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Foreword

lntroduction

Rule 5 Look Out!

Rule 6 Watch your Speed!

Rule 7 Watch that Ship!

Rule 8 Do Something and do it EarlY!

Rute t0 Traffic Separation Lanes are not Rights of Way!

Rule 13 Leave Ample Room!

Rule l4 Ship Ahead!

Rule /5 Watch Vessels to Starboard!

Rule 16 Keep Everybody Happyl

Rule 17 ls She Altering?

Rute l9 Restricted Visibility Changes Everything!

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FOREWORDby Captain R B Middleton FNI President The Nautical Institute.

The confidential marine accident reports which we publish each month in our journal SEAWAYShave indicated that mariners are frequently confronted with hazardous situations relating to theCOLREGS.

To investigate the problems The Nautical Institute initiated in 2002 an international surveyamongst seagoing officers to enquire if they thought there was a problem, what the causescould be and to suggest solutions.

The results were alarming with nearly 50olo of the respondents stating that in their view theproblems were caused by ignorance and wilful disregard of the rules.

However respondents also drew attention to other factors like distractions due to GMDSS falsealarms, VHF chafter, VTS reporting, and paperwork.

When it came to solutions respondents highlighted both the need to improve the education andtraining of watchkeeping officers and better supervision by senior officers on board.

Undoubtedly we all have to work to improve standards of bridge watchkeeping and thisthoughtful guide produced by the North of England P&l Club is an excellenr place to start.

Oflicers can work through a page at a time discussing the elements with colleagues and relatingthe contents to the full form of the rules.

For experienced officers there is an opportunity to work through the text r, " ,"fru.h". "nd touse the booklet as a training aid when coaching junior officers and cadets on watch.

It is our duty as nautical professionals to ensure that we are responsible at all times for the safenavigation of our ships and this booklet provides a valuable text to re-establish good practice.

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CONVENTION ON THE INTERNATIONAL REGUIATIONS FORPREVENTING COLLTSTONS AT SEA, t972 (COLREGS)

This guide is based on the COLREGS poster series produced by the North of England P&lAssociation's Risk Management Department between 2001 and 2004.

The aim of these posters is not to provide an all encompassing guide to the Rules but to dispelsome frequent misunderstandings and misinterpretations of the most widely used Rules andto provide a graphic illustration of the correct steps to decipher and to apply the Regulations.

While it is vital to know the contents of the Regulations, simply being able to recite themverbatim is no substitute for knowing how to apply them. A coherent full working knowledgeof the text and its application is vital-

The UK Marine Accident Investigation Branch has stressed the importance of Rule 2 and theirconcern that this vital Rule is so often overlooked.

Rule 2 - Responsibiliry

(o) Nothing in these Rules sho/l exonerdte ony vessel, or the owner, moster or crew thereof, from theconsequences of ony neglect to comply with these Ru/es or of neglect of ony precoution whichmoy be required by the ordinory proctice of seoman, or by the speciol circumstonces of the case.

(b) ln construing ond complying with these Rules due regord sholl be had to oll dongers of novigationond collision ond to ony special circumstances, including the limitations ofthe vessels involved,which moy moke o deporture from these Ru/es necessory to ovoid immediate donger.

This fundamental feature of the COLREGS highlights the fact that you, the manners, areresponsible for your own actions and you have to comply with the Rules while ensuring thatyou take all precautions of the ordinary practice of seafarers - there is no substitute for theapplication of common sense on the seas.

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During the Nautical Institute's "lmproving the application of the COLREGS" survey, it was

noted by the late Captain FranEois Baillod FNl, that reported incidents related to "uncertainty",

"violations" and "disregard for the COLREGS". While many cited "ignorance", "poor knowledge

of the COLREGS", or "lack of training" as reasons for the poor and ineffective application of

the Regulations.

The Collision Regulations were devised to make the navigation of ships safer - however we

must remember they are also the law and all should observe them. There can be no excuses -

ignorance is no defence and if you disobey these laws there will be consequences. This guide is

intended to provide a reminder of the Rules and the processes that should be applied in making

them work.

Huch of the guidance text has been provided by Captain Roger Syms who has enthusiastically

embraced the idea of providing an easy to use guide to the COLREGS in conjunction with the

original Nonh of England poster series. This project has also been able to make use of the

experiences expressed through the Nautical Institute's survey into the COLREGS.

The North of England also acknowledges with thanks, the contribution and suggestions of

dte UK Marine Accident Investigation Branch on the conceptual ideas behind the proiect.

