Look-out and Safe Speed

Rule 5 — the look-out duty, word by word

In short: Read COLREG Structure, Application and Definitions first. Rule 5 says every vessel, at all times, keeps a proper look-out by sight and hearing and by all available means, so she can make a full appraisal of the situation and of the risk of collision.

• Every vessel — no exceptions: a 10 m tender, a sailing yacht, a VLCC, a vessel at anchor or stopped. Size and type do not matter.
• At all times — day and night, clear weather and fog, open sea and harbour. Rule 5 sits in Part B Section I (Rules 4–10), which applies in any condition of visibility.
• Sight and hearing — eyes first, then ears. Good marine binoculars (7×50: 7× magnification, 50 mm lenses) are the standard tool. Hearing matters most in fog: a fog signal may be the first warning. Open a bridge wing door from time to time on an enclosed bridge.
• All available means — radar, AIS, VHF, ECDIS, echo sounder, CCTV — whatever is fitted and suits the conditions. The same words appear in COLREG Rule 7(a) for judging risk of collision. Electronics support the eyes and ears; they never replace them.
• Appropriate to the prevailing circumstances and conditions — more traffic, darkness, poor visibility or a narrow channel all mean more look-out effort (extra people, radar on shorter and longer ranges).
• Full appraisal of the situation and of the risk of collision — the aim is not just to “see” a target but to understand it: what it is, what it is doing, and whether risk exists.

On the bridge: a small GRP yacht or a fishing boat in a swell may never show on radar. The look-out on the bridge wing with binoculars is the one who finds her.

Who keeps the look-out: STCW and MGN 315

In short: The OOW may be the sole look-out only in daylight, and only when the Master has judged it safe. By night and in poor visibility, a dedicated look-out joins the OOW (STCW A-VIII/2, MGN 315 (M)).

What the look-out is for

• Keep a continuous watch by sight and hearing and all other available means, noting any significant change in the situation.
• Fully appraise the situation and the risk of collision, stranding and other dangers to navigation.
• Detect ships or aircraft in distress, people in the water, wrecks, debris and other hazards.
• The look-out gives full attention to that job: no other duties that could get in the way.
• The helmsman is not the look-out — except on small ships with an unobstructed all-round view from the steering position and no loss of night vision or other impediment (STCW A-VIII/2).

The OOW as sole look-out

• Only by day.
• Only when the Master has decided it is safe, each time, taking into account (MGN 315 (M)):
  1. the state of the weather;
  2. the visibility;
  3. the traffic density;
  4. the proximity of dangers to navigation;
  5. the attention needed when navigating in or near a TSS;
  6. the bridge design (can one person really see all round?);
  7. the radar equipment fitted and its limitations;
  8. other duties that could distract from the look-out — GMDSS and other communications (phones, email), log keeping and other records, chart and publication corrections, routine testing and maintenance of bridge equipment.
• Help must be immediately available on the bridge if the situation changes.

Extra look-outs in practice

• A typical Master’s standing order: proper look-out and safe speed at all times; from sunset to sunrise an additional look-out is posted with the OOW on the bridge.
• In restricted visibility (MGN 315 (M)): post extra look-outs, start a radar watch, call the Master, sound fog signals, show navigation lights, proceed at a safe speed with engines ready for immediate manoeuvre, and consider hand steering.

Rule 6 — what “safe speed” means

In short: A safe speed is the speed at which you can take proper and effective action to avoid collision and stop within a distance appropriate to the circumstances and conditions. It is not a number in knots.

• Every vessel, at all times — the same opening as Rule 5, and also in Section I (any visibility).
• Two tests: (1) can I still manoeuvre in time to avoid collision? (2) can I stop in the distance I can see or detect ahead?
• Safe speed can be too fast (no time to act) and, in some conditions, too slow (a vessel that loses steerage way in a strong cross-current or wind cannot manoeuvre).
• Rule 6 lists factors that “shall be among those” considered — the list is a minimum, not complete.
• Rule 6 has two parts: (a) factors for all vessels, (b) extra factors for vessels with operational radar.
• Look-out and safe speed go together: without a proper look-out (Rule 5) you cannot know what speed is safe.
• In restricted visibility COLREG Rule 19(b) repeats the duty: safe speed adapted to the conditions, and a power-driven vessel keeps her engines ready for immediate manoeuvre.

On the bridge: schedule pressure is never a reason to keep full speed in fog. If you can only detect a small boat at 1 NM, you must be able to stop or turn clear within that 1 NM.

Rule 6(a) — six factors for every vessel

In short: Mnemonic “VD Make Little Willies Drip”: Visibility · Density of traffic · Manoeuvrability · Lights in the background · Wind, sea, current and hazards · Draught.

Some revision lists shorten 6(a)(v) to “wind and sea state”. The rule is longer: wind, sea and current, and the proximity of navigational hazards. Say all four in the oral.

Rule 6(b) — six more factors with radar

In short: A vessel with operational radar adds six factors. Mnemonic “Charlie Carr Eats Pie No More”: Characteristics · Constraints of range scale · Effect of sea and weather · Possibility of missed small targets · Number of vessels · More exact visibility.

• “Operational” is the key word: if radar is fitted and working, Rule 6(b) applies — and using it is simply good practice, even in clear weather.
• Books and guides give the same 6 + 6 factors of Rule 6; only the mnemonics differ. Learn one pair and stick to it.

Radar, look-out and the rules that require it

In short: Radar use is written into COLREG Rules 5, 6, 7, 8 and 19. Know these five well — together with Rules 2 and 3 — and understand them, do not just recite them.

• Rule 5 — proper look-out by all available means, radar included.
• Rule 6 — safe speed, with the radar factors of 6(b).
• Rule 7 — risk of collision: long-range scanning for early warning and systematic plotting. Assumptions shall not be made on scanty information, especially scanty radar information.
• Rule 8 — action to avoid collision: early, substantial, seamanlike, and large enough to be readily apparent — not 1–2°, but not a 90° or 180° turn by default. Show your intention clearly, especially as the give-way vessel.
• Rule 19 — conduct in restricted visibility.
• If you are stand-on and the other vessel does not act, remember Rule 2 (responsibility) as well.
• At management level, know both the integrity (how the radar processes data) and the reliability (how accurate it is) of the collision-avoidance information.

Exam trap: the examiner shows one plotted position of a target and asks what you do. Answer: “scanty information” (Rule 7) — you need more plots before judging risk; the next ones may show the target is moving away.