200203 Understanding COLREGS

 As a Trinity House Deep Sea Pilot I pass the Foxtrot 3 buoy on average four times every month. It is a dangerous spot for all of the reasons discussed in previous articles. However, the crux of the matter of crossing vessels, as I see it, stems from those vessels (usually container ships) coming from Felixstowe to Antwerp via the Sunk, F3 buoy and the Wandelaar Pilot Station. The bee-line course from the Sunk to the F3 Buoy is about 155 degrees. The course down the south west bound route towards Dover Strait is about 221 degrees. Therefore any two vessels approaching one another on a steady bearing on these two respective courses might rightly feel confused on which was the 'give way' vessel.

The south west bound vessel "A" (proceeding towards Dover Strait) might have the south east bound vessel "B" (proceeding towards the F3 Buoy from the direction of the Sunk) on a steady bearing on, or nearly 2 points abaft, his starboard beam. This means that Vessel A may or may not consider that he is the 'stand-on' vessel in the "I'm being overtaken" sense, or he may consider altering wide to starboard to give way to Vessel B in the "I'm the 'give-way' vessel" context. Vessel B may or may not consider that he is either an 'overtaking' vessel or the 'give-way' vessel, since COLREGS Rule 13b states: "A vessel shall be deemed to be overtaking when coming up with another vessel from a direction more than 22.5 degrees abaft her beam ..."

The Rule is quite clear, however the situation at sea may be less so. Ever since the Ever Decent and Norwegian Dream event, I have been at pains in my duty as a Deep Sea Pilot to politely question the foreign bridge watchkeeping officers with whom I sail, on whether or not they would consider giving way to a vessel on a steady bearing less than two points abaft the starboard beam. The answer was invariably "NO" Even in spite of pointing out the detail of COLREG Rule 13 there is usually still no change in the answer. This means that some seafarers either do not know the COLREGS, or do not know how to apply them, or just ignore them in these circumstances when the situation is not obviously and visually clear.

So a container ship bound from Felixstowe to the Wandelaar via the southerly gap of the F3 Buoy may be in for a big surprise if he takes the direct route and expects the vessel(s) in the south west bound lane to automatically give way to him. Because if they don't, he either comes to a grinding shuddering halt on impact (and isn't that inconvenient?) or takes all the way off own vessel (also very inconvenient and potentially damaging to the main engine) or takes a round turn out to starboard (also inconvenient) and has a second attempt at the gap shortly afterwards.

My own remedy is to head south east from the Sunk, then pass south of the South Galloper Buoy and head directly for the south west bound lane, seeking to find a suitable non-confrontational gap in the south west bound traffic. Having selected the 'opening' I then enter the lane on a near parallel course - endeavouring to upset as few of my fellow mariners as possible (rude remarks on the VHF can be so embarrassing) - and proceed to work my way into the inside part of the lane (nearest to the central separation scheme) and then when the time is right, alter to port through the gap south of the F3 Buoy.

I could go on with a myriad of different combinations for fog, and non-give way traffic exiting Wandelaar, but enough is enough. The real crux for all these situations, with my 41 years sea experience, is the sad fact that certain mariners refuse to obey the COLREGS, don't understand the COLREGS, or just don't know about them. I'm sure my fellow Deep Sea Pilots would agree with me when I say that I believe the situation is getting worse as the years roll by!