Every vesse sha at al t mes ma nta n a prope. ook-out by siSht

and hea fg as wel as by all avalable means approprlate n the

preval ng cumstances and condir ons so as to ma<e a fu

apprasa o l the srdat io . and of rhe sk of co s lon.

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"Look out" means pay attention to evefihing! - Not lust looking ahead out of the window

but all round the vessel, using all your senses and all appropriate equipment available to you.

KEEP AN EYE AND EAR ON EVERYTHING THAT GIVES YOUINFORMATION INCLUDING:o Radar/ARPA - Be aware of the effects of clutter, of small targets and the range of the set.

r Radio transmissions - Keep an ear on what is going on in the vessel's viciniry.

o Sound Signals - Can you hear any sound signals near-by? Be aware of the effect of

keeping a closed wheelhouse, and of distracting noises in a closed space.

o Course and Position Navigation Aids - lf you have to alter course make sure there is

safe water available.

o Depth indicator - frequently and systematically monitor the depth of water beneath

the vessel.. Be aware - WS and AIS are there to help you.

BEWARE OF DISTRACTIONS!

o Alarms - Do not allow alarms, such as false GMDSS transmissions, to distract you from

keeping a proper look-out.

o Lights - Do not allow lights on your vessel to impair your vision

o Communications - VHF transmissions and mobile phones are not your first priority.

Do not allow them to distract you.

Rule 5 applies at all times - there must always be someone looking-out. lf weather or conditions

cause concern then more lookouts may be needed and should be called without hesitation.

Every vesel shall at all times proceed at a sale speed s ihd she d hke prcper ad eff€ctire &tion io avoid @llision andbe iopped within a distece appropriate to the pBailing circumsnces and conditions.In determining a sale speed the following fado6 shall be amonA lhse taken inb &count:

(D the ide of v:rbirity;(iD the tarfi. demity includins con@nrarions ol lishina

vsek or any other v$sels:(iii) the m-oeuvEbility of rhe v6sel with sp€cial rete.ence

to noppin8 disnce and turnjiS ability in $e peEjling

(rv) at nieht the peence ot back.ound lishr such a rrcmshore liglts or from back scate. oI her om lights;

(vl the sb@ or wind, sd and 4reni dd the proximity ofnavigaliomlhards;

(O the daoght id reldion to the &ailable depd, olw:r€i

(b) Additidall, by v€$eb wnh opdional ndd:(D rh€ chd!@rini6, erkiencr and linibhoN ortha

adar equipment;(it a/ @mftints impGed by rhe Edr ranse scale

(ii) the ered on Bdd dd*rion ol the *a s@,weather -d other sourc6 ofint€rterdce;

(iv) rhe pNibility that small v6sek, i@ and othernoatine objed may nor be det€ded by 6dar at anade+:e aee:

(v) the numbea loation dd mwement orv6sersded€d by radar;

(vi) dE morc eEd 6s6mert ot the vhibiliry .h:r maybe pN ble wfien Bdar k used b deermtne the@se ol vesk or dher objs in rhe vicini+

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Rule 6 allows you to make your own judgement as to the most appropriate sPeed at any time

for your vessel, taking into account the prevailing circumstances and conditions.

CAN YOU REACT EFFECTIVELY

Without exception the safest speed is a reduced speed, because:

. lt allows you to stop or turn effectively

r lt gives you more time to think and to act in a developing situation '

The time to react and respond effectively is all important - vessels moving too

quickly can often fatally impair their own watchkeeper's risk assessment processes.

r lf collision does occur the resulting damage is likely to be a lot less

Remember the radar or ARPA is not infallible, lt may miss some targets altogether or it may

show very large targets as weak echoes.

Navigational aids such as GPS can be equally susPect - don't rely on one instrument for

information, double check it against others.

Constantly monitor your speed - The situation at sea is constantly changing and what can be

deemed a safe speed in one situation can change with circumstances, sometimes suddenly!

l.laintaining high speeds for commercial considerations should not be tolerated -

ir is no excuse or defence for proceeding at an unsafe speed'

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Listen as well as look! - fu with keeping a look out, you must use all the information and

equipment available to you to determine risk of collision.

Use the compass to check the bearings of approaching vessels - compare it with the

radar bearing.

lf you have operational radar you must use it.

Are you using true or relative vectors? lf you have an Automatic Radar Plotting Aid (ARPA)

you should use the RELATIVE VECTORS for determining risk of collision and TRUE

VECTORS to ascertain the other vessel's actual movement.

