Shadowing Practice: COLREG in Restricted Visibility - Learn English Speaking with Video
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Welcome to this training module about avoiding collisions and close quarter situations in restricted visibility.
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We will assume that you are familiar with the collision regulations as well as radar and ARPA equipment,
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because the purpose of Section 1 of this module is to revise your knowledge of the rules
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and how they can be applied in restricted visibility.
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In Section 2, we will make use of some case studies
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and radar simulation to see how techniques can be applied in practice.
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Finally, in Section 3, a number of simulated radar situations are presented for you to practice and assess your own performance.
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Throughout the module, you can move freely from section to section, navigate within a section
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or pause the program at any time by using the controls at the bottom left corner of the screen.
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In the first section, we will examine the rules and see how to apply them to analyse traffic situations in restricted visibility,
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to determine if any vessel presents a risk of collision or a close quarters situation,
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and to decide on the best action to take to avoid a collision or a close quarters situation.
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We will start by examining the collision regulations that apply in restricted visibility.
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There is of course section 3 of the steering and sailing rules
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which deals specifically with the conduct of vessels in restricted visibility.
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However, remember that all the rules in Section 1 of the Steering and Sailing Rules are also relevant,
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as they are applicable in any condition of visibility.
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These include Rule 5, Lookout, Rule 6, Safe Speed, Rule 9,
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Narrow Channels and Rule 10, Traffic Separation Schemes.
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Later on, we will look at Rule 7, Risk of Collision, Rule 8, Action to Avoid Collision, and Parts D and E of Rule 19.
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These provide the basis for taking action to avoid collisions and close quarters situations in restricted visibility.
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We are going to look first at parts A, B and C of Rule 19,
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which provide underlying guidance about the application of the collision regulations and the conduct of vessels in restricted visibility.
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Remember, if you can see the other vessel then
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Rule 19 does not apply
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However, you don't necessarily have to be in an area of restricted visibility
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Rule 19 may also apply near an area of restricted visibility
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A target tracked on your radar might be inside the area of restricted visibility while your vessel is outside.
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Because you cannot visually see the tracked target, Rule 19 would apply.
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All vessels are to proceed at a safe speed.
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The factors that we used to determine safe speed are dealt with in Rule 6.
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It is very important that a power driven vessel's engine is ready for immediate manoeuvre.
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If this isn't the case, then an alteration of course is the only action available, and this will limit your options considerably.
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You As mentioned earlier, it is not just rule 19 that applies in restricted visibility.
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All the rules in section 1 of the steering
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and sailing rules are also relevant as they apply in any condition of visibility.
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We are now going to look at the rules in the order
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that we might use them during restricted visibility to detect and avoid a potential collision or close -quarters situation.
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Firstly, we will examine how to apply
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Rule 7 to determine if risk of collision exists or a close -quarters situation is developing.
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Then we will see how to apply
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Rule 19D and Rule 8 when deciding on the action to take to avoid a collision
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or close quarters situation in restricted visibility.
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Finally, we will consider
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Rule 19E which deals with the action to take when you have been unable to avoid a close quarters situation.
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It is essential to keep a good visual and listening watch for sight
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or sound of potential threats to your vessel in restricted visibility.
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You should make proper use of radar to assess the risk of collision.
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Remember, if you are in any doubt about a developing situation, assume that risk of collision exists and take action.
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It is important to use radar range scales sensibly and effectively.
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The situation with respect to targets within a few miles of
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the vessel will appear much more clearly on a lower range scale.
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Where a vessel is equipped with more than one radar set, then one set is always available for long -range scanning.
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Automatic plotting devices, such as ARPA sets, allow systematic plotting of a large number of targets simultaneously.
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However, full information is only provided about targets that have been acquired.
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A full assessment of the situation is essential in order to apply the rules correctly and effectively.
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A radar observer will take several minutes to complete a manual plot of a target.
