CAPE PENINSULA UNIVERSITY OF TECHNOLOGY

FACULTY OF ENGINEERING & THE BUILT ENVIRONMENT

DEPARTMENT OF MARITIME STUDIES

STCW (2010 Manila Amendments) Approved

COLREGS RULES 7 to 19 (except Rule11) – A BRIEF EXPLANATION CRB150S

BACHELOR OF NAUTICAL SCIENCE BGNSCI

This brief explanation of ColRegs below is only for improving your knowledge of ColRegs
but does not seek to replace the need for knowing ColRegs word for word. ColRegs must
be known and answered word for word:

Rule 7 – Risk of Collision - A Brief Explanation

Taking compass bearings is one of the most important means of determining the risk of
collision. Good visibility is needed to use this technique, and a series or number of bearings
need to be taken. On larger vessels, bearings may be taken using a bearing, or an Azimuth ring
is used.

In restricted visibility, the primary tracking instrument is radar, if fitted and operational. Radar
should also be used to track a vessel in good visibility in open areas after the vessel has been
sighted visually.

All available means include the use of the above techniques plus the use of VHF, visual look-
out, etc. When using VHF, it should be borne in mind the problems of identification and
communication and that valuable time may be wasted in attempting to make radio contact
instead of concentrating on the assessment of collision risk and the need for action.

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When determining what action to take in accordance with ColRegs, a number of factors must
be taken into account, such as but not limited to the following:
• Closest distance of approach
• Type of waterway
• Vessel size and manoeuvrability
• Responsibilities between vessels involved in accordance with ColRegs
• Speed
• Distance out from the closest point of approach
• Relative bearing
This risk-assessment process is essential if you are to take appropriate action – see Rule 8 action
to avoid a collision.

Risk-assessment techniques include:

Look and listen – as with keeping a lookout, you must use all the information and equipment
available to determine the risk of collision.
Use the compass to check the bearing of approaching vessels, and do this regularly. A steady
bearing indicates the risk of collision but a risk of collision may exist even with a bearing
change, particularly at close range and with large vessels.

Use radar.

With ARPA, use relative vectors to determine the risk of collision.

Is the target passing ahead or astern or are you going to collide? Remember the primary
information you need to answer these questions is relative information.

Do not trust ARPA to give you an accurate CPA. Take 0.5 nautical miles off each indication
to be safe and, if the CPA is already 0.5 nautical miles, then assume a risk of collision
exists.

Do not just rely on a change of bearing as an indicator of clearance.

As a target ship approaches, its change of bearing should accelerate significantly. If the change
of bearing does not accelerate then there is a risk of collision.

Do not relax – keep monitoring the situation until the target ship is passed and clear.

Summary
Always assess the risk of collision.

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Rule 8 – Action to Avoid Collision - A Brief Explanation

Take action and make it early

As soon as you identify a risk of collision, you must identify the correct action to avoid collision
to ensure the vessels will pass at a ‘safe distance’. You should then take that action to avoid
collision as soon as it is appropriate to do so.

· Action to avoid collision should always be:

· Positive – make a big alteration of course and/or speed.
· Made in good time – which means early.
· Seamanlike – do not make the situation worse for any other ship in the vicinity, assess what
they may have to do.
· Easily seen by the other ship(s) – avoid a series of small alterations of course and/or speed.

Remember, a substantial alteration made early is better than a very large alteration made late.
The closer you are to the other vessel the greater the risk of collision and the more you will
have to do to pass at a safe distance. A vessel travelling at a speed of 20 knots will cover one
mile every three minutes.

Small alterations of course and speed are dangerous; they do not often solve the problem and
they do not give the other vessel a clear indication of what you are doing. Remember to make
appropriate sound and light signals.

You should confirm your action to avoid collision by monitoring the change in CPA. Keep
taking compass bearings and checking the situation until the risk of collision is over. And
remember your engine – if your ability to alter course is constrained then slow down or stop.

The larger the CPA from other vessels, the better. It is safer for all vessels concerned.

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Giving way and not impeding.

If the COLREGs require you ‘not to impede’ or ‘give way to’ another vessel, then you must
take very early action to make sure the risk of collision does not develop.

If you are the ‘not to be impeded’ or stand-on vessel, then you must always be prepared for the
give-way vessel not to take the correct action. If a risk of collision develops, you will have to
act – remember the caution in Rule 2 on responsibilities and your continuing responsibilities
in Rule 17 on the action by the stand-on vessel.

