PREFACE" Navigation ", defined as the art of Safely conducting a
ship from one port to another, is the main concept upon which the
nautical profession has laid down its foundation.
While most, if not all, Ship Masters and Navigating officers
agree that it is their professional duty to navigate competently at
all times, not too many recognizes the value of learning and
mastering the " Rules Of The Road " as pre-requisite to good watch
keeping practices and as a form of insurance for a vessel to safely
reach her point of destination.RMS Titanic
Statistics have shown that by far the most contributory cause of
navigational accidents is human error, of which the common factor
is either insufficient knowledge of "Collision Regulations "or just
merely neglect or failure to comply with Rules Sad to say that in
many of these cases, accident could hove been prevented had the
person responsible for the navigation been properly trained and
qualified enough to take a navigational watch.This presentation was
compiled as an easy approach to learning the " Rules ". It was also
designed to uplift the standard of our Deck watch keeping personnel
by enhancing their level of competence as far as the subject of
bridge watch keeping and Collision avoidance are concerned.
In this presentation, the main Rules are shown in Bold and
italic letters. Following each section of the Rules are examples,
vocabularies and discussions so that the reader will know the
meaning of new words and phrases and to help understand the
underlying meaning of each section of the Rule.Finally, the
penultimate objective in making this presentation is to train all
watch keeping officers to be proficient in such discipline as
navigation, so that they may acquire the requisite skills and
confidence to ovoid collision. It is only through making them
expert navigators' can we hope to attain an ambitious goal of zero
maritime accident. A noble endeavors that could make our oceans
safe for shipping and protected of its marine environment.
Convention on the International Regulations for Preventing
Collisions at Sea, 1972 (COLREGs)
The Convention on the International Regulations for Preventing
Collisions at Sea, 1972 has been accepted by many States since it
was adopted on 20 October 1972 and entered into force on 15 July
1977. It was amended in 1981, 1987, 1989, and 1993 and has more
recently been amended by resolution A.910(22), which was adopted by
the twenty-second session of the assembly on 29 November 2001 and
entered into force on 29 November 2003. This presentation contains
the consolidated text of the 1972 Convention as amended in
1981,1987,1989 & 2001.
Adoption: 20 October 1972 Entry into force: 15 July 1977
Introduction The 1972 Convention was designed to update and
replace the Collision Regulations of 1960 which were adopted at the
same time as the 1960 SOLAS Convention. One of the most important
innovations in the 1972 COLREGs was the recognition given to
traffic separation schemes - Rule 10 gives guidance in determining
safe speed, the risk of collision and the conduct of vessels
operating in or near traffic separation schemes. The first such
traffic separation scheme was established in the Dover Strait in
1967. It was operated on a voluntary basis at first but in 1971 the
IMO Assembly adopted a resolution stating that that observance of
all traffic separation schemes be made mandatory - and the COLREGs
make this obligation clear.
Amendment procedure Under the "tacit acceptance" procedure
incorporated in the Convention, an amendment must first be adopted
by twothirds of those present and voting in the Maritime Safety
Committee. It is then communicated to Contracting Parties and
considered by the IMO Assembly. If adopted by twothirds of the
States present and voting in the Assembly, it automatically enters
into force on a specified date unless more than one third of the
Contracting Parties notify the Organization of their objection. In
addition, a Conference for the purpose of revising the Convention
or its regulations or both may be convened by IMO at the request of
not less than one-third of Contracting Parties.
Highlights1899 First International Maritime Conference to
consider regulations for preventing collisions at sea. 1960
International Conference on Safety of Life at Sea. 1972
International Conference in London to update and replace the
Collision Regulations of 1960 which were adopted at the same time
as the 1960 SOLAS Convention.
Part A - GENERAL Rule 1 - Application Rule 2 - Responsibility
Rule 3 - General Definitions
Section - III Conduct of vessels in Restricted visibility Rule
19 - Conduct of Vsls in Restricted Visibility Part C- LIGHTS AND
SHAPE Rule 20 - Application Part B - STEERING AND SAILING RULES
Rule 2l - General Definitions Rule 22 - Visibility of lights
Section - I Conduct of vessels in any Rule 23 - Power-Driven
Vessels Underway condition of visibility Rule 24 - Towing and
Pushing Rule 4 - Application Rule 25 Sail. Vsl Underway & Vsl
Under Oars Rule 5 - Look-out Rule 26 - Fishing Vessels Rule 6 -
Safe speed Rule 27 - Vessels N.U.C. or R.A.M Rule 7 - Risk of
Collision Rule 28 Vsls. Constrained by their Draught Rule 8 -
Action to Avoid Collision Rule 29 - Pilot Vessel Rule 9 - Narrow
Channels Rule 30 - Anchored Vsls and Vsls Aground Rule 10 - Traffic
Separation Rule 31 - Seaplanes Section - II Conduct of vessels in
sight Part D - SOUND AND LIGHT SIGNALS of one another Rule 32
General Definitions Rule 11 - Application Rule 33 Equipment for
Sound Signal Rule 12 - Sailing Vessels Rule 34 Maneuvering and
Warning Signals Rule 13 - Overtaking Rule 35 - Sound Signals in
Restricted Visblity Rule 14 - Head-on Situation Rule 36 - Signals
to Attract Attention Rule 15 - Crossing Situation Rule 37 -
Distress Signals Rule 16 - Action by Give-way Vessel Rule 17 -
Action by Stand-on Vessel Part E EXEMPTIONS ( Rule 38 ) Rule 18 -
Responsibilities Between vsls ANNEX I-IV
Summary
PART A GENERAL
Rule 1 Application (a) These Rules shall apply to all vessels
upon the high seas & in all waters connected therewith
navigable by seagoing vessels. (b) Nothing in these Rules shall
interfere with the operation of special rules made by an
appropriate authority for roadsteads, harbours, rivers, lakes or
inland waterways connected with the high seas and navigable by
seagoing vessels. Such special rules shall conform as closed as
possible to these Rules. (c) 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 Fleet.