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It is important to remember
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that an ARPA also requires several minutes to provide accurate information about a target
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if the radar is compass stabilized interfaced with the compass
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then it is possible to observe the compass bearing of the target on the radar set
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if the compass bearing does not appreciably change risk of collision is deemed to exist
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an electronic bearing line fixed to own ship is a convenient
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way of observing changes to the compass bearing of a target
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but remember when using a radar to observe changes in compass bearings problems may occur
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when approaching large targets or when approaching targets at close range.
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There may also be errors caused by the characteristics, efficiency and limitations of radar equipment.
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Relative motion trails on a radar have always provided a reliable indication of collision risk.
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If the relative movement of a target is towards own ship's position on the display,
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then risk of collision may exist or a close quarter situation may be developing.
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On an ARPA display, if risk of collision exists within a tracked target,
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then the relative vector of the target will point at own ship's position on the screen.
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CPA and TCPA alarms can be set to provide warning of collision risk or potential close -quarter situations with track targets.
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It is vital to determine if a risk of collision exists
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or if a close -quarter situation is developing with each vessel detected by radar.
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If risk of collision exists, or a close -quarter situation is developing with another vessel,
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then both vessels are required to take action to avoid collision or to prevent the close -quarter situation.
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Remember, there is no such thing as a stand -on vessel in restricted visibility.
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Part D of Rule 19 is often misapplied.
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Remember that subsections 1 and 2 of Rule 19D apply only to the risk of collision or potential close -quarters situation.
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The vessels referred to in subsections 1
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and 2 are vessels where risk of collision does exist or a close quarters situation is developing
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The idea is to use the rule to decide what options you have with regard to taking action
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Note that the rule doesn't tell you what to do, but instead offers guidelines and advice.
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If the target posing the risk of collision or a close -quarter situation is forward of your beam,
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try to avoid altering to port unless you are overtaking it.
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If the target posing the risk of collision or a close quarters situation is a beam or a BAFTA beam,
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try to avoid altering course in a direction that would take you towards that vessel.
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The actions just discussed should be avoided as far as possible.
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This means that if an alternative option to avoid collision is available and complies with the rules and achieves a safe outcome,
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it should be taken.
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Any action taken should comply with all the relevant steering and sailing rules.
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The use of the word positive in Rule 8 means that if the circumstances of the case admit,
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your action should be such that the situation is resolved and a safe CPA is achieved by your action alone.
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Generally speaking, the earlier the action is taken, the more effective it will be.
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Good seamanship should be observed, for example allowing another vessel appropriate room to pass clear of a navigation mark.
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Any alteration of course or speed should be apparent to other vessels.
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Generally speaking, alterations of course are more obvious to other vessels,
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whether observing visually or by radar because ships usually take longer to change speed than to alter course.
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This will of course depend on the ship type.
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Alterations of speed made by ships that accelerate and decelerate quickly will be readily observed.
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It is important to remember that it may take several minutes to complete a systematic plot on a radar or ARPA.
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A series of small alterations should not be used because they may not be readily apparent to an observer using radar.
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As well as being more obvious to other vessels, altering course is often the most effective or efficient way to avoid a close quarter situation.
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Any action taken should result in passing at a safe distance from other vessels
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The definition of a safe distance will depend on the circumstances
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In open water, there is no reason to pass close to another vessel.
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However, in areas like the Dover Strait or Singapore Strait, distances may have to be reduced.
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Remember that in achieving a safe distance, you must comply with all the steering and sailing rules.
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The alternative to an alteration of course is an alteration of speed.
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Reducing speed can be used to avoid a close -quarters situation or collision, or to allow more time to assess the situation.
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Rule 19 states that, in restricted visibility, a power -driven vessel shall have her engines ready for immediate manoeuvre,
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so reducing speed shouldn't be a problem.
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However, remember that
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Rule 8 applies in any condition of visibility.
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Let's look at a specific example here.
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According to Rule 10, a vessel engaged in fishing shall not impede the passage of
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any vessel following a traffic lane in a traffic separation scheme adopted by the International Maritime Organization under any condition of visibility.
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However, in restricted visibility, if risk of collision exists, then both parties are required to take action to avoid collision.
