The Colregs Guide‘Author: Klaas van Dokkum lay-out: K. van Dokkum, Enkhuizen, The Netherlands FW. List, Iimuiden, The Netherlands Cover: Peter Schotvanger, The Netherlands peterschotvanger@gmail Published by: DOKMAR, Maritime Publishers BV P.0.Box 360 1600 A} Enkhulzen, The Netherlands. © Copyright 2012 4% edition DOKMAR, Enkhuizen, The Netherlands ISBN 978-90-71500-21-3 All rights reserved. No part of this publication ‘may be reproduced, stored in a retrieval system fr transmitted in any form or by any means, Including electronic, mechanical, by photocopy, through recording or otherwise, without prior ‘written permission of the publisher, Great care has been taken with the investi- ‘gation of prior copyright. In case of omission the rightful claimant is requested to Inform the publishers. Great care has been taken on the compilation of the taxt. However, mistakes may occur forsaint Preface Learning the International Regulations for Preventing Collisions. at Sea (Colregs) will not in general present the nautical stu- dent with any insuperable problems. After passing several tests and exams the officer-to-be has the impression that the Colregs and the manoeuvres for giving way hold no secrets, from him, The study of other nautical subjects often asks for ‘more effort than is needed for mastering the Colregs. His first solo watch, taking place on an empty ocean, seems to cor- roborate this belief Busy channels, however, demand a quite different approach to applying the Rules. Standard situations as described in the Colregs prove to be far less common than expected. Most si tuations are slightly different from those he has learned and they are not always so clearly related to a certain Rule. A lot of experience is needed to be able to interpret all these situa- tions, especially at night when matching radar images with the real world calls for quite some effort and expertise. Self-reliance is 2 part of the job for a watch-keeping officer, This has a negative as well as a positive side. There Is a real danger that one will not notice that the Colregs have been lea- rned wrongly and are consequently falsely applied or interpre ted. Sometimes an officer will not be receptive to corrections. ‘A compulsory refresher course every 5 years or so might be ‘a good remedy. In this book every Rule has been assigned its own page, and the accompanying amplifications (the author's interpretation of the Rule) are printed on the next page. Should you ever need to defend your actions in relation to an accident, you can only rely on the Rules and not on the amplifications, Computerized ship models are used to visualize many situa: tions. The models used are to the same scale, which gives a true-to-life view of the situation. In order to further understanding of the situation in other ves~ sels there is a chapter dealing with the restrictions and abilities, of several specific kinds of ship. Comments concerning the contents of this book, specifically from mariners, are essential to keep the book up-to-date. 1 would appreciate receiving these comments through the website mentioned above, Klaas van DokkumAdvisors: In an ideal world the Rules would only be open to one inter- pretation, but as the saying goes: so many men, so many opinions. To prevent the amplifications from becoming a one-man show, I consulted with several experts on the contents of these texts. These experts provided me with very useful and instructive ‘material. Many of the comments are used in the book and they tive the book a more general character, based on the present reality | am particularly indebted to Mr Jain Irving for meticulously subjecting the proposed English text to his expert scrutiny and for correcting it where necessary. Given his enormous exper- tise in this field, his advice and recommendations as regards content matter were extremely useful and I wish to convey to him my sincere gratitude, T equally express my thanks to (in alphabetical order): Mc EA. BikLLM Lawyer in Rotterdam and deputy chair- man of the Council of Transport, Shipping Chamber Master at Holland America Line Former captain of the merchant navy and Fellow of the Nautical Institute. Former teacher at the ‘Maritiem Instituut Willem Barentsz" Former teacher at the ‘Maritiem Instituut De Ruyter’ Mr. P. Bos: Me. LO. Irving Mr. 6.33, Klaasse Me. A. Martin Me. 3. Vink Head of the bridge simulator department at the Royal Navy Institute Mr.3. Visser Teacher at the ‘Berechja College’, Urk Computer simulations ‘A unique contribution