These additional station or signal lights, shapes or whistle
signals shall, so far as possible, be such that they cannot be
mistaken for any light, shape or signal authorized elsewhere under
these Rules
(d) Traffic Separation Schemes may be adopted by the
*Organization for the purpose of these Rules.
(e) Whenever the Government concerned shall have determined that
a vessel of special construction or purpose cannot comply fully
with the permissions 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 & characteristics of
sound-signaling 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-signaling appliances, as her Government
shall have determined to be closest possible compliance with the
Rules in respect of that vessel. *Organization in Rule 1 (d) refers
to the IMO, as stated in Article II of the Convention on the
International Regulations for Preventing Collisions at Sea
(1972).
Rule 2 Responsibility A. 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 special circumstances of the case. B. 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 departure from these Rules necessary to avoid
immediate danger.1. Vocabulary: Exonerate - To hold blameless or to
excuse Impairment - To damage or degrade Consequence- Result
Literal - Exactly following the words Comply - Follow faithfully or
carry out exactly of the original. Construing - To analyze or
explain the meaning of Neglect - Failure to Inference From the word
" infer ", meaning to derive by reasoning, guess, or draw
conclusion
(Q) Explain Rule 2-Responsibilities?
(a) Everybody is responsible for any action taken aboard a
vessel, and if involved in a collision then both parties are at
fault, because the stand-on vessel did not use rule 7 risk of
collision and rule 8 Action to avoid collision.
(Q) What is the responsibilities of a master on the vessel? (a)
To make sure the vessel is a safe and healthy working
environment
2. Discussion: This rule is extremely important. " Due regard
shall be had to all dangers of navigation and collision" refers
among other things to cases where vessels are unable to take their
stipulated avoiding actions due to proximity of other vessels, the
coast, reefs, obstructions, etc. *Proximity - Closeness ** Special
Circumstances" is one in which immediate danger exist. These are
situations where mere compliance with the rules might result into a
more dangerous situations. It may also mean action(s) taken by
vessel(s) to avoid a collision may not necessarily be covered b y
the rules. ** In such cases the privileged vessel should assist
matters by taking (and indicating) early and substantial action to
avoid collision. The rule also says a "departure from these rule
maybe necessary and thus the privileged vessel should assess
whether or not there is a responsibility upon her to keep clear. **
"Limitations of Vessels" must surely draw attention to vessels
mentioned in Rules 24 (towing and pushing), 26 (fishing vessels)
and 27 ( vessels not under command or vessels restricted in their
ability to maneuver). The inference in this rule (rule 2) is that
literal observance is not intended when vessels encountered are
hampered, disabled or encumbered in any way whatsoever.
Inference conclusion or opinion
3) Case Analysis : Consider the following 4 cases: 1. In a
simple crossing situation, we should take into consideration that
dust and accumulation of carbon on navigation lights can cause
impairment and reduction of visibility. This and other natural
causes that may result to a give way" vessel failing to Recognize a
"stand-on" vessel on time. There may also be some instances wherein
a give way" vessel fails to fulfill her obligation to keep clear
owing to some difficulties or Presence of danger. In such cases, if
the former fails to give way on time despite efforts to attract her
attention, the latter should initiate to take proper and
appropriate action to avoid a dangerous situation. Such action
should also be in accordance with Rule 17-C, Action for Stand-on
Vessel. 2.Own vessel proceeding at narrow channel along traffic
lane, to the general direction of the flow of traffic. Other vessel
navigating on a reciprocal course on the other side of the traffic
lane suddenly cut across own vessel's path to avoid a danger, with
the intention of prematurely leaving the traffic separation.
Although the other vessel has the obligation to remain on the
traffic route until the termination of the lane, own vessel must
recognize her difficulties & keep clear of her in accordance
with the circumstances. 3. In accordance with Rule 9(b), "sailing
vessels shall not impede the passage of vessels which can safely
navigate only within a narrow channel or fairway However, sailing
vessels will most likely change course and speed by wind force and
direction. Under this situation, notwithstanding the above the
rule, sailing vessels should be avoided if a risk of collision
exist. 4. A squadron of naval vessels proceeding in formation where
risk of collision exist with own vessel. Although own vessel is the
privileged vessel, the naval vessels should be avoided in ample
time due they are not expected to divert frm their line of
formation.
4) Actions for avoiding an impending collision : 1. To take the
best action that conforms with the situation. 2. Engine stop, full
astern and drop anchor. Alterations of courses alone may not be
sufficient enough to avoid a collision. 5) Recommendation :
Students and beginners studying the " Rules Of The Road " for the
first time may find it difficult to understand Rule 2 considering
that it pertains to "special circumstances" that has not been fully
explained and departing from the various rules that has not been
taken up. It is therefore recommended that this specific rule be
reviewed after learning all the rules contained in this text.
Rule 3 General Definitions For the purpose of these rules,
except where the context otherwise requires. A. The word " vessel"
indicates every description of water crafts, including
non-displacement craft, *WIG Craft and seaplanes, used or capable
of being used as a means of transportation on water.
