 2 is the vessel's maneuverability with special reference to stopping distance
and turning ability in the prevailing conditions. If the RMS Queen Elizabeth 2 followed its inbound
track, as the master presumed it would, the ship would have passed safely south of the grounding site
when the pilot set a course of 240° to take the vessel clear of the Torpedo Range in Rhode Island
Sound and Block Island. Once clear of the dangers and with the captain's permission, he increased the
cruise liner's speed to over 20 knots in an effort to reach New York Harbor as scheduled. Due to this
action, the second factor comes in the draught in relation to the available depth of water. At 21:58, the
ship ran aground on an uncharted shoal. This shoal lies 2.2 nautical miles south-south-west of the
light on Cuttyhunk Island at 41°22.1'N, 70°57.7'W.