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If you have not been able to avoid a close quarter situation, slowing down or stopping may allow more time for further assessment.
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Finally, remember that the radar may not detect every target
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and it can be difficult to accurately determine the direction of the fog signal.
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Again, slowing down or stopping may allow more time for further assessment.
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So far in this training module, we have looked at parts A, B and C of Rule 19,
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which provide guidance about the application of the collision regulations and the conduct of vessels in restricted visibility.
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Then we looked at how to apply
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Rule 7 to determine a potential risk of collision or close -quarter situation.
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Next, we examined how to apply
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Rule 19D and Rule 8 when deciding on the action to take to avoid a collision
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or close -quarter situation in restricted visibility.
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Finally, we looked at Rule 19E, dealing with the action to take when you have been unable to avoid a close -quarter situation.
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In the next section of the module, we will consider how to apply our understanding of the collision regulations to some practical examples.
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In Section 2 of this training module, we will make use of some case studies
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and radar simulation to see how the guidance we looked at in Section 1 can be applied in practice.
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Firstly, we will look at how to apply
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Rule 7 to determine whether there is a potential risk of a collision or close -quarters situation.
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Then we will see how to apply
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Rule 19D and Rule 8 to decide upon the action to take to avoid a collision
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or close -quarter situation in restricted visibility.
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In section 1, we noted that if the relative movement of a target is towards own ship's position on the radar display,
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then risk of collision may exist, or a close quarter situation may be developing.
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On an ARPA, if risk of collision exists with a tracked target,
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then the relative vector of the target will point at own ship's position on the screen.
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In the following examples, we will use the relative vectors on the ARPA display to determine
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which targets present a risk of collision or close -quarters situation.
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OwnShip is overtaking target 1 in this example.
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The relative vector indicates risk of collision because it is pointing to OwnShip's position on the radar display.
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The alphanumeric information confirms this with a CPA of 0.
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Target 2 is crossing from starboard to port.
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The relative vector of Target 2 shows it to be passing astern of own ship.
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The alphanumeric information confirms this with a CPA of 1 .5 miles.
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In the second example, target 1 is crossing from starboard to port.
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A close quarter situation is developing, indicated by the relative vector pointing near to own ship's position on the radar display.
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The alphanumeric information confirms this with a CPA of 0 .2 miles.
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Target 2 is overtaking own ship.
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The relative vector shows it to be drawing slowly ahead of own ship.
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The alphanumeric information confirms this with a CPA of 1 mile.
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In this example, target 1 is abaft the starboard beam of own ship and is overtaking own ship.
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The relative vector indicates risk of collision because it is pointing to own ship's position on the radar display.
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The alphanumeric information confirms this with a CPA of 0.
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Target 2 has no relative vector, so it must have the same course and speed as on ship.
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The alphanumeric information confirms this as there is no TCPA information.
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Both vessels are forward of the beam and crossing from port to starboard in this example.
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The relative vector of target 1 indicates a risk of collision
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because it is pointing to own ship's position on the radar display.
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The alphanumeric information confirms this with a CPA of 0 .1 miles
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The relative vector of target 2 shows it will pass a stern of own ship
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The alphanumeric information confirms this with a CPA of 1 .5 miles
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In this example, target 1 is overtaking own ship.
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The relative vector indicates risk of collision because it is pointing to own ship's position on the radar display.
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The alphanumeric information confirms this with a CPA of 0.
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The relative vector of target 2, which is crossing from port to starboard, shows it will pass ahead of on ship.
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The alphanumeric information confirms this with a CPA of 2 .4 miles.
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In this part of Section 2, we will look at the action to take when there is a risk of collision or a close quarters situation.
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Rule 19D and Rule 8 provide directions on the action to take.
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The vessels referred to in subsections 1 and 2 of Rule 19D are vessels where risk of collision does exist,
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or a close -quarter situation is developing.
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You should use the rule to decide what options you have with regard to taking action.
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Rule 8 provides advice about how to take action to avoid collision.
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For example, the rule says that early and positive action should be taken,
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alterations should be apparent and a safe distance should be kept from other vessels.