Ex : All types of power- driven vessels, i .e. ore boats,
passenger boats/vessels, cargo boats, naval vessels, container
vessels, car ferries, pusher barges, sea planes, etc. All types of
sailing vessels and the likes, non-displacement vessels such as :
hovercrafts, Hydrofoils, and air-cushion vessels. *WIG Craft
Wing-In-Ground. See Rule 3(m)
B. The term "power driven vessel means any vessel propelled by
machinery.
Ex : diesel, turbine( steam or gas), engines. N on -
displacement vessels and seaplanes are also considered power-driven
although their machinery differs that of an ordinary vessel.
C. The term "sailing vessel" means any vessel under sail
provided that propelling machinery, if fitted is not being
used.Note : Some sailing vessels are fitted with outboard motor
engines. Once in use, they are automatically considered as power
driven vessel.
D. The term "vessel engaged in fishing means any vessel fishing
with nets, lines, trawls or other fishing apparatus which restrict
manoeuvrability, but does not include a vessel fishing with
trolling lines or other fishing apparatus which do not restrict
manoeuverability.Note : Trawls - Dragging through the water with a
bag or funnel shape dredge net or other fishing apparatus
regardless of how long and deep the nets/apparatus is submerged.
Vessels fitted with nets or other fishing equipment but not in use
are not considered as "vessel engaged in fishing" but as power
driven vessel.
E. the word "seaplane" includes any aircraft designed to
maneuver on the water.
Note : Non-displacement vessels (i.e. hovercrafts, air-cushion
vessels, etc) navigating above the water are not classified as
"seaplane" but included in the description for vessel.
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.Note: Any judgment made to decide whether or
not own vessel is "not under command should be done objectively
according to the situation. Take for instance a twin screw vessel
which lost power for one engine. Unless she is incapable of giving
way or taking actions to avoid collision. she can not be considered
as vessel "not under command"
Therefore, Slight deterioration of maneuvering capabilities of
the vessel may not always warrant displaying of lights and shapes
prescribe by Rule 27 a for vessels not under command".
G. The term "vessels restricted in their ability to maneuver"
means a vessel when 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 The term "vessel
restricted in their ability to maneuver" shall include but not be
limited to : (i) a vessel engaged in laying, servicing or picking
up a navigation mark, submarine cable or pipeline; (ii) a vessel
engaged in dredging, surveying or underwater operations ; (iii) a
vessel engaged in replenishment or transferring persons, provisions
or cargo while underway; (iv) a vessel engaged in the launching or
recovery of aircraft ; (v) a vessel engaged in mine clearance
operations; (vi) a vessel engaged in a towing operation such as
severely restricts the towing vessel and her tow in their ability
to deviate from their course ;Note: To differentiate from other
operation, Rule 27 specifically describes the prescribe lights and
shapes for each vessel's situation or operation.
H. The term "vessel constrained by her draught" means a
power-driven vessel which, because of her draught in relation to
the available depth and width of navigable water, is severely
restricted in her ability to deviate from the course she is
following.
1. When judging whether a vessel is constrained by her draft or
not, due consideration should be given not only to the depth of
water but also to the wideness of berth (space) of the areas where
the vessel intend to navigate. So that, even if the bottom
clearance is small but there is enough sea room to maneuver, a
vessel can not be regarded as "vessel constrained by her draught".
2. "vessel constrained by her draught" usually refers to large
vessels (VLCCs, ULCCs) navigating in restricted and limited depth
of waters. However, if we are to consider the various factors
causing the constraint, a fully laden small vessel leaving port at
low water can also be regarded as "constrained by her draught".
I. The word "under way" means that a vessel is not at anchor, or
made fast to the shore, or aground.Discussion: ** To be "at anchor"
a vessel must completely be held by her anchor. ** The terms
"underway" and "making way" should be carefully distinguished. **
To be considered as "underway" a vessel need not necessarily be in
motion. ** The Following conditions can also be regarded as vessel
"under way: 1. Drifting, for whatever reasons or purposes,
regardless of any movement by current or wind. 2. hoisting sail but
vessel stop due to no wind. 3. Vessels maneuvering to turn by use
of anchor.
J. The word "Length and Breadth" of a vessel means her length
overall and greatest breadth. K. Vessels shall be deemed to be in
sight of one another only when one can be observed visually from
the other.
Note : The word "sight" refers to the use of the naked eye.
Detecting other vessels only by radar is not considered as
"observed visually, but sighting by pairs of binoculars Correspond
to this situation.
L. The term restricted visibility" means any condition in which
visihility is restricted by fog, mist, falling snow, heavy
rainstorms, sandstorms or any other similar causes.Note : "other
similar causes" may include smog, mist, yellow sand, smoke, dust
from a silo or blinding lights, among other visual conditions.
M. The term Wing-In-Ground (WIG) craft means a multimodal craft
which, in its main operational mode, flies in close proximity to
the surface by utilizing surface-effect motion.
PART B STEERING AND SAILING RULES
Section I - Conduct of vessels in any condition of
visibilityRule 4 Application Rules in this section apply in "any
condition of visibilityRules covered are : Rule 5 - Lookout Rule 6
- Safe Speed Rule 7 - Risk of Collision Rule 8 - Action to Avoid
Collision Rule 9 - Narrow Channel Rule 10 -Traffic Separation
Schemes
Rule 5 Lookout Every vessel shall at all times maintain a proper
look-out by sight and by hearing as well as by all available means
appropriate in the prevailing circumstances and condition so as to
make a full appraisal of the situation and the risk of collision.1.
Vocabulary: Appraisal - Act of estimate or valuation Constitute -
To compose or make upUtilizing - Using Of
Q) Describe the term "not under command"? (a) Means a vessel
through some exceptional circumstances is unable to deviate from
the course she is following.
