Dokkum K. (2012). The Colregs Guide.

Netherlands

U.S Department of Homeland Security (2000). Navigation Rules. USA

Dokmar J. (2014). The Colregs Guide. USA

Maneuvers to Avoid Collision at Sea

I. History of Colreg
For several hundred years there have been rules in existence for the purpose of preventing collisions at sea, but
there were no rules 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 a steam vessel passing an other
vessel in a narrow channel to leave the other on her own port hand. The other regulations relating to steam
ships required steam vessels on different courses, crossing so 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 included 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
required to be given, by steam vessels on the whistle and by sailing vessels on the fog horn or bell. A
completely new set of rules drawn up by the British Board of Trade, in consultation with the French
Government, came into operation in 1863. By the end of 1864 these regulations, 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 other on her own starboard side was required to keep out of the
way. Steam vessels 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 overtaken. Where by any of the rules one
vessel was to keep out of the way the other was required to keep her course.

II. Purpose and Definition

For the purpose of these Rules and this Chapter, except where the context otherwise requires: (a) The word
“vessel” includes every description of water craft, including nondisplacement craft and seaplanes, used or
capable of being used as a means of transportation on water; (b) The term “power-driven vessel” means any
vessel propelled by machinery; (c) The term “sailing vessel” means any vessel under sail provided that
propelling machinery, if fitted, is not being used; (d) The term “vessel engaged in fishing” means any vessel
fishing with nets, lines, trawls, or other fishing apparatus which restricts maneuverability, but does not include
a vessel fishing with trolling lines or other fishing apparatus which do not restrict maneuverability; (e) The
word “seaplane” includes any aircraft designed to maneuver on the water; (f) The term “vessel not under
command” means a vessel which through some exceptional circumstance is unable to maneuver as required by
these Rules and is therefore unable to keep out of the way of another vessel; (g) The term “vessel restricted in
her ability to maneuver” means a vessel which from the nature of her work is restricted in her ability to
maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel; vessels
restricted in their ability to maneuver include, but are not limited.

III. Risk of Collision

(a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to
determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist. (b) Proper use shall
be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of
risk of collision and radar plotting or equivalent systematic observation of detected objects. (c) Assumptions
shall not be made on the basis of scanty information, especially scanty radar information. (d) In determining if
risk of collision exists the following considerations shall be among those taken into account: (i) such risk shall
be deemed to exist if the compass bearing of an approaching vessel does not appreciably change; (ii) such risk
may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a
very large vessel or a tow or when approaching a vessel at close range.

IV. Responsibilities Between Vessels

(a) A power-driven vessel underway shall keep out of the way of: (i) a vessel not under command; (ii) a vessel
restricted in her ability to maneuver; (iii) a vessel engaged in fishing; (iv) a sailing vessel.

(b) A sailing vessel underway shall keep out of the way of: (i) a vessel not under command; (ii) a vessel
restricted in her ability to maneuver; (iii) a vessel engaged in fishing.

(c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of: (i) a vessel
not under command; (ii) a vessel restricted in her ability to maneuver.

(d) (i) Any vessel other than a vessel not under command or a vessel restricted in her ability to maneuver shall,
if the circumstances of the case admit, avoid impeding the safe passage of a vessel constrained by her draft,
exhibiting the signals in Rule 28. (ii) A vessel constrained by her draft shall navigate with particular caution
having full regard to her special condition.

(e) A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding their
navigation. In circumstances, however, where risk of collision exists, she shall comply with the Rules of this
Part.

(f) (i) A WIG craft shall, when taking off, landing and in flight near the surface, keep well clear of all other
vessels and avoid impeding their navigation; (ii) A WIG craft operating on the water surface shall comply with
the Rules of this Part as a power-driven vessel.
References : Dokkum K. (2012). The Colregs Guide. Netherlands
U.S Department of Homeland Security (2000). Navigation Rules. USA

Dokmar J. (2014). The Colregs Guide. USA

Comments :

 In 1840, The London Trinity House drew up regulation to prevent Collision at

sea.

 By the end of 1864, This Regulation has been known by other Maritime
countries.

 All vessels should follow the rules to avoid collision to each other.

 Risk shall be deemed to exist if the compass bearing of an approaching vessel

does not appreciably change.

 Even Fishing Vessels should follow the rules to avoid collisions.

 A seaplane on the water shall, in general, keep well clear of all vessels and avoid
impeding their navigation.
References:
Cockcroft A.N. & Lameijer J. (2001). A Guide to the Collision Avoidance Rules. London

Ford J. (2003). A Seaman’s Guide to the Rules of the Road. London

Mosenthal B. (2002). Test Yourself on the Rules of the Road. USA

Dangers of navigation and collision

A departure from the Rules may be required due to dangers of navigation or to dangers of collision.
For instance, a power-driven vessel meeting another power-driven vessel end on may be unable to
alter her course to starboard, as directed by Rule 14, owing to the presence of shallow water close by
to starboard or to the fact that a third vessel is overtaking her on her starboard side.