You must be aware of the limitations and use of the ARPA and interpret information displayed

correctly.

tf you are not litted with an ARPA you must run a RADAR PLOT.

ls tfte targ€t passing ahead or astern? Or is it going to collide? - Remember the primary

information you need to answer these questions is relative information.

Eton't trust ARPA to give you an accurate Closest Point of Approach (CPA). - Where

possible take at least half a mile off each indication to be safe. (lf it shows a CPA of half a mile

assume it is collision).

Don't rely on change of bearing as an indicator of clearance. - As a target approaches

it's change of bearing should speed up significantly. lf the change in bearing does not accelerate,

treat it as a danger.

Don't rrelax your vigilance - Keep monitoring the situation until the target is passed and

well clear.

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Ar/ ar.:ri.r of c.Lr!:3rdr.' ipeen t. ay.r.l.o !.isfx. I rre.i.umntrr..s oI..i,e.x.. idn: be i:r3e enoL:srlt. b. r.rdi/:ppr.enr t. r..:her vcs: obser rg vt!: I. . by rtr,l:r a n c.:$ on or en:r r d i o : ) ee . sh .ud beav . i d . d

I tFe re 5 sN f i . , ! n r ea r . onmtrr b. the n,.n arjer:ve r.r.n t. rr.id a c o!e qJtr.reisr tlat or p.ov de.lhri i . ia.j: r 3c.d rrr.. - abi:il aiid doe! r.i r::u: n rr.ihor..5e-qurer !rat.n

A(on t:i.n tc rv. d.. !i.r (:h rcticr !c3:. sta bendr as !o esu i r pa$ rg a: r nfe a s:ai.e T,eeiie.ivenc; ol lie i.r.r !5tr r:.areiu f.1,..(od !t$ . . ! r , - vese r im / p i t r iCce r r

I n ! . . $ : r y r o . v . . . oase$ t h3 s lN :a . r avese l sha : ; . i . nhe ' sFedo '

:r<e tr wa/ ofi.r !L.ptn3.l

: r . f t A r e ! ! : l r r i . h : r r f c i l heseRues ! , : qu e , l rD : : :

rpaae rre lxsa3e or iae rts:ge.i:i.!h., Lai:

sia *hci Gt., €d by tie . r.r mG iee r r ya i i o r r . . l owsu f i . : n t se r . on r1o : f .srle pEs+e.ith..nie re$:

, i Avc$ . : r eq l i : z i o r r . n rpe , l e r he p r i ! . . : r r : :pa*ise of .ioth:f lese s n.i r..v.d oIfiiiob ier.i tr trpp,or.h ng thc othe ves.e r. r 1.

i f y . l ve r r r . r . o l i r o i r nd rh3 r vhen i a i i s i . t . iiale lu, resfid to lhe r.t or lvh.

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i I Avese r i : p t r $ t r g . . l i h ch ! r . t t ob : n rPed .d

e ,na E i u i y o "q rged ro .om: r " , nh t h . nL , e ! . : I r !

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Remember a positive alteration made very early on is better than a large panic

alteration at the last minute! - the closer you are to the other vessel the more you will

have to do to avoid collision.

Don't iudge a "positive" and "ample" action just by the amount of alteration - confirm

it by the change in CPA. Keep checking the situation until the risk of collision is past and clear.

Make your actions obvious to other vessels - Small alterations of course are dangerous;

they don't usually solve the problem and don't give the other vessel a clear indication of what

you are doing.

Use the engines - lf your ability to alter is constrained then SLOW DOWN or STOP

The other rressel may also be obliged to take action. Always bear in mind what that action

may oe.

NOT IMPEDING?

r lf the Rules require you "not to impede", it means you must make a very early alteration

to make sure risk of collision does not develop.

o lf you are the "not to be impeded" vessel be prepared for the other vessel not to take

the correct action. lf a collision is imminent you have to act however constrained you are!

Think about what you are doing - Actions taken to avoid collision should follow the

observance of good seamanship - this is where we have to apply professional and sound Practicaljudgement!

Use the Trial Manoeuyre setting on your ARPA, if available.

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There is no right of way - Just because you are navigating within a Traffic Separation Scheme

(l-SS) does not give you right of way over other vessels.

The other COLREGS continue to apply within a TSS.

Remain within the lanes - but if your alteration for a crossing vessel is likely to take you

outside the scheme this does not exempt you from following the Rules. lf you are not happy

about it SLOW DOWN or STOP

BE WARY!