(Q) Describe the term" vessel restricted in her ability to
manoeuvre"? (a) Is a vessel through the nature of her work; she is
unable to deviate from her course she is following.
2. Discussion: ** This rule is dedicated to the duty of the
look-out. That whoever keep s a look- out must b e able to give
proper attention to that task and should not be assigned or
undertake duties that will interfere with this function. ** all
available means" may mean utilizing of all bridge equipment and
apparatus use for communication and navigation, as well as
obtaining information from different sources other than the vessel.
i. e. Radar, VHF, information from other vessels or shore stations,
etc. ** proper look- out" is required not only during navigation
but also when vessels at anchored. There is a wrong misconception
upon watch keepers that "look-out" during anchor watch is different
when "underway". Regardless of conditions, "look-out" can only be
considered as "proper" when the three elements of sight, hearing
and use of all available means are present ** When posting a
lookout for vessel at anchored, one should also consider the
possibility of contact with vessels "underway" specially during
restricted visibility Attention should therefore be directed not
only to vessels forepart but also around her vicinity and attract
attention to incoming vessels when necessary ** Listening to music
on the bridge while on watch during navigation as practice by some
watch keepers does not constitute a "proper look out". Simply
because the one element of "hearing" has been impaired.
Rule 6 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 into account:
A. By all vessels : (i) State of visibility; (ii) The traffic
density including concentrations of fishing vessels or any other
vessels; (iii) the maneuverability of the vessel with special
reference to stopping distance & turning ability in the
prevailing conditions (iv) At night the presence of background
light such as from shore lights or from back scatter of her own
light; (v) the state of wind, sea and current and the proximity of
navigational hazards ; (vi) the draft in relation to the available
depth of water.
(B) Additionally, by vessels with operational radar: (i) the
characteristics, efficiency, 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
source 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 visibility
that may be possible when radar is used to determine the range of
vessels or other objects in the vicinity.1.Vocabulary : Assessment
of visibility - To determine from what distance an object can be
seen. Prevailing - Existing Constraints - Restrictions Tantamount -
Equivalent
2. Discussion: ** This rule alerts the navigator to set a safe
speed in any condition of visibility. Obviously the same speed in
good visibility will not apply in restricted visibility. Notes on
various factors to determine safe speed (reference to above rule):
A) By all vessels : (i) It is always important to navigate at safe
speed specially during restricted visibility. This will give you
time to decide on the most effective action to take when engage in
a tight situation. (ii) Traffic density refers to the number of
vessels or sea craft in the area at any given time. Reducing to
proper speed when entering a traffic congested area is tantamount
to safety navigation. (iii) Safe speed in relation to vessel's
maneuvering characteristics is an important factor to consider
specially when executing an emergency maneuver to avoid a
collision. (iv) Back scatter is a reflection caused by the lights
on your own vessel which if not properly controlled can affect your
night vision. Lights from shore, background lights from other
sources or from passenger vessels can impair visibility making it
difficult to see other vessels and navigational aids. (v) In narrow
channel the wind force, sea swell, direction of current, whether
favorable to vessel or not, proximity of ship's position to shallow
waters and navigational hazards, are factors that needs to be
considered when determining " safe speed ".
(vi) When referring to draft in relation to the depth of water,
one should also consider the wideness of berth (keeping enough safe
bottom clearance), influence of vessel's maneuverability at shallow
water and the factors that makes " vessel constrained by her draft
". In latter's case vessel to navigate with safe speed in
accordance with Rule 18 d (ii). B) Additionally, by vessels with
operational radar: (i) Characteristics, efficiency and limitations
of the radar equipment refers to frequency and wave length (3 cm.
or 10 cm.), display style, shadow sector (caused by mast, or
Funnel), false echo ( multiple false echo, radar interference,
secondary echo), capacity to distinguish distance and bearing of
adjoining objects, and maximum or minimum detecting range. (ii)
With its long distance range, radars can detect far-away objects
but not nearby targets. Hence; range scales should be used variably
according to situation, or use 2 radars; one for short the other
for long distance range detection. (iii) " other source of
interference " may refer to noise of motor emanating from your
other radar or from a wireless radio. Heavy rain, snow, rough seas
and swell, can sometimes make it difficult to detect nearby targets
even large vessels. In this case, careful adjustment of STC and FTC
is necessary. (iv) Small boats, wooden crafts, and other small
floating objects are usually poor radar reflectors and produces
small echoes. Ice bergs, which due to its smooth surface produce a
mirror effect to the radar, are likewise poor reflectors.
(v) The presence of large concentration of sea crafts as
detected by radar where one needs to monitor their movements to
determine their speed and directions in relation to owns vessels
course and position. (vi) "exact assessment of range of visibility"
may mean checking the distance by radar between vessels or objects
from the time that it is seen or lost by visual sight.
Useful Information: For a vessel' proceeding at 12 knots, how
many meters can be covered in 1 minute? By exact calculation : 12 x
1852m / 60 = 370.4 m By speed calculation : 12 x 30 = 360.0 m How
about in 1 sec ? Exact calculation = 12 x 1852m / 60 / 60 = 6.20 m
Speed calculation = 12 x 1 / 2 = 6.00 m
Rule 7 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.1. Vocabulary: Appreciably -
Significantly Appropriate - Suitable Assumption - Conclusion that
could be false Be deemed to - To think, believe or judge. 2.
Discussion : ** The Rule directs the navigator to use all available
means" including use of eyes or stationing of look-outs and use of
all bridge equipment and apparatus pertaining to navigation. i .e.
compass, radar, VHF, etc. ** "appropriate to prevailing
circumstance and condition" may refer to taking of compass bearings
in fine weather conditions, and using of radars in poor visibility
to determine if a risk of collision exist.