Rule 9 – Narrow Channels- A Brief Explanation

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Rule 10 – Traffic Separation Schemes - A Brief Explanation

This is one of the longest rules, always remember the following:

All of the other rules continue to apply within a traffic separation scheme. There is no right of
way – a traffic separation lane does not give you the right of way over any other vessels.

The actions of vessels navigating in and near a traffic separation scheme can be unpredictable.
Traffic separation schemes are established in busy areas of difficult navigation.

You can expect the above-average density of traffic, crossing vessels, fishing vessels and high-
speed craft. Study the passage before your watch, be prepared and, if you need assistance, ask
for it well in advance.

Tips for navigating in traffic separation schemes are:

Always follow all the other rules.

Keep in your lane.
Particular caution is required at the ends of the scheme.
Avoid VHF calls to other ships – it will only distract them.
Beware of fishing vessels – they are allowed to fish in traffic separation lanes.

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Look out for crossing vessels – they should cross the scheme at right angles but they may
navigate parallel to the scheme for a while to find an opportunity to cross.

Look out for high-speed craft – especially wide on your beam.

Be wary at all times.

Rule 12 – Sailing Vessels - A Brief Explanation

Rule 13 – Overtaking - A Brief Explanation

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 KEEP CLEAR WHEN OVERTAKING

Rule 13 has no exceptions; the overtaking vessel always keeps out of the way. If you are not
sure whether you are overtaking another vessel, then Rule 13 says that you are.
Remember:

Once you are an overtaking vessel, you are always an overtaking vessel. Always keep
clear of a ship you are overtaking.

Keep Clear When Overtaking

Rule 13 has no exceptions; the overtaking vessel always keeps out of the way.

If you are not sure whether you are overtaking another vessel, then Rule 13 says that you are.

Remember:

Always presume the other ship does not know you are there.

Avoid crossing ahead – it is always safer to cross astern.

Do not pass close – overtaking always takes time, so make sure both ships have plenty of room
to manoeuvre. Never assume that the other ship will maintain its course and speed.

Beware of interaction – if you are forced to pass close, be very careful of interaction between
the two vessels.

Remain vigilant – remember; you remain an overtaking vessel until you are finally passed and
clear.

Once you are an overtaking vessel, you are always an overtaking vessel.

Summary
Always keep clear of a ship you are overtaking.

Rule 14 – Head-on Situation - a brief explanation

If there is a ship ahead of you should alter course to starboard. The ship does not need to be
exactly right ahead – Rule 14 applies to any vessel coming towards you on a roughly opposite
course and roughly within half a point (6 or 7 degrees) on either side of your bow.
At night, if you can see the other ship’s masthead lights and/or both its sidelights, then Rule 14
applies.

If you are not sure, then Rule 14 still applies.

To understand Rule 14, you must also understand Rule 8 on action to avoid a collision and
Rule 16 on the action by the give-way vessel. 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 and
sailing rules). This means that if you have a vessel fine to starboard, even some distance away,

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altering to port to increase the ‘green to green’ clearance may not be in accordance with the
COLREGs.

If there is any risk of a collision then you should always go to starboard, as Rule 14 says.

Rule 16 says that if you are to keep out of the way, you must take early and substantial action.
This means you should alter your course boldly (bold alteration) and early. Do not wait for the
other vessel to act. The closer you get, the bigger the alteration you will have to make.

Summary
Always alter course to starboard when you see a ship
approaching you from ahead.

Rule 15 – Crossing Situation - A Brief Explanation

This situation would frequently arise and it is always better to avoid a close-quarter situation
and go right around the stern of the other vessel rather than cross ahead of the other vessel. Of
course, going around the stern may not be practical at all times but if the situation permits then
it should be followed if the crossing would result in a small CPA.

Watch Vessels to Starboard

A vessel crossing from your starboard side has right of way.

The other vessel will be watching you carefully and it will be anxious until it knows you are
taking the correct action.

Make life easy for both ships:

Give way early – if you are the give-way vessel, then take early action so the other vessel
knows your intentions.

Avoid crossing ahead – if possible, always go to starboard and go astern of the other vessel.

Be considerate – if the other vessel is hampered in any way, then your early action will reassure
it.

Be positive – especially if you are in any doubt.

Do not forget your engine – you always have the option of using your engine as well as your
helm. Slowing down will give both ships more time and more space.

Summary
Always give way to a ship you see crossing from your

Rule 16 – Action by Give-way Vessel - A Brief Explanation

Rule 16 is one of the shortest rules but it makes life easier for everyone. The basic points are:

Do not hesitate – alter course or speed early.

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Do not make small alterations – only a big alteration of course or speed will show the other
vessel exactly what you are doing.