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In the following examples, we will use the relative
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and true vectors on an ARPA display to determine whether the targets present a risk of collision
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or a close quarter situation and what action to take using
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Rule 19D and Rule 8.
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In this example, we start with the relative vector presentation to determine whether risk of collision or a close -quarter situation exists.
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The relative vector of target 1 on the port bow is pointing at own ship, therefore risk of collision exists.
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Changing to the True Vector presentation shows that the target is crossing from port to starboard.
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The target is forward of the beam.
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According to Rule 19D, if action to avoid collision consists of an alteration of course, then, so far as possible,
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avoid altering to port for a vessel forward of the beam, other than for a vessel being overtaken.
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Owned ship is not overtaking this target,
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therefore the options available according to Rule 19D are to alter course to starboard or reduce speed.
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To decide which of these options would be preferable when applying
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Rule 8, make use of the trial manoeuvre facility on the ARPA.
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In the next example, we start again with a relative vector presentation to determine whether risk of collision
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or a close -quarter situation exists.
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The relative vector of target 1 on the port bow is pointing at own ship, therefore risk of collision exists.
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The true vector presentation shows that own ship is overtaking the target.
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The target is forward of the beam.
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According to Rule 19D, if action to avoid collision consists of an alteration of course, then, so far as possible,
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avoid altering to port for a vessel forward of the beam, other than for a vessel being overtaken.
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Own ship is overtaking this target, therefore the options available according to Rule 19D are to alter course to starboard,
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alter course to port or reduce speed.
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To decide which of these options would be preferable when applying
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Rule 8, make use of the trial maneuver on the ARPA.
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In this example, the relative vector presentation shows that a risk of collision exists with target 1 on the starboard beam,
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because the relative vector of the target is pointing at own ship.
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Changing to the true vector presentation shows that the target is crossing from starboard to port.
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The target is on the beam.
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According to Rule 19D, if action to avoid collision consists of an alteration of course, then, so far as possible,
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avoid altering towards a vessel a beam, or abaft the beam.
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The target is a beam to starboard, therefore the options available according to Rule 19 D are to alter course to port,
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reduce speed or a combination of an alteration to port and a reduction of speed.
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To decide which of these options would be preferable when applying
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Rule 8, make use of the trial manoeuvre facility on the ARPA.
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In this example, the relative vector presentation shows
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that a risk of collision exists with target 1 on the starboard bow
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because the relative vector of the target is pointing at own ship.
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Changing to the true vector presentation shows that the target is crossing from starboard to port.
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The target is forward of the beam.
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According to Rule 19D, if action to avoid collision consists of an alteration of course, then, so far as possible,
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avoid altering to port for a vessel forward of the beam, other than for a vessel being overtaken.
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Own ship is not overtaking this target,
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therefore, the options available according to Rule 19D are to alter course to starboard or reduce speed.
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To decide which of these options would be preferable when applying
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Rule 8, make use of the trial maneuver on the ARPA.
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In this example, the relative vector presentation shows
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that a risk of collision exists with target 1 on the port quarter
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because the relative vector of the target is pointing at own ship.
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Changing to the true vector presentation shows that the target is abaft the beam and is overtaking own ship.
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According to Rule 19D, if action to avoid collision consists of an alteration of course, then, so far as possible,
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avoid altering towards a vessel a beam or abaft the beam.
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The target is a BAFTA beam to port, therefore the options available according to Rule 19D are to alter course to starboard,
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reduce speed, or a combination of an alteration to starboard and a reduction of speed.
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To decide which of these options would be preferable when applying
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Rule 8, make use of the trial manoeuvre facility on the ARPA.
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In the final example of Section 2, the radar has the limits of a traffic separation scheme overlaid on the display.
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Target 1 is on the starboard bow of own ship, in the inshore traffic zone.
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The relative vector presentation shows that a risk of collision exists
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because the relative vector of the target is pointing at own ship.