** The phrase "If there is any doubt such risk" means: 1. If
compass bearings can not be taken due to existence of obstruction
or if in doubt whether or not there is really an appreciation of
change of bearing. 2. lf in a sudden deterioration of weather
conditions, a vessel previously sighted visually heading towards
own vessel can not be detected by radar due to interference caused
by wave echo or any other reasons. In above cases, the mariner
should always consider that risk of collision exist and take
appropriate avoiding action in ample time. The later the judgment,
the higher is the Percentage of risk of collision.
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.Discussion : ** The above rule
explains the proper operation of a radar by using long range
scanning as an early warning to detect far-away targets on
collision courses and switching to short range for radar plotting
and collision avoidance maneuver. An ordinary Radar can determine
the presence of another vessel but can not provide data on her
course and speed. The observer must therefore be able to extract
these information by learning the principle of Radar Plotting.
** The term "equivalent systematic observation" may mean
constantly observing the Radar scope to determine if a risk of
collision exist. In a more modern method, this may refer to the use
of Arpa (automatic radar plotting aid), a technology improvement
from the basic radar equipment that can analyze radar information
and is fitted with reflection plotter
C. Assumptions shall not be made on the basis of scanty
information, especially scanty radar information.Discussion : **
Insufficient data, particularly inaccurate radar information,
should not be used as a basis to assume that risk of collision does
not exist. ** The Rule recognizes that radars can be deceiving and
that a person observing the radarscope, especially untrained
observer, can make mistakes. Every aid available should therefore
be used to help assess the situation.
D. In determining if risk of collision exists the following
considerations shall be among those taken into account; (i) such
risk shall he deemed to exist if the compass bearing of an
approaching vessel does not appreciably change;
Discussion : ** when taking compass bearings to determine if a
risk of collision exist, if circumstances of the case permits, such
bearings should be taken at frequent interval and start at an early
stage.
Discussion: ** When approaching a very large vessel or a tow at
close range, risk of collision may sometimes exist even with
appreciable change of bearing. In this case, to judge whether a
risk of collision exist, take the bearing of the vessel's stern
part (poop deck) or the stern part of the last tow. ** There is no
danger if the bearing is constant but the range is increasing, as
when other vessel is not approaching own vessel.
(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.
Rule 8 Action to avoid collision A. Any action taken to avoid
collision shall, if the circumstances of the case admit, be
positive, made in ample time and with due regard to the observance
good seamanship.Discussion :1. Be positive: - when altering course
and reducing speed, it must be large and distinguishable enough so
as not to give any doubt to the other vessel as to your real
intention. 2. "in ample time: - Any avoiding action made must be
done with enough time and distance, again bearing in mind that the
later is the action, the higher is the percentage of collision. 3.
"Observance of good seamanship" : a. When taking action as a
give-way vessel , series of small courses and speed changes should
be avoided so as not to confuse the other vessel. Any action must
be taken early and distinguishable enough to be effective. b. In an
impending danger of collision, altering of courses alone may not be
sufficient enough to change the outcome of the situation. In such
case, any alteration of courses must be supported by the use of
engine ( stop engine, full astern ) and anchor.
B. Any alternation of course and speed to avoid collision shall,
if the circumstances of the case admit, be large enough to be
readily apparent to another vessel observing visually or by radar;
a succession of small alterations of course and/or speed should be
avoided.Discussion : ** Large alteration of course and speed is
most effective at night and during restricted visibility . This
movement is easily noticeable for a vessel observing other vessels
only by radar. ** " if the circumstances of the case admit" is when
it is not possible to take specific action due to presence of other
vessels, navigational hazards , etc. In this case, vessel should
take the most appropriate action according to the "observance of
good seamanship". ** Provided there is enough sea room, alteration
of course of up to 60 degrees is most ideal to avoid a dangerous
situation. However, in clear weather and normal condition, where
such bold action is unnecessary, 30 degrees alteration of course
may be sufficient.
C. When passing on the lee way side of a sailing vessel, to
avoid crossing her path , it is wise to consider the influence of
wind pressure which might press the sailing vessel to leeward.
Always keep a wide berth when encountering a sailing vessel.
** Where alteration of course alone is insufficient to prevent a
collision, speed should be adjusted substantially, without
hesitation. In the absence of the Master on the bridge, the O.O.W.
being responsible for the safe navigation of the vessel, must not
hesitate to use engine in emergency situation. It is extremely rare
for a Master to be issuing an order of Use engine if necessary.
However, in a developing dangerous situation, a prudent navigator
will not wait for the Master to come to bridge just to witness the
impact of collision. This action is also supported by Rule 8 (e) **
The Rule also advises against making series of small courses and
speed alternations that may not be detected soon enough by other
vessel. This is sometimes the habit of the "give way" vessel that
can caused tension and anxiety to the " stand-on vessel"
C. If there is sufficient sea room, alteration of course alone
may be the most effective action to avoid a close-quarter;
situation provided that it is made in good time, is substantial and
does not result in another close-quarters situation.Discussion : **
The Rule advises that if given enough sea room, a large alteration
of course is the most effective action to avoid a close- quarter
situation provided that it is done ahead of time. It also recognize
the fact that a substantial change of course is easily identifiable
to a trained observer monitoring movements of vessels only by
radar. ** For reference. "close-quarter situation " may be defined
as 2-3 miles in restricted visibility and 1 - 1.5 miles in good
visibility.
