I am not sure as I thought the colregs were created to act upon during given situation and not to predict the future. To predict it one needs both : in depth knowledge of the rules aided by a ton of hands on/practical experience . But I may be wrong of course.
I have downloaded in this forum quite a lot of materials for educational purposes for those interested in the relevant topic and regret to observe it has been largerly ignored. But never mind.
I do not have to write and /or debate much here as the links below provided long time ago will serve as a prove that such statement is bordering with falacy or at least demonstrate an example of inverted logic.
Needless to say this material must be read in itās entirety.
Exhibit 1 :
Exhibit 2 containing all other links :
In my # 16 here i do not detect even an iota of intention of engaging in a debate which rules should apply , except mentioning while speculating , that irrespective of which rule mentioned by other participants (13/17 ) , the said vessel was a give way vessel unless it displayed /communicatated to others the nature of his impediment, that would exempt it from such obligation.
If I may, then I will try. From own experiences while having the CON of overtaking vsl.
Some OOWs on a vessel being overtaken may not feel comfortable with the value of CPA due to whatever reasons. So they mistakenly think, that altering the course towards the overtaking vessel will sort of prompt the othe other guy to take a more decisive action without the use of VHF, which seems to me a perfect tool to use , to ask for a bigger CPA .
Some OOWs mindfull of the general advise not to use VHF for the colreg purpose, then decide to take such actions and change his " being overtaken" status to " stand on " status thinking mistakenly it is a good sollution. .
Very often I did call such guys to clarify their intention especially seeing their destination on AIS if displayed, and heard their somewhat strange explanation . My answer was always - why did you not call me .???
But above requires continuous monitoring of Radar/ARPA laced with freequent eyeballing - vigilance in general.
Some not doing it and faced with a sudden change of scenarion around them simply panic and start acting irrationaly w/o assesment of the new situation .
And such panic may apply to both vessels,.
Suppose the stand on vessel got some mechanical issue.
What is the problem grabing the VHF and issue security call to all stations communicating my sudden , unexpected predicament , what will wake up the sleepping oows or at least divert their attention form phones/tablets and other toys widely available nowadays. ??? .
W/O knowing the facts/actions on the bridges of both vsls, speculation is the only think one can deliver.
Spot on. PRUDENT is a key word here but seems to me it is drifting towards oblivion or at least obscurity . But be mindful that Dr.Sal vid was most probably doctored to show only the participants of the event and the rest of the clutter was probably cut. See the pic provided by Alias Bin-bang . We know nothing about other traffic that might prevent such an obvious act as suggested.
We do not see also any distances or scales . Well ā¦I do not see but You may
Adalynn was just waiting for the clear the Victoria Glory and then turned to port - because that is where they wanted to go - I am not even sure they took the frontline boat into consideration. Frontline was also were planning on port to port with Victoria Glory and needed to clear her as well.
Put Frontline in a tight spot - pure Monday morning quarterbacking to say the turn to starboard vs a round turn to port would have been better.
Canāt tell from what I have seen exactly how far away they were from each other when they turned to port.
. We know nothing about other traffic that might prevent such an obvious act as suggested.