was made by Hans Meyer. Computerized ship models are used to visualize many situa- tions. The models used are in the same scale, which gives a true-to-lfe view of the situation. The three-dimensional pic- tures, however, cannot show you the same as the human eye can. The human eye is unique. For this reason the distance between vessels in the 3D pictures is sometimes adapted to make the vessels visible in the pictures, 3D models and stils by Hans Meijer, hitto://wnw.3dshipmedels.com Other contributors: Specialists in particular fields supplied textual contributions on tthe abilities and limitations of several types of vessel. Henk Jukkema, Harlingen Sailing yachts Dr H. Sampson, Cardiff University Authority and accidents Capt, Starling-Lark, Cornwall Oil and ore carriers Editing Joke van Dokkum-Stap Mimi Kuljper-Heeres Enkhuizen, The Netherlands Terscheling West, ‘The Netherlands. ‘Translation carmen Koenen-Loos __Noordbroek, The Netherlands.Table of Contents History of collission regulations Rule 1: Application Rule 2: Responsibility 4 Rule 3: General Definitions ‘Section 1. Conduct of Vessels in any Condition of Visibility Rule 4: Application 2 Rule 5: Look-Out 22 Rule 6: Safe Speed 34 Rule 7: Risk of Collision 38 Rule 8: Action to Avoid Collision 48 Rule 9: Narrow Channels 56 Rule 10: Tratfic Separation Schemes 60 Section If. Conduct of Vessels In Sight of One Another 70 Rule 11: Application 70 Rule 12: Salling Vessels, 70 Rule 13: Overtaking 74 Rule 14: Head-on Situation 80 Rule 18: Crossing Situation 84 Rule 16: Action by Give-way Vessel 88 Rule 17: Action by Stand-on Vessel 88 Rule 18: Responsibilities between Vessels, 94 Section I, Conduct of Vessels in Restricted Visibility Be Rule 19: Conduct of vessels in Restricted Visibility Rule 20: Application 106 Rule 21: Definitions 108 Rule 22: visibility of Lights 110 Rule 23: Power-driven Vessels Underway 112 Rule 24: Towing and Pushing 118 Rule 25: Sailing Vessels Underway and Vessels under Oars 126 Rule 26: Fishing Vessels 130 Rule 27: Vessels Not Under Command or Restricted in their Ability to Manoeuvre 136 Rule 28: Vessels Constrained by their Draught 142 Rule 29: Pilot Vessels 146 Rule 30: Anchored Vessels and Vessels Aground 150 Rule 31; Seaplanes: 154 Rule 32: Definitions 158 Rule 33: Equipment for Sound Signals 158 Rule 34: Manoeuvring and Warning Signals 158 Rule 35: Sound Signals in Restricted Visibility 160 Rule 36: Signals to Attract Attention 162 Rule 37: Distress Signals 162 Part E. Exemptions 162 anaes!oman ‘Annex I: Positioning and Technical Details of Lights and Shapes 166 1, Definition 166 2. Vertical positioning and spacing of lights 166 3, Horizontal positioning and spacing of lights 167 4, Details of location of direcion-inccating lights for fishing vessels, dredgers and 167 vessels engaged In underwater operations 5. Screens of sidlights 167 6. Shapes 167 7. Colour specification of lights 168 8. Intensity of lights 168 8. Horizontal sectors 168 10. vertical sectors 169 41. Intensty of non-electric lights 169 12. Manoeuyeing ight 169 13.High speed craft 169 14. Approval 169 | ‘Annex 11: Additional Signals for Fishing Vessels Fishing in Close Proximity 472 1. General 472 | 2. Signals for trawlers 172 | 3. Signals for purse seiners 472 ‘Annex III: Technical Details of Sound Signal Appliances 172 | 1. Whistes 172 2. Bell or gong 173 3. Approval 173 ‘Annex IV: Distress Signals 175 | 1. Dredgers| 4178 2. Fishing vessels 482 3. Large oil or ore carers 186 4. rast vessels 188 5. Salling yachts 190 Reproduced with kind permission of 192History of the Collision Regulations For several hundred years there have been rules in existence for the purpose of pre- venting collisions at sea, but there were no ules of statutory force until the last century. In 1840 the London Trinity House drew up a set of regulations which were enacted in Parliament in 1846. One of these required steam vessel passing an other vessel in ‘narrow channel to leave the other on her ‘own port hand, ‘The other reguiations relating to steam ships required steam vessels on different courses, Crossing s0 as to involve risk of collision, to ‘alter course to starboard so as to pass on the port side of each other. There were also regulations for vessels under sail including a rule, established in the eighteenth century, requiring a sailing vessel on the port tack to give way to a sailing vessel on the starboard tack. ‘The two Trinity House rules for steam vessels were combined into a single rule and inclu ded in the Steam