D. Action taken to avoid collision with another vessel shall be
such us to result in passing at a safe distance. The effectiveness
of the action shall be carefully checked until the other vessel is
finally past & clear.Discussion : ** Any action taken to avoid
collision must result in passing at a safe distance. Therefore ,
when taking evasive action, don't over estimate your collision
avoidance maneuver. Observe the other vessel and carefully check
the effectiveness of your action until the other vessel is finally
passed and cleared. ** For instance, do not make a course change of
30 - 60 degrees and assume that the other vessel read your action
and took a similar maneuver to avoid a collision. Always check the
result of your action in relation to the movement of other
vessel.
E. If necessary to avoid collision or allow more time to assess
the situation, a vessel shall slacken her speed or take all way off
by stopping or reversing her means of propulsion.Discussion : **
The term "take all way off " means to stop dead in the water. **
The Rule requires that a vessel must, if necessary, use engine
propulsion to slacken speed, stop or reverse her movement not only
to avoid a collision but also to give more time to assess the
situation.
** Consider two (2) vessels, 20 miles apart, on a "head-on
situation" ( Rule 14 ), traveling with an identical speed of 20
knots. If none of them will take any action, both will collide
within 30 minutes. However, if one will reduce speed to 10 knots,
the time of collision will be extended to 40 minutes, giving each
vessel extra l0 minutes to assess the situation. **This rule is not
only applicable to power-driven vessels but also for sailing
vessels. i.e. When navigating to weather side, take all way off
and/or adjust sail to slacken speed.
F. (i)
Summary: ** Rule 8 emphasizes that when taking action to avoid
collision the following factors must be considered: 1 . In ample
time , 2. Due regard to the observance of good seamanship; 3. Be
positive ( do not hesitate ) 4. Large alteration of course and/or
speed 5. In sufficient room, alteration to avoid close-quarter
situation is most effective provided that it will not result to
another close quarter-situation. 6. To confirm your action is
making a safe distance to other vessel. 7. If necessary, reduce
speed ,stop or reverse engine.
A vessel which by any of these Rules is required not to impede
the passage or safe passage of another vessel shall, when required
by the circumstances of the case, take early action to allow
sufficient sea room for the safe passage of the other vsl. (ii) A
vessel required not to impede the passage or safe passage of
another vessel is not relieved of this obligation if approaching
the other vessel so as to involve risk of collision and shall, when
taking action, have full regard to the action which may he required
by the Rules of this part. (iii) A vessel whose passage is not to
be impede remains fully obliged to comply with the Rules of this
Part when the two vessels are approaching one another so as to
involve risk of collision.
Rule 9 Narrow channels A. A vessel proceeding along the course
of a narrow channel or fairway shall keep as near to the outer
limit of the channel or fairway which lies on her starboard side as
is safe and practicable.Discussion : 1. The Rule recognizes the
confines and limitations imposed by narrow channels and fairways.
In a narrow channel there is insufficient sea room to regulate such
rules as Rule 14 "Head-on Situation", owing to existence of coast
and nearby navigational hazards. Therefore, it is necessary to
practice a special navigational rule of : Keep to the right for
safer passage. 2. Fairway channels usually have specified depth
exclusively for safe passage of deep draft vessels. From the point
of view these vessels, this condition is similar to a narrow
channel. 3. Near to the outer limit of her starboard means keeping
a wide passing distance with other vessel. A light draft vessel, if
circumstances allow, must as safely and practicably navigate closer
to the coast to give wide berth to deep draft vessels . 4. The
following are instances where it is unsafe to navigate at outer
limit: a. There are some obstructions on right side of the channel;
b. There is draft limitation. therefore vessel can only navigate
near the center of the channel
5. The following are situations where it is impractical to
navigate at the right side of the channel: a. Your berth is located
on the left side of the channel. Therefore, it is impractical and
unsafe to navigate on the right side of the channel. b. Under the
influence of wind and or current, when vessel is turned and have to
protrude to the left side of the channel.
B. A vessel of less than 20 meters in length or a sailing vessel
shall not impede the passage of a vessel which can safely navigate
only within a narrow channel or fairway.Discussion : ** " impede"
means to slow, hinder , or retard. ** Vessels which can safely
navigate only within a narrow channel or fairway" are deep draft or
large vessels whose sizes and bottom clearances are close to the
limit of depth and berth of the channel or fairway. by Japanese
rule : A powered-driven vessel ( except vessel engaged in fishing )
shall keep out of the way of a sailing vessel navigating at narrow
channel or fairway. but sailing vessel shall not impede passage of
other vessel which can safely navigate only within a narrow channel
or fairway.
C. A vessel engaged in fishing shall not impede the passage of
any other vessel navigating within a narrow channel or fairway.by
Japanese rule. (big difference) A powered-driven vessel shall keep
out of the way of a vessel engaged in fishing at narrow channel or
fairway. but fishing vessel shall not impede the passage of other
vessel navigating within a narrow channel or fairway. Explanation :
lf there is sufficient sea room, a powered-driven vessel have tbe
avoid a vessel engaged in fishing at narrow channel or fair way.
But, when it is required by circumstances, as when there is not
enough sea room to maneuver or when vessel's movement is hampered
by the presence of other fishing vessels or by any other reasons, a
vessel engaged in fishing shall take action to provide enough space
for the safe passage of other vessel. if a risk of collision still
exist despite taking action to avoid such dangerous situation, the
fishing vessel is not relieved of her obligation to keep clear and
must continuously take action to avoid collision.( related to Rule
8 - F )
D. A vessel shall not cross a narrow channel or fairway if such
crossing impede the passage of a vessel which can safely navigate
only within such channel or fairway. The latter vessel may use the
sound signal prescribed in Rule 34 (d) if in doubt as to the
intention of the crossing vessel.
