Page 159 - Collision Avoidance Rules Guide

a. when the signal was heard for the first time in close proximity;
b. where the signal was heard dead ahead;
c. where the signals were narrowing on the bow;
d. where a vessel was seen to loom out of the fog but her course
was not immediately apparent;
e. where a sailing vessel's fog signal was heard forward of the
beam;
f. where the signal was that of a vessel at anchor and the tide was
setting towards her.
However, the engines should not be put astern unnecessarily, espe-
cially full astern, if the engine noise may make it difficult to hear
signals.

Monarch-Jaunty
I have always understood that one of the reasons why the Regulations
require the stopping of the engines in fog, when a signal is heard from
another ship, is so as to enable further signals to be heard the better. It
appears to me that when there is any question of listening for signals one is
creating the worst possible conditions for hearing them by working the
engines at full speed astern. Moreover, the fact of taking drastic action like
that cannot do other than cause a certain degree of diversion of attention.
(Mr Justice Willmer, 1953)

A vessel navigating with radar which cannot avoid a close quarters
situation with another vessel forward of her beam may also be expected
to put the engines astern and take all her way off, especially when the
other vessel is approaching from ahead or within about 30" of the bow.
In taking such action, however, account must be taken of the effect of
transverse thrust and/or wind action which may slew the vessel across
the path of the oncoming ship. If this should occur as the vessel is com-
ing to rest a short burst of ahead power with the rudder hard over may
serve to keep the bow pointing towards the approachmg ship.
It is a sound principle of collision avoidance to stop as rapidly as
possible and face the danger when there is doubt as to which side any
vessel approaching directly at a relatively high speed may attempt to
pass by. Risk of collision is reduced as a vessel end-on presents a
smaller target. Should there be a collision the effect is likely to be
much less serious if the impact is taken forward of the collision
bulkhead than if struck at a broad angle near the mid length.

140