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changing to the true vector presentation shows that the target is crossing from starboard to port
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rule 10 traffic separation schemes still applies in restricted visibility a
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vessel navigating in the traffic separation scheme is not relieved of her duty to take action
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if there is a risk of collision or close quarters situation with another vessel this principle applies in good or restricted visibility.
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In this case, own ship must take action to avoid a close -quarter situation with the crossing vessel.
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According to Rule 19D, if action to avoid collision consists of an alteration of course, then, so far as possible,
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avoid altering to port for a vessel forward of the beam, other than for a vessel being overtaken.
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Own ship is not overtaking this target.
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Therefore, the options available according to Rule 19D are to alter course to starboard or reduce speed.
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To decide which of these options would be preferable when applying
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Rule 8, make use of the trial manoeuvre facility on the ARPA.
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In Section 2 of this training module, we made use of radar simulation case studies to learn the techniques of applying
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Rule 7 to determine a potential risk of collision, or close quarters situation.
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Then we used case studies to look at the application of Rule 19D
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and Rule 8 to decide on the action to take to avoid a collision or close quarters situation in restricted visibility.
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In the final section of the module, you will use radar simulation case studies for practice and self -assessment.
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In the final section of the module, you will use radar simulation exercises to practice
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and assess your skills in applying the collision regulations to determine the risk of a collision
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or close quarters situation and to decide on the correct avoiding action to take.
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There are ten self -assessment exercises
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and in each you will need to decide whether there is a risk of collision
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or a close -quarters situation with any of the targets.
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If there is, you will need to decide on the most appropriate action to take.
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If you get the answer to any part of an exercise wrong, the program will move on to the next exercise.
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When all ten exercises have been completed, you will receive a score.
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To assist you, the radar display is interactive, and by moving your mouse over the control buttons,
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you can change between relative and true vectors and turn the range rings on or off.
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You can also move your mouse over the targets to display the appropriate alphanumeric information.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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You Thank you.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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Thank you.
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You have completed all the exercises and scored 10 out of 10.
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Well done.
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This demonstrates that you are competent in the use of radar to avoid collision and close -quarters situations in restricted visibility.
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Bu dersin kelimeleri ve konuşma notları
Bu konuşma dersi “COLREG in Restricted Visibility” videosuna dayanıyor. En çok tekrarlanan kelimeler: rule, collision, target, situation, vessel. Bu videoda gölgeleme çalışması için 286 cümle ve 3791 kelime var. Konuşma bölümü 45:03 sürüyor. Konuşmacı yavaş konuşuyor, dakikada yaklaşık 84 kelime; her sesi taklit etmek için zamanınız var. Kelimelerin yalnızca %77’i İngilizcede en sık kullanılan 3.000 kelime arasında, bu yüzden kelime dağarcığı zorlayıcı.
Bu videodaki önemli kelimeler
Videodan öğrenmeye değer 15 kelime, telaffuzu ve anlamıyla:
| Kelime | Telaffuz | Anlam |
|---|---|---|
| vessel isim | /ˈvɛsəl/ | tekne, gemi |
| vector isim | /ˈvɛktɚ/ | vektör, yöney |
| radar isim | /ˈɹeɪˌdɑɹ/ | radar |
| relative isim | /ˈɹɛl.ə.tɪv/ | akraba |
| visibility isim | /ˌvɪz.əˈbɪl.ɪ.ti/ | görülebilirlik |
| restrict fiil | /ɹɪˈstɹɪkt/ | sınırlamak, kısıtlamak |
| beam isim | /ˈbiːm/ | kiriş |
| presentation isim | /ˌpɹɛzn̩ˈteɪʃn̩/ | sunma, takdim |
| confirm fiil | /kənˈfɝm/ | onaylamak, tasdik etmek |
| module isim | /ˈmɑd͡ʒul/ | modül |
| regulation isim | /ˌɹɛɡjʊˈleɪʃən/ | regülasyon |
| compass isim | /ˈkʌmpəs/ | pusula |
| indicate fiil | /ˈɪndɪˌkeɪt/ | belirtmek, göstermek |
| sail isim | /seɪl/ | yelken |
| simulation isim | /ˌsɪm.jəˈleɪ.ʃn̩/ | simülasyon |
Duyacağınız deyimsel fiiller
| Kelime | Anlam |
|---|---|
| slow down fiil | yavaşlamak |
Bu videodaki dil bilgisi
Konuşmacının en çok kullandığı yapılar, videodaki sözcüklerin aynısıyla:
| Yapı | Videoda |
|---|---|
| Edilgen yapı be + fiilin üçüncü hâli — kimin yaptığı değil, ne olduğu önemli | can be applied · are presented · are dealt |
| Present perfect have/has + fiilin üçüncü hâli — geçmişte olan ama şimdi de önemli olan bir eylem | have been · have been acquired · have always provided |
Dikkat edilecek telaffuzlar
Konuşmacı doesn't, don't, isn't gibi kısaltılmış biçimleri 4 kez kullanıyor. Bunları duyduğunuz gibi kısa söyleyin.