Discussion : ** The Rule provides certain privileges for large,
deep draft vessels and other similarly constrained vessels which
due to their conditions can only navigate safely within the channel
or fairway. Other vessels are obliged to give wide berth for their
safe passage. However, other than the above conditions, if a large
vessel can manage to navigate safely outside the channel or
fairway, then Rule 15-"Crossing Situation" is more applicable.
E. ( i ) In a narrow channel or fairway when overtaking can take
place only if the vessel to be overtaken has to take action to
permit safe passing, the vessel intending to overtake shall
indicate her intention by sounding the appropriate signal
prescribed in Rule 34(c) (i). The vessel to be overtaken shall, if
in agreement, sound the appropriate signal prescribed in Rule 34 C
(it and take steps to permit safe passing. If in doubt she may
sound the signals prescribed in Rule 34dNote: Rule 34 (C) (i)
Narrow Channel 1.) Overtake on stbd of other vessel ___ ___ _ (two
prolonged blasts followed by one short blast) 2.) Overtake on port
of other vessel ___ ___ _ _( two prolonged, two short blasts)
3.) Other vessel indicate agreement (one prolonged, one short,
one prolonged and one short blast in that order ). ___ _ ___ _ 4.)
If other vessel feel doubt , at least 5 short blast: _ _ _ _ _
(ii) This Rule does not relieve the overtaking vessel of her
obligation under Rule 13.Note: Rule 13 (a): Not withstanding
anything contained in this Rule of Pal B, Section I & II, any
vessel overtaking any other shall keep out of the way of the vessel
being overtaken. Section I - In any condition of visibility Section
II - Conduct of vessel in sight of ute another,( specifically under
Rule I8- Responsibility between vessel)
F. A vessel nearing a bend or an area of a narrow channel or
fairway where other vessels may be obscured by an intervening
obstruction shall navigate with particular alertness and caution
and shall sound the appropriate signal prescribed in Rule 34
(e).Discussion : ** The Rule warns of unexpected dangers when
passing a blind bend sector where meeting vessels may be obscured
by intervening obstruction. ** It gives advice to vessels to pass
with particular alertness, caution and to sound the appropriate
signal prior to approaching the bend .
** Aside from navigating as close as possible to the outer limit
of stbdside of the channel or fairway, precautionary measures such
as: Maintaining a sharp look-out, standing by engine and anchor,
speed adjustment and paying good attention to the influence of wind
and current must be taken. Vocabulary : Obscured - Hidden from view
Intervening obstruction - When an object or structure prevents you
from seeing around a bend.
G. Any vessel shall, if the circumstances of the case admit,
avoid anchoring in a narrow channelDiscussion : **Except in
emergency cases, vessel should avoid anchoring in narrow channel or
fairway. **This Rule is also covered by a particular port
regulation which state that : " it is unlawful to tie up or anchor
barge or other sea craft in navigable channel in such a manner as
to prevent or obstruct the passage of other vessel or craft".
More on Rule 9 - Narrow Channel
1.) Navigating at entrance of a narrow channel or fairway.
** A vessel intending to enter a narrow channel or fairway
shall, in ample time and while keeping enough distance, make a
course in an angle which can observe the activity and traffic
condition at the entrance of the channel or fairway, as shown in
below Drawing (l). ** Avoid the dangerous practice of approaching
entrance at a small angle (short cut )as illustrated in the below
Drawing (ll). ** In both above illustrations, all 4 vessels
involved are powered-driven vessels. Drawing ( I ) is a crossing
situation. Therefore vessel " A " shall keep clear of vessel "B" as
required by Rule 16 " Action by give-way vessel ". ** In above
Drawing (ll) it is obvious that vessel D is not following the Rules
prescribe in Rule 9 -(f) " Particular alertness and caution ". As a
result, a risk of collision exist with Vessel C. ** Vessel " C "
may therefore take action required by Rule 17- a (ii)- " Action by
stand on vessel. However, vessel " D " is not relieved of her
obligation to keep out of the way as a give-way vessel, as per Rule
17-d.
2. Crossing situation in a narrow channel and fairway
* Drawing (I)- In the illustrated example, interpretations as to
who is the " stand-on " or who should give way sometimes vary
between the two vessels. In this case, both vessel is deemed to be
in a " Crossing situation ". Vessel " A ", being the give-way
vessel must avoid vessel B .
** Drawing ( II )- The illustration is another " Crossing
situation ". Vessel " C " to avoid vessel D. ** Drawing( III ) In
this illustration, both vessels to navigate as close as possible to
their stbd side of the channel to pass each other safely.
Alterations of courses in the bend shall b e done in a manner where
one can see only the red sidelight( portside at daytime) until
passing clear of each other.
3. A vessel navigating against the current shall avoid other
vessel
following the current. The vessel navigating against the current
has a better maneuverability and steering capabilities than the one
following the current. In the illustrated example, vessel " B "
shall provide vessel "A" a wide room for the latter's safe passage.
This is a case of " action taken with due regard to observance of
good seamanship ".
Rule 10 Traffic separation schemes A. This Rule applies to
traffic separation schemes adopted by the Organization and does not
relieve any vessel of her obligation under any other Rule.
1. Vocabulary : Scheme - A systematic program, an orderly plan.
Adopt - To take up, accept as practice. Organization Refers to IMO
2. Discussion : ** The primary objective of a traffic separation
scheme is to reduce the risk of collision in areas of dense or
converging traffic or where restricted sea room limits the freedom
of movement by shipping. ** While all vessels using the " traffic
separation scheme." are obliged to follow the specific rules
covering the-scheme, this does not relieve of their obligation to
comply with any other rules"
Examples of Traffic Separations: .