Actions of vessels navigating in the vicinity of a TSS can be UNPREDICIABLE.

Look out for crossing vessels on the edge of the scheme. They may alter to cross at right

angles or they may alter parallel to the scheme to find a less crowded place to cross.

Look out for High Speed Craft (HSC) - HSC tend to present collision risks wide on the

beam. HSC do often alter course early, however you cannot assume they will always do so.

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NoMithshnd n3 anlrhing conbned n rhe Rules of PadB, Sec!oE land l. anyve$eloveGkjnE an/ other shallkeep out of the wa/ of ihe vss€l b€ ng ovefrai<en

A ve$e shal be deem€d to be ov€tak nE when cominsup wiih a mother veset frcm a d rection more thd 22.5dqrees abaft h€rbeam, that k, in such a pos tion wrhrefer€nce to ihe v$3e sh€ c avedaling, ihat at nehtshewo! d be ab € to see only the s€mlighr of thar resd bur

Whei a v€se i: in any noubt s to wherher she isovetuking norhei she shal 6sume that this is the.ae

Any subsequent al@€t on ol rhe bearing betueen thetuo ves* s sha I noi m3j<e the ove@k nE v€$e afio$idg vesel wiihin th€ m€an ng of ih$e Rules orrel eve her of the d!ry ol keeprng .leaf ol the ov€tukenYe$elunti she is linaly pd and der

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Don't forget! lf you are not sure you are an overtaking Yessel, you must assume

that you are and keep clear.

Don't pass close - overtaking invariably takes time, so make sure you have a safe distance

between you and the other vessel. (Where possible this should be ot least greater thon your

hord-over turning circle.)

Beware of interaction! - if you are forced by traffic to pass closer be very careful that

interaction does not occur.

- Avoid crossing ahead - lfyou are not on parallel courses and passing clear, cross astern

rather than ahead.

Does the ship being overtaken know you are there? Always assume they do not! ,

Remain vigilant - Remember, you remain an overtaking vessel until you are finally passed

ind clear.

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Vvnen wo poweFdriv€n vses m neeting onreciprocal or n€rly recipro€ .or sk of .oll sion ach shall a ter her cou6e to s6rhoardso rhat ea.h sha! pson thepofrsideottheothei

Such a s tuation shalbe deem€d to exis when a ve$els€es ihe oiher ahead or nearly ahead and by n ght she

cou d *e the mdh€n lights of the orher io lin€ ornearly in ine aid/or bdh sidellehc 2nd by day sh€obsery6 ine @respondins $ped ofthe othervsel.

(.) When avs€ is in any doubt b to whdhersuch:snoarion ex sh she sha I sume that it do6 din and(b)

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"Nearfy recipr.ocal" does not mean exactly right ahead. lf a vessel is ahead and coming the

other way on an opposite course and roughly within half a point (6 or 7 degrees) of either side

of the bow, Rule l4 applies.

IF YOU ARE STILL NOT SURE ASSUME A HEAD-ON STTUATION ANYWAY AND

ACT ACCORDINGLY!

UNDERSTAND RULE 8

o Rule 8(a) says, "any action to avoid collision shall be taken in accordance with the Rules

of this Part ..." ("this Part" being the Steering ond Soiling Rules)

. lt means that if you have a vessel fine to starboard, even at some distance away, altering

to port to increase the clearance may be construed as not being in accordance with the

COLREGS. You should always go to starboard as directed by the Rule.

Alter arty! - Do not wait for the other vessel to act, the closer you get before taking action

the greater the steps you subsequently have to take to avoid collision.

l 8

When two power-driven vessels are crossing so as to involve risk ofcollision, the vesselwhich has

the other on her own starboard side shall keep out ofthe way and shall, ifthe circumstances of

the case admit, avoid crosslng ahead ofthe othervessel.

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Give way early - lf you are the give-way vessel, take early action so the other vessel knows

your intentions.

Avoid crossing ahead - Go to starboard, astern of the vessel if at all possible.

Be considerate - lf the other vessel is hampered in any way, action must be taken even earlier

to reassure the other vessel.

Be positive! - lf in doubt over crossing or being overtaken, assume you are crossing and

keep clear.

Use your engines - Remember that you should always have the option of using your engines

as well as your helm.

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Every vesseiwhich is direcred to keep out ofthe way ofanother vesseLshall, so far 6 Possible, take

eady and substa.tial actlon to keeD wellciean

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DO NOT HESITATE! - Alter early and adequately enough to show the other vessel clearly

what you are doing.

Confirm your alteration - make sure that your action has had the desired effect by checkingthe increase in the CPA on the radar.

KEEP EVERYBODY i.4APPY!o Following Rule l6 makes life easier for all vessels.

o lf the watchkeeper on the other vessel is happy with the situation and with your alteration

there is less likelihood of he/she doing anything unexpected.

o Treat other vessels as you would like to be treated yourself. Apply some courtesy

to seamanship and common sense.

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G) (i) Whe.e one of two vessels is to keep outofthe way the other shallkeep her course

(ii) The latter vessel max howeyer, take adionto avoid collision by her manoeuvre alone,6 soon d it becomes apparent to her thaithe vesselrequired lo keep out of theway 1s not taking appropriate action incompliaice with these Rlles.

When, from any cause, the vessel requiredto keep her course and speed finds herselfso close that collision cannot be avoided by

rhe aciion of the give-way vesse alone, sheshalltake such a.tion as will best aid to avoid

A power-driven vessel which takes actionin a crossing situation in accordance withsubparasraph (a)(ii) of this Rule to avoidcollision with aiother poweFdriven veselsha1l, if the circumstances ofthe cde admit,not alter€o!6e to port for a v$sel on her

Thjs Rule does not relieve the giw-way vesselof her obligation to keep out of the way.

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THERT ARE TWO STAGES TO RULE

| 7(a)(ii) At some distance ofi - when "as soon as it becomes apparent ... that the vesselrequired to keep out of the way is not taking appropriate action...", you may take yourown action to avoid collision.

PROVIDED you do not alter to port for a vessel on your port side in a crossing situation.

l7(b) At close quarters - when "collision cannot be avoided by the give-way vesselalone", you should take the best action you can to avoid collision.

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This rule applies ro vesseh not in sEht ofoneanotherwhen navigatinS in or near an area of

Every ve$el shall proceed at a safe speedadapted to the prevailing circumstances andconditions of restricted visibility.A powerdriven vessel shall have her ensines ready forimmediate manoeuvre,

Every vessel shall have due reSard to theprevailint circumstances and conditions ofrestricted vislbilit/ when complyii8whh theRules of Se.tion lof this Part.

Aveselwhich detects by radar alone ihepresence of anorher vessel shall determjne ifaclose'qua.ters situation js developing and/or rhkot collision exists. lfso, she shalltake avoidingaction in ample time, provided that when such

action consists ofar altemtion ofcouree, so far6 posible the foliowiry shall be avoided:

(i) An alt€rato. ofcou6eio porifora veselfoNdd of rhe beam, other the for a ve$elbeinS overtaken;

(ii) An alteEtion of course towards a ve$elabeam o. abaft the beam.

(e) Exceptwhere it has been determined that a riskofcollision does not exist, everyve$elwhichhea6 appa.ently foMard of he. beam the fot!g.a lof ano,her \e$el o, wh<h carnor .voa aclose-qua.ters situation with another vesseltolwrd of her bear. sha reduce f er (peed rothe minimum at which she <an be kepr onher course. She shall il nece$ary take all he.wry ottdnd in dny eve"r navrSare wrh enremecaution until danter oI collision is ovei

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Rule 19 is a different set of rules that only apply when "vessels are not in sight of

one another".

THERE IS NO SUCH THING AS A STAND-ON VESSEL IN RESTRICTED VISIBILITY.

Every vessel must act!

Avoid altering to port (lg(dXD) - An alteration of course to port (should be avoided) for

a vessel forward of the beam, except for a vessel you are overtaking.

Avoid altering towards ( I g(dxii)) - lf a target presents a collision or close quarters risk

abeam or abaft the beam you must act but avoid altering towards it.

THIS DOES NOT MEAN you cannot alter towards ANY vessel that may be abeam or

abaft the beam. Rule lg(dxiD only applies if there is a collision or close quarters risk.

Use your engines - Again always remember that you should have the option of using your

engines as well as your helm.

Proceed at a safe speed - have your engines available for immediate manoeuvring.

lf you don't have radar, for whatever reason, )rou must proceed with extreme caution.

Listen for sound signals and respond accordingly.

26

REMEMBER!

The COLREGS are not just advice to the mariner -

they are THE LAW.

lf you disobey the law you will suffer the consequences.

lgnorance of the law is never a defence.

427@ NonrH oF ENGLAND

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