- “sh” ve “zh” sesleri: collision /kəˈlɪʒn̩/, presentation /ˌpɹɛzn̩ˈteɪʃn̩/, regulation /ˌɹɛɡjʊˈleɪʃən/, separation /ˌsɛp.əˈɹeɪ.ʃən/, simulation /ˌsɪm.jəˈleɪ.ʃn̩/
- Uzun kelimeler — vurguyu doğru yere koyun: visibility /ˌvɪz.əˈbɪl.ɪ.ti/, regulation /ˌɹɛɡjʊˈleɪʃən/, separation /ˌsɛp.əˈɹeɪ.ʃən/, systematic /ˌsɪs.tɪˈmæt.ɪk/, visually /ˈvɪzju.əli/
Türkçe konuşanların zorlandığı sesler:
- /w/ — dudaklar yuvarlak, /v/ değil: acquire /əˈkwaɪɚ/, equip /ɪˈkwɪp/
- Kelime başındaki ünsüz kümesi — araya ünlü eklemeyin: presentation /ˌpɹɛzn̩ˈteɪʃn̩/, steer /stɪɹ/, practical /ˈpɹæk.tɪ.kəl/, trail /tɹeɪl/, principle /ˈpɹɪn.sɪ.pəl/
- /æ/ — “e”den daha açık: examine /ɪɡˈzæmɪn/, apparent /əˈpæɹənt/, systematic /ˌsɪs.tɪˈmæt.ɪk/, navigate /ˈnæv.ɪ.ɡeɪt/, circumstance /ˈsɝ.kəmˌstæns/
Bu videoyla nasıl çalışılır
- Videonun tamamını konuşmadan bir kez dinleyin ve bilmediğiniz kelimeleri not edin.
- Normal hızda cümle cümle tekrar edin; ritminiz konuşmacıyla aynı olana kadar her cümleyi yineleyin.
- Kendinizi kaydedin ve orijinaliyle karşılaştırın; vessel, vector, radar gibi kelimelere özellikle dikkat edin.
Gölgeleme Tekniği Nedir?
Gölgeleme, başlangıçta profesyonel tercüman eğitimi için geliştirilen ve çok dilli Dr. Alexander Arguelles tarafından popüler hale getirilen, bilim destekli bir dil öğrenme tekniğidir. Yöntem basit ama güçlüdür: ana dili İngilizce olan bir sesi dinler ve hemen yüksek sesle tekrar edersiniz — konuşmacıyı 1-2 saniye gecikmeyle takip eden bir gölge gibi. Pasif dinleme veya dilbilgisi alıştırmalarının aksine, gölgeleme beyninizi ve ağız kaslarınızı gerçek konuşma kalıplarını eşzamanlı olarak işlemeye ve yeniden üretmeye zorlar. Araştırmalar, telaffuz doğruluğu, tonlama, ritim, bağlı konuşma, dinleme anlama ve konuşma akıcılığını önemli ölçüde geliştirdiğini göstermektedir — bu da onu IELTS Konuşma hazırlığı ve gerçek dünya İngilizce iletişimi için en etkili yöntemlerden biri yapar.