1. A traffic separation line or separation zone. This is the
most popular style of traffi separation. In this method streams of
traffic proceeding in opposite or nearly opposite directions are
separated by separation zone( 2) or lines (l). Meantime, Separation
line is used instead of zone at more narrow channel so as to allow
more navigable space in the traffic lanes.
2. Separation of traffic by natural obstructions and
geographically dependent objects. Obstructions like island, rock,
shallow water which are restricting free passage but provides a
natural traffic division as traffic separation scheme. ln Dover
strait and nearby areas similar Ridges are used as separation zone.
3. Establish inshore traffic zone between traffic separate domestic
traffic. Examples are Strait of Hormuz and Strait of Gibraltar. 4.
Sectorial division of adjacent traffic separations schemes at
approaches to focal points. This is use for areas where converge at
a focal point or a small area from various directions like port
approaches, pilot stations, positions where landfall buoys or light
vessels are located, entrances to channels, canals. Estuaries etc.
Examples are areas of New York and San Francisco
5. Separation by Roundabout (rotary) Off Sommers Island. (Baltic
sea ) Approaches to the Gulf of Nakhadka and East end of Juan De
Fuca
B. A vessel using a traffic separation scheme shall: ( i )
proceed in the appropriate traffic lane in the general direction of
traffic flow for that lane; ( ii ) so far as practicable keep clear
of a traffic separation line or separation zone; ( iii ) normally
join or leave a traffic lane at the termination of the lane, but
when joining or leaving from either side shall do so at as small an
angle to the general direction of traffic flow as practicable.
l. Vocabulary: Appropriate- Proper, suitable Practicable- Can b
e put to practice feasible 2. Discussion: * A "Traffic Lane" is the
navigable area of the separation zone/line where a one way traffic
is established. The direction of the flow traffic is indicated on
the charts by arrows. The rule advises against navigating at
opposite direction of the traffic flow. "Separation Zone is an area
between two opposing lanes of traffic which is normally kept free
of traffic. Vessels are advised by the rule to keep clear of this
area, as practicable. A vessel intending to join or leave the
traffic lane shall do so at the "termination of the lane But if
forced by circumstances to join or leave from either side of the
lane (port or stbd), shall do so at an "angle to the general
direction of traffic flow. When entering a traffic lane, a vessel
shall, while keeping a good distance from the entrance, make a
course at an angle where she can best observe the conditions of
traffic at the point of entry
C. A vessel shall, so far as practicable, avoid crossing traffic
lanes but if obliged to do so shall cross on a heading as nearly as
practicable at right angle to the general direction of traffic
flow.
** While the objective of the separation scheme is to regulate
the flow of traffic to reduce the risk of collision, the Rule
recognizes the fact that a vessel may sometimes be forced by
circumstances to cross the lane from one side to the other. If
obliged to do so, the vessel shall cross on a heading as nearly as
possible at right angle to the general direction of traffic flow,
to lessen the time of passage at the traffic lane and avoid
disrupting the flow of traffic.
D. ( i ) A vessel shall not use an inshore traffic zone when she
can safely use the Appropriate traffic lane within the adjacent
traffic separation scheme. However, Vessels of less than 20 meters
in length, sailing vessels and vessels engaged in fishing may use
the inshore traffic zone.Discussion : **" Inshore Traffic Zone " is
the navigable area established between the shore side boundary of
traffic separation zone and the coast. The Rule advises against
navigating in this area designed for passage of domestic traffic
and other smaller vessels.
(ii) Not withstanding sub paragraph (d) (i), a vessel may use an
inshore traffic zone when en route to or from a port, offshore
installation or structure, pilot station or any other place
situated within the inshore traffic zone or to avoid immediate
danger. ** As shown in the drawing, the Rule specifically describes
thecircumstances wherein a vessel may use Inshore Traffic Zone.
E. A vessel other than a crossing vessel or a vessel joining or
leaving a lane shall not normally enter a separation zone or cross
a separation line except : ( i ) In case of emergency to avoid
immediate danger. ( ii ) To engage in fishing within a separation
zone.
F. A vessel navigating in areas near the termination's of
traffic separation schemes shall do so with particular caution.*
The Rule tells you to be more cautious and attentive when
navigating at the entrance of traffic zone w here sea room is
generally restricted due to concentration of traffic.
G. A vessel shall so far as practicable avoid anchoring in a
traffic separation scheme or in areas near its terminations.
Discussion: Except in emergency cases, "avoid anchoring in a
traffic separation scheme or in areas near its termination". The
rationale to this Rule is that the anchored vessel becomes a hazard
to i1nbound and out-bound traffic usually converging at this
point.
H. A vessel not using a traffic separation scheme shall avoid it
as wide a margin as is practicable.**If your point of destination
does not require you to the traffic separation scheme, avoid it
with a wide margin.
I. A vessel engaged in fishing shall not impede the passage of
any vessel following the traffic lane.Discussion: ** This Rule is
related to Rule 9-C (Narrow channel). Also refer to Rule 8-F.
(Action to avoid collision) ** By Japanese Rule ( big difference )
Vessel have to avoid passage of vessels engaged in fishing in
traffic lane but fishing vessels shall not impede passage of other
vessels within a traffic lane. ** If there is enough sea room ,
power driven vessels shall avoid vessels engaged in fishing at the
traffic lane. But, if it is required by circumstances, fishing
vessels shall take action to provide enough space for the safe
passage of other vessels . Navigating with in the traffic lane . If
there is a risk of collision