Navigation Act of 1846. ‘Admiralty regulations concerning lights were included in this statue two years later. Steam ships were required to carry green and red sidelights as well as a white masthead light. In 1858 coloured sidelights were prescribed for sailing vessels and fog signals were re {quired to be given, by steam vessels on the uihistle and by sailing vessels on the fog horn or bell. ‘A completely new set of rules drawn up by ‘the Bmtish. Board of Trade, in consultation with the French Government, came into ‘operation in 1863. By the end of 1864 these Fegulations, known as Articles, had been adopted by over thirty maritime countries, including the United States and Germany. Several important regulations which are still In force were introduced at that time. When steam vessels were crossing so as to Involve risk of collision the vessel with the ther on her own starboard side was required to keep out of the way. Steam ves- sels meeting end-on or nearly end-on were required to alter course to starboard, Every vessel overtaking any other had to keep out of the way of the vessel being over~ taken. Where by any of the rules one vessel was to keep out of the way the other was required to keep her course. In 1867 Mr, Thomas Gray, Assistant Secretary to the Marine department of the Board of Trade, wrote @ pamphlet on the rule of the road at sea which included @ number of ver- Ses as aids to memory. The verses became Popular and were translated into other lan- ‘guages. They are still quoted in some text Books. ‘Some changes to the 1863 rules were brou- ‘ght into force in 1880, including a new rule Permitting whistle sigrals to be given to in- ‘cate action taken by steam ships to avoid Collision. Th 1884 a new set of regulations ‘came ino force but these did not differ sub stantially from the previous ones. An article ‘specifying signals to be used by vessels in distress was added bringing the total num= ber of articles to 27. ‘The first International Maritime Conference to consider regulations for preventing coli- sion at sea was held in Washington in 1889. Tt was convened on the initiation of ‘the Government of the United States of America, ‘Among the new provisions agreed at the Conference were requirements that a stand- ‘on vessel should keep her speed as well as her course, that a giving-way vessel should avoid crossing ahead of the other vessel, and that steamships should be permitted to carry 2 second white masthead light, ‘The regulations agreed at the Washington Conference were brought into force by sever- al countries, including Britain and the United States, in 1897. At the further Maritime Conference held in Brussels in 1910 inter- national agreement was reached on a set of regulations which differed in only minor res- pects from those drafted at the Washington Conference. in 1910 Regulations remained in force until 1954, In 1929 an International Conference on Safety of Life at Sea proposed some minor changes to the rules but these were never Fectified. However, 2 recommendation that heim and steering orders should be given in the direct sense, so that ‘right rudder’ or "starboard meant ‘put the vessels rudder to starboard was accepted and came into force in 1933, the situation with respect to helm ofders had previously be confused due to the difference between the movement of the wheel and tiller.The regulations were revised at_an International Conference on Safety of Life at Sea in 1948, No drastic changes were made. The second masthead light was made compulsory for power-driven vessels of 150 fest or upwards In length, a fixed stern light was made com- pulsory for almost all vessels under way, and the wake-up signal of at least five short and rapid blasts was introduced as an optional Signal for use by a stand-on vessel. The re~ vised Rules came into force in 1954, Relatively very few vessels were fitted with radar in 1948 so no changes were made to take account of this equipment. However, the Conference did add a recommendation that Possession of a radio navigational aid in no Wway relieves a master of a ship from his obli~ gations under the International Regulations and under Rules 15 and 16 (applying to ves els in restricted visibility) in particular With the considerable increase in the num- ber of ships fitted with radar during the follo- wing years, coupled with a series of collisions Involving such vessels, it became apparent that further revision of the Rules was neces- sary. An International Conference on Safety Of Life ‘at Sae was