Look-out

Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all
available means appropriate in the prevailing circumstances and conditions so as to make a full
appraisal of the situation and of the risk of collision.

Look-out man

On all but the smallest vessels a seaman should normally be posted on look-out duty from dusk to
dawn and sometimes by day, especially when the visibility is restricted. Maintaining a proper look-
out is an important element of safe watchkeeping. Requirements for safe watchkeeping are laid down
in Chapter VIII of the International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers, 1978 as amended. (See pages 213-14.) Mandatory standards regarding
watchkeeping, including standards for keeping a proper look-out, are contained in Part A, Chapter
VIII of the STCW Code. (See pages 215-24.) Guidance on watchkeeping arrangements and principles
to be observed is given in Part B of the STCW Code. (See pages 225-27.) It has often been stressed in
the Courts that the look-out man should, preferably, be stationed forward, unless weather conditions
make this impossible, so that his attention will not be distracted by conversations and activities of
personnel on the bridge. A further advantage, which has particular application to vessels without
operational radar, is that he may be more likely to hear fog signals coming from ahead. However,
other factors such as the need to have a seaman immediately available in case of sudden emergency
and the value of being able to communicate directly with the look-out man should also be taken into
account.
Use of radar in clear visibility

In American Courts vessels colliding with oil drilling platforms have been held to be at fault for not
using radar at night in clear visibility when passing through areas where there were known to be
numerous structures which are not always adequately lit. The radar should, preferably, be kept in use
for the purpose of keeping a general lookout in coastal waters, and other areas where regular traffic is
likely to be encountered, especially at night. Rule 6(b)(vi) refers to the use of radar for assessing
visibility

Safe Speed

Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action
to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and
conditions. In determining a safe speed the following factors shall be among those taken into account:
(a) By all vessels: (i) the state of visibility; (ii) the traffic density including concentrations of fishing
vessels or any other vessels; (iii) the manauvrability of the vessel with special reference to stopping
distance and turning ability in the prevailing conditions: 24 (iv) at night the presence of background
light such as from shore lights or from back scatter of her own lights; (v) the state of wind, sea and
current, and the proximity of navigational hazards; (vi) the draught in relation to the available depth
of water.

(b) Additionally, by vesseb with operational radar: (i) the characteristics, efficiency and limitations of
the radar equipment; (ii) any constraints imposed by the radar range scale in use; (iii) the effect on
radar detection of the sea state, weather and other sources of interference; (iv) the possibility that
small vessels, ice and other floating objects, may not be detected by radar at an adequate range; (v)
the number, location and movement of vessels detected by radar; (vi) the more exact assessment of
the visibility that may be possible when radar is used to determine the range of vessels or other
objects in the vicinity.

Safe speed

The term ‘safe speed’ has not been used in previous regulations. It replaces the term ‘moderate speed’
which was only related to the conditions of restricted visibility. A new term was necessary which
would be applicable at all times and which would not preclude the setting of a high speed in
appropriate circumstances. The word ‘safe’ is intended to be used in a relative sense. Every vessel is
required to proceed at a speed which could reasonably be considered safe in the particular
circumstances. If a ship is involved in a collision it does not necessarily follow that she was initially
proceeding at an unsafe speed. In clear visibility collisions can generally be attributed to bad look-
out, or to wrongful action subsequent to detection, rather than to a high initial speed.
References :
Cockcroft A.N. & Lameijer J. (2001). A Guide to the Collision Avoidance Rules. London

Ford J. (2003). A Seaman’s Guide to the Rules of the Road. London

Mosenthal B. (2002). Test Yourself on the Rules of the Road. USA

Comments :

 This is an entirely new Rule which is of particular importance. Rule 16(a) of the
1960 Regulations required every vessel to go at a moderate speed in restricted
visibility but there were no requirements relating to speed in clear visibility.

 The requirement to keep a look-out was covered by the rule of good seamanship
which, in effect, stated that mariners would not be exonerated from the
consequences of any neglect to keep a proper look-out.

 The definitions given in Rule 3 are those which have general applications
throughout the Rules. Definitions concerning lights and whistle signals

 It will be apparent from the context of the Rules that a vessel propelled by
machinery which is ‘not under command’ or ‘restricted in her ability to
manoeuvre’ or ‘engaged in fishing’ is not always to be regarded as a ‘power-
driven vessel

 In addition to vessels which have had a breakdown of engines or steering gear,

or which have lost a propeller or rudder, examples of vessels which are likely to
be accepted as being not under command under the 1972 Rules are: a vessel
with her anchor down but not holding, a vessel riding to anchor chains with
anchors unshackled, and a sailing vessel becalmed.