Do not assume anything – keep checking the CPA and keep taking compass bearings to make
sure your action has the desired effect.
Keep everybody happy.

Following Rule 16 makes life easier for all vessels. If the other vessel is happy with your
alteration there is less chance of it doing something unexpected. Treat other vessels as you
would like to be treated yourself. Good seamanship includes courtesy and common sense.

Summary
Always give way to a stand-on ship early, clearly and courteously.

Rule 17 – Action by Stand on Vessel - A Brief Explanation

Rule 17 is one of the harder rules to understand and follow. If you are the ‘stand-on vessel’
then you cannot relax. Rule 17 has three stages and you must identify and assess each of them:
Rule 17(a)(i): when you are the ‘stand-on vessel’, you must keep your course and speed. You
must not do anything unexpected.

Rule 17(a)(ii): ‘as soon as it becomes apparent’ that the give-way vessel is not taking
appropriate action, then you may take your own action to avoid a collision.

Rule 17(b): when a collision cannot be avoided by the give-way vessel alone, then you must
take the best action you can to avoid colliding. Your action under Rule 17(b) must still be in
time to avoid a collision so you must not leave it too late. But do not go to the port in a crossing
situation – if the other ship goes to starboard, as it should, then both ships will turn towards
each other.

Do not forget the ‘wake up’ signal under Rule 34(d) on manoeuvring and warning signals.
Blow your horn and flash your lights at the other vessel but think twice before calling it on
VHF, because that always takes valuable time during which the risk of collision will increase.

Summary
When approaching a give-way ship, maintain course and speed but always be prepared to take
action to avoid a collision.

Rule 18 – Responsibilities between Vessels - A Brief Explanation

See the diagram below:

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Vessels constrained by their draught

Any vessel, except a vessel not under command or restricted in her ability to manoeuvre, must
avoid impeding the safe passage of a vessel constrained by her draught and exhibiting the
signals mentioned in Rule 28. The words ‘if the circumstances of the case admit’ are included
in Rule 18(d) to take account of the fact that some vessels, particularly vessels engaged in
fishing, may be unable to take effective avoiding action in sufficient time.

A vessel required to avoid impeding the safe passage of a vessel constrained by her draught
must, if the circumstances of the case admit, take early action to allow sufficient sea room for
the safe passage of the other vessel. Rule 18(d)(ii) requires a vessel constrained by her draught
to navigate with particular caution having full regard for her special condition.

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Categories of vessels.

A vessel may only be justified in regarding herself as falling within a certain category of
privileged vessels for the purpose of Rule 18 if she satisfies the conditions of the relevant
definition of Rule 3 and is also showing the lights or shapes prescribed in the appropriate Rule
of Part C. A vessel engaged in a towing operation is not privileged with respect to other vessels
unless she is severely restricted in her ability to deviate from her course.

Action to be taken when Rule 18 applies A vessel required to keep out of the way by this Rule
must take early and substantial action in accordance with Rule 16. The privileged vessel is
required to keep her course and speed in accordance with Rule 17(a)(i), so far as she is able to
do so. The give-way vessel must take into account the possibility that the nature of the work
being carried out, or the special circumstances which apply, may make it impossible for the
stand-on vessel to keep both course and speed.

A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding
their navigation. In circumstances, however, where the risk of collision exists, she shall comply
with the Rules of this part. A WIG craft, when taking off, landing and in flight near the surface,
shall keep well clear of all other vessels and avoid impeding their navigation.
A WIG craft operating on the water surface shall comply with the Rules of this part as a power
driven vessel.

Rule 19 – Conduct of Vessels in Restricted Visibility - A Brief Explanation

Restricted visibility includes fog, mist, snow, heavy rain and sandstorms – any situation
where you cannot see the other ship or its navigation lights.

There are no ‘stand-on’ or ‘give-way’ vessels in restricted visibility. Every vessel must take
action and every vessel must proceed at a safe speed with its engines ready for immediate
manoeuvre.

You must assess if your ship is getting close to another ship and/or if there is a risk of collision.

In both cases you should:

Avoid altering to port for a vessel forward of the beam, except for a vessel you are overtaking
(Rule 19(d)(i)).

Avoid altering towards any ship abeam or abaft the beam (Rule 19(d)(ii)).

You should also remember Rule 7 on the risk of collision – there is a risk of collision if you
are in any doubt.

And remember Rule 5 on the lookout – you must always maintain a proper lookout by sight
and hearing.

Summary
Always be prepared to give way to ships you cannot see.

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