convened in London in 1960 by the Inter-Governmental Maritime Consultative Organization (IMO), witch is now the International Maritime Organization (imo), At the 1960 Conference it was agreed that a new paragraph should be added to the Rules governing the conduct of vessels in restric: ted visibility to permit early and substantial action to be taken to avaid a close quarters situation with a vessel detected forward of the beam. Recommendations concerning the Use of radar were made in an Annex to the Rules. The changes were not confined to the rules relating to restricted visibility but most of the other amendments were relatively mi- Ror in character, ‘These rules came into force in 1965, In September 1960 the British Institute of Navigation set up a working group to con sider the organization of traffic in the Dover Strait, The French and German Institutes of Navigation agreed to co-operate in the fol- Towing year and a separation scheme was devised ‘A new working group with representatives from additional ‘countries was formed in 1964 to consider routeing schemes for other areas. The proposals were accepted by IMO ‘and_recommended for use by mariners in 1987. {An International Conference was convened in London in 1972 by IMO to consider the revision of the Regulations. The confe- rence agreed to change the format so that the Rules governing conduct preceded the Rules concerning lights, shapes and sound signals. Technical details relating to lights, shapes and sound signals were transferred to Annexes. The stand-on Rule was amended to permit action to be taken at an earlier stage ‘and more emphasis was placed on starboard helm action in both clear and restricted vi- sibility. New Rules were introduced to deal specifically with look-out requirements, safe Speed, risk of collision and traffic separation schemes. Taken from ‘Collision Avoidance Rules’, with kind permission from Mr. A.N. Cockcroft and Mr. JIN.F. LameljerRule 1. Application 2) These Rules shall apply to all vessels upon the high seas and in all waters connected there- with navigable by seagoing vessels. 'b) Nothing in these Rules shall interfere with the operation of special rules made by an ap- propriate authority for roadsteads, harbours, Fivers, lakes or inland waterways connected with the high seas and navigable by seagoing vessels, Such special rules shall conform 3s closely as possible to these Rules, Nothing in these Rules shall interfere with the operation of any special rules made by the Government of any State with respect to additional station or signal lights, shapes or whistle signals for ships of war and vessels proceeding under convoy, or with respect to additional station or signal lights or shapes for fishing vessels engaged in fishing as a feet. These additional station or signal lights, shapes or whistle signals shall, so far as pos sible, be such that they cannot be mistaken for any light, shape or signal authorised else- where under these Rules. Traffic separation schemes may be adopted by the Organization for the purpose of these Rules. Whenever the Government concerned shall have determined that a vessel of special ‘construction or purpose cannot comply fully with the provisions of any of these Rules with respect to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound- signalling appliances, such vessel shall comply with such other provisions in regard to the number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound-signalling appl ances, as her Government shall have deter- mined to be the closest possible compliance with these Rules in respect of that vesselAmplification of rule 1 a) High seas ~ Most countries consider all waters outside the territorial waters to be the high seas. All waters connected therewith ~ The colregs always apply ‘except when there are local rules as permitted in para. b. Seagoing vessels ~ This should be taken literally. All ships, regardless of size, that go to sea. (IMO - International Maritime Organisation) b) Special rules made by an appropriate authority: When preparing for a voyage special care should be siiven to checking for areas with additional or varying ‘ules, The Pilot Book may refer to the existence of such regulations. If there is a pilot on board it can be left to him to explain and apply those rules, or you can apply them ‘yourself from your own knowledge and experience, for instance if you tend to sail to Rotterdam every week Special local rules take precedence over the IMO rules. The OOW remains responsible for