Please note that the following copy of the 1960 Rules only include those immediately relevant to the ongoing Colreg debate. At some future time I will try to fill in the rest.
This post accompanies articles I have written for the Nautical Institute publication "Seaways", commencing December 2006
Extracts from the International Regulations for Preventing Collisions at Sea 1960
Part A. – PRELIMINARY AND DEFINITIONS
Rule 1.
PART B. – LIGHTS AND SHAPES
Rules 2 to 14.
Part C. – SOUND SIGNALS AND CONDUCT IN RESTRICTED VISIBILITY
Rule 15 (Sound Signals)
Rule 16
(a) Every vessel, or seaplane taxi-ing on the water, shall, in fog, mist, falling snow or any other condition similarly restricting visibility, go at a moderate speed, having careful regard to all existing circumstances and conditions.
(b) A power-driven vessel hearing apparently forward of her beam, the fog-signal of a vessel the position of which cannot be ascertained, shall, so as far as the circumstances of the case admit, stop her engines, and navigate with caution until danger of collision is over.
(c) A power-driven vessel which detects the presence of another vessel forward of the beam before hearing her fog signal or sighting her visually may take early action to avoid a close quarters situation, but if this cannot be avoided, she shall, so far as the circumstances of the case admit, stop her engines in proper time and then navigate with caution until the danger of collision is over.
PART D. – STEERING AND SAILING RULES
Preliminary
1. In obeying and construing these Rules, any action taken should be positive, in ample time, and with due regard to the observance of good seamanship.
2. Risk of collision can, when the circumstances permit, be ascertained by careful watching the compass bearing of an approaching vessel. If the bearing does not appreciably change, such risk should be deemed to exist.
3. Mariners should bear in mind that seaplanes in the act of landing or taking off, or operating under adverse weather conditions, may be unable to change their intended action at the last moment.
4. Rules 17 to 24 apply only to vessels in sight of one another.
Rule 17
(a) When two sailing vessels are approaching one another so as to involve risk of collision. One shall keep out of the way of the other as follows: -
(i) When each has the wind on a different side, the vessel which has the wind on the port side shall keep out of the way of the other.
(ii) When both have the wind on the same side, the vessel which is to windward shall keep out of the way of the vessel which is to leeward.
(b) For the purposes of this Rule the windward side shall be deemed to be the side opposite to that on which the mainsail is carried or, in the case of a square-rigged vessel, the side opposite to that which the largest fore-and-aft sail is carried.
Rule 18
(a) When two power-driven vessels are meeting end-on or nearly end-on, so as to involve risk of collision, each shall alter her course to starboard, so that each may pass on the port side of the other. The Rule only applies to cases where meeting end-on or nearly end-on in such a manner as to involve risk of collision, and it does not apply to vessels which must, if both keep on their respective courses, pass clear of each other. The only cases to which it does apply are when each of two vessels are end-on, or nearly end on to the other; in other words, in cases in which, by day, each vessel sees the masts of the other in line with her own; and by night, to cases in which each vessel is in such a position as to see both sidelights of the other. It does not apply, by day, to cases in which a vessel sees another ahead crossing her own course; or by night, to cases where the red light of one vessel is opposed to the red light of the other or where the green light of one vessel is opposed to the green light of the other or where a red light without a green light or green light without a red light is seen ahead, or where both green and red lights are seen anywhere but ahead.
(b) For the purposes of this Rule and Rules 19 to 29 inclusive, except Rule 20(c) and Rule 28, a seaplane on the water shall be deemed to be a vessel, and the expression “power-driven vessel” shall be construed accordingly.
Rule 19
When two power-driven vessels are crossing, so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way of the other.
Rule 20
(a) When a power-driven vessel and a sailing vessel are proceeding in such a direction as to involve risk of collision, except as provided for in Rules 24 and 26, the power-driven vessel shall keep out of the way of the sailing vessel.
(b) This Rule shall not give to a sailing vessel the right to hamper, in a narrow channel, the safe passage of power-driven vessel which can navigate only inside such a channel.
(c) A seaplane on the water shall, in general, keep clear of all vessels and avoid impeding their navigation. In circumstances, however, where risk of collision exists she shall comply with these Rules.
Rule 21
Where by any of these Rules one of two vessels is to keep out of the way, the other shall keep her course and speed. When from any cause, the latter vessel finds herself so close that collision cannot be avoided by the action of the giving-way vessel alone, she also shall take such action as will best aid to avert collision, (See Rules 27 and 29)
Rule 22
Every vessel which is directed by these Rules to keep out of the way of another vessel shall, so far as possible, take positive early action to comply with this obligation, and shall, if the circumstances of the case admit, avoid crossing ahead of the other.
Rule 23
Every power-driven vessel which is directed by these Rules to keep out of the way of another vessel shall, on approaching her, if necessary, slacken her speed or stop or reverse.
Rule 24
(a) Notwithstanding anything contained in these Rules, every vessel overtaking any other shall keep out of the way of the overtaken vessel.
(b) Every vessel coming up with another vessel from any direction more than 221/2 degrees (2 points) abaft her beam, i.e., in such a position, with reference to the vessel which she is overtaking, that at night she would unable to see either of the vessel’s sidelights, shall be deemed to be an overtaking vessel; and no subsequent alteration of the bearing between the two vessels shall make the overtaking vessel a crossing vessel within the meaning of these Rules, or relieve her of her duty to keep clear of the overtaken vessel until she is finally past and clear.
(c) If the overtaking vessel cannot determine with certainty whether she is forward of or abaft this direction from the other vessel, she shall assume that she is an overtaking vessel and keep out of the way.
Rule 25
(a) In a narrow channel every power-driven vessel when proceeding along the course of the channel shall, when it is safe and practicable, keep to that side of the fairway or mid-channel which lies on the starboard side of such vessel.
(b) Whenever a power-driven vessel is nearing a bend in a channel where a vessel approaching from the other direction cannot be seen, such power-driven vessel, when she shall arrived within one-half (1/2) mile of the bend, shall give a signal by one prolonged blast on her whistle which signal shall be answered by a similar blast given by any approaching power-driven vessel that may be within hearing around the bend. Regardless of whether an approaching vessel on the farther side of the bend is heard, such bend shall be rounded with alertness and caution.
(c) In a narrow channel a power-driven vessel of less than 65 feet in length shall not hamper the safe passage of a vessel which can navigate only inside such channel.
Rule 26
All vessels not engaged in fishing, except vessels to which the provisions of Rule 4 apply, shall, when under way, keep out of the way of vessels engaged in fishing. This Rule shall not give to any vessel engaged in fishing the right of obstructing a fairway used by vessels other than fishing vessels.
Rule 27
In obeying and construing these Rules due regard shall be had to all dangers of navigation and collision, and to any special circumstances, including the limitations of the craft involved, which may render a departure from the above Rules necessary to avoid immediate danger.
PART E. – SOUND SIGNALS FOR VESSELS IN SIGHT OF ONE AN ANOTHER
Rule 28
PART F. – MISCELLANEOUS
Rule 29.
Nothing in these Rules shall exonerate any vessel…..
Rule 30
Reservation of Rules for Harbours and Inland Navigation
Rule 31
Distress Signals
Appendix 2 – The Radar Annexe
ANNEX TO THE RULES
RECOMMENDATIONS ON THE USE OF RADAR INGFORMATION AS AN AID TO AVOIDING COLLISIONS AT SEA
(1) Assumptions made on scanty information may be dangerous and should be avoided.
(2) A vessel navigating with the aid of radar in restricted visibility must, in compliance with Rule 16(a), go at a moderate speed. Information obtained from the use of radar is one of the circumstances to be taken into account when determining moderate speed. In this regard it must be recognised that that small vessels, small icebergs and similar floating objects may not be detected by radar. Radar indications of one or more vessels in the vicinity may mean that ”moderate speed” should be slower than a mariner without radar might consider moderate in the circumstances.
(3) When navigating in restricted visibility the radar range and bearing alone do not constitute ascertainment of the position of the other vessel under Rule 16(b) sufficiently to relieve a vessel of the duty to stop her engines and navigate with caution when a fog signal is heard forward of the beam.
(4) When action has been taken under Rule 16(c) to avoid a close quarters situation, it is essential to make sure that such action is having the desired effect. Alterations of course or speed or both are matters as to which the mariner must be guided by the circumstances of the case.
(5) Alteration of course alone may be the most effective action to avoid close quarters provided that: -
(a) There is sufficient sea room.
(b) It is made in good time.
(c) It is substantial. A succession of small alterations of course should be avoided.
(d) It does not result in a close quarters situation with other vessels.
(6) The direction of an alteration of course is a matter in which the mariner must be guided by the circumstances of the case. An alteration to starboard, particularly when vessels are approaching on opposite or nearly opposite courses, is generally preferable to an alteration to port.
(7) An alteration of speed, either alone or in conjunction with an alteration of course, should be substantial. A number of small alterations of speed should be avoided.
(8) If a close quarters situation is imminent, the most prudent action may be to take all way off the vessel.
1 comment:
R
I have read and followed with some interest your passion with the ColRegs, mainly in the Nautical Institute’s Seaways magazine, as a fellow member.
My attention was drawn to your article in the February 2007 edition, and your reference to the comparative simplicity of the 1960 collision regulations.
In this, you appear to conclude “….what could be simpler or easier to understand……three simple rules [that] are good for all circumstances and all situations, it is left up to the good sense of the mariner to interpret and apply them.”
I pick upon three words you use in that sentence.
Sense, Interpret, and Apply.
Playing devil’s advocate here, but isn’t that just the point of having the current gamut of rules in the first place. To precisely remove ambiguity, under differing situations and prevailing conditions.
One mariner’s methodology of interpretation, his level of commonsense, and his application of any decision-making information is going to differ from another mariner. In a nutshell, mariners are human.
Each individual has their own perceived level and threshold of danger, their own comfort-zone, so to speak. I probably do not need to go further to advance that concept or theory as it is fairly well-documented and covered.
Casting backwards under 1960 regimes and in comparison to the current climate of shipboard operations, I could envisage nothing more deadly than allowing some watchkeeping officers greater laterality in their application of something so important and fundamental as the Collision Regulations.
Integrating aids such as ARPA and AIS as a fundament to the operation and interpretation of collision regulations is, to my mind, questionable in the extreme. Simply because I board an enormous percentage of ships, large and small, that have equipment transmitting incorrect data, equipment switched off, equipment malfunctioning to some degree or other, and radars that could not possibly be used for navigation or collision-avoidance due to clutter suppression, for example. What may sound ideal in a discussion symposium or forum is, in the real world very far from it.
Granted, the 1972 ColRegs may be a little eye-watering to understand, but I am not minded to concur they need a fundamental overhaul.
OGP
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