the ship, even when the ship is under pilot orders. Roadstead - Anchorage outside the harbour and some- times a less protected area. ©) The additional station lights, signal lights, shapes and Whistle signals only apply between the vessels concerned ‘and are nat meant for other traffic, ) When a traffic separation scheme has not been adopted by IMO but is established by the appropriate authorities, the rules for traffic separation schemes do not apply. The ‘appropriate authorities can even enforce stricter rules with, regards to the use of a traffic separation scheme or a deep- water route than the IMO-Colregs require @) This subsection is meant for vessels that cannot comply with the rules regarding the positioning of navigation lights. Examples of such vessels are: Certain support vessels = Heavy-cargo ships Alrcraft carriers = Submarines. Officer of the watch (0OW) The officer of the watch is the person on duty who bears the responsibility on the navigation bridge. This doesn’t ‘mean that other persons who carry out certain tasks at the ‘order of the OOW cannot be held responsible for their ac- The rules apply to eve ‘An alrerafe carrier scribed manner. ry type oF Ship. ‘cannot show its steaming lights in the pre-2) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be required by the ‘ordinary practice of seamen, or by the special circumstances of the case. In construing and complying with these Rules due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels involved, which may make a depar- ‘ture from these Rules necessary to avoid Im- mediate danger.Ampl ation of rule 2 a) Mariners interpret "The ordinary practice of seamen’ as normal seamanlike behaviour under the circumstances. The colregs provide the principles for all circumstances, ‘and this paragraph states that nothing exonerates the sea- man from the results of not complying with them, or from not taking any precaution required by the ordinary prac tice of seamen or the special circumstances of the case. Experience, knowledge and perception play a large role in this process, which the legislator calls the ordinary practice of seamen, Judging the use of the ordinary practice of seamen requires that all significant special circumstances should be consid- fered. Even though @ vessel strictly follows the Rules an ‘OOW can be found guilty of neglecting the ordinary prac- tice of seamen if, according to rule 2b, a departure from the Rules was required. ‘A shortage of experience, knowledge and perception in many cases causes a failure in taking the necessary pre- cautions, which has resulted in compulsory courses on ECDIS, AIS and ARPA, when these instruments are avail- able on the vessel ‘Some examples of the neglect of any precaution are: The anchors are not ready for use when sailing in busy, narrow or shallow waterways or when approaching a har- our. No or incomplete written watch keeping instructions by the captain. Too many or too few people on the bridge. Breathing down his officers necks by a captain due to a (needless) lack of trust, which may cause a lack of self confidence. Showing, or not showing, lights or shapes correctly for Instance: + "Vessel not under command” (two red lights or two black balls) + Vessel constrained by her draught’ (three red lights or a cylinder) + "Vessel engaged in fishing’ (green and white light or red and white light or two cones with theirapexes to- gether). Not asking to be informed by the pilot about his plans as to the route Needless brightness of work lights or deck lights which outshine the less bright navigation lights. Not enough rest before you have to be on watch.bb) Circumstances, which require @ departure from the rules to avoid immediate danger, are conceivable. Rule 2b does not mean that you are free to depart from the rules as soon as there is danger of collision. This is only permitted when there are special circumstances and immediate danger. Remarks = Rule 2 states that extra action may have to be taken in addition to, or instead of, the action required by the other rules = Rule 2b states when it might be obligatory to divert from the actions as given in these rules ~ Certain circumstances may require the use of both parts Of rule 2. In these cases the two parts cannot be seen as totally apart. This may also be the case when @ number of vessels ap- proach each other. This may involve the necessity to deviate trom the rules (26). Recommendations of the Dutch Council of Transport, Shipping Chamber Masters are recommended to thoroughly satisfy them- ‘Selves as to the qualifications and experience of their mates before they give them the responsibilty of a solo watch. Standing orders should be explicit and clear. The officer of the watch is not relieved until the new officer thas clearly stated that he has taken over the watch. ‘When the captain Is on the bridge and gives an instruc- tion it should be clear who Is In charge of the navigation. In case of doubt the mate should not hesitate to ask for clarification. wo persons should always be on the bridge in busy fairways. A mate must not hesitate to notify the master. Notifying the master is a sign of competence rather than a sign of incompetence. The chart and the lights, leading lines and sector lights must always be studied carefully, even when the radar is used as main navigational instrument. The master always remains accountable. ‘The master must take care to be informed by the pilot about the route that will be taken. AA pilot must inform the crew about the subjects that are discussed by VHF in a language that is not spoken on the vessel. If the pilot doesn't do so himself the crew must ask for this information. Prior to the voyage the master and pilot must discuss the ‘organisation on the bridge, and the route. Sailing with the radio tuned to music or other entertain ‘ment doesn’t comply with the rules of the ordinary practice of seamen. Navigation on the basis of assumptions without checking ‘up on them doesn’t comply with the rules of the ordinary practice of seamen. ‘The fact that something is always done in a certain way doesn’t mean that that is the right way and shouldn't too easily be considered as such, ‘The position and the route in the chart must be checked when you take over the watch.Rule 3. General definitions For the purpose of these Rules, except where the context otherwise requires: a) The word ‘vessel’ includes every description ‘of water craft, including non-displacement craft,WIG craft ‘and seaplanes, used or capa- ble of being used as a means of transportation fon water. The term ‘power-driven vessel’ means any vessel propelled by machinery. The term ‘sailing vessel’ means any vessel under sail provided that propelling machinery, if fitted, is not being used. The term ‘vessel engaged in fishing’ means any vessel fishing with nets, lines, trawis or ‘other fishing apparatus which restrict’ ma- noeuvrability, but does not include 2 vessel fishing with trolling lines or other fishing ap- pparatus which do not restrict manoeuvrability. The word ‘seaplane’ includes any aircraft de- signed to manoeuvre on the water. The term ‘vessel nat under command’ means ‘vessel which through some exceptional circumstance is unable to manoeuvre as re- ‘quired by these Rules and is therefore unable to keep out of the way of another vessel. ‘The term ‘vessel restricted in her ability to manoeuvre’ means a vessel which from the hhature of her work is restricted in her ability to manoeuvre as required by these Rules and Is therefore unable to keep out of the way of another vessel. The term ‘vessels restricted in their ability to manoeuvre’ shall include but ot be limited t i) a vessel engaged in laying, servicing or picking up a navigation mark, submarine cable or pipeline; li) vessel engaged in dredging, surveying or underwater operations; lil) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway; iv) 2 vessel engaged in the launching or re~ covery of aircraft; ¥) a vessel engaged in mine clearance opera- tions; vi) 2 vessel engaged in a towing operation such as severely restricts the towing ves- sel and her tow in their ability to deviate from their course, h) The term ‘vessel constrained by her draught’ means a power-driven vessel which, because fof her draught in relation to the’ available depth and width of navigable water, is se verely restricted in her ability to deviate from the course she is following. ‘The word ‘underway’ means that a vessel Is not at anchor, or made fast to the shore, or aground, ‘The words ‘length’ and ‘breadth’ of a vessel mean her length overall and greatest breadth, Vessels shall be deemed to be in sight of one another only when one can be observed visu ally from the other, ‘The term ‘restricted visibility’ means any con- dition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sand- storms or any other similar causes. 1m) The term "Wing-in-Ground (WIG) craft’ means. ‘a multimodal craft which, in its main opera- tional mode, fies in close proximity to the sur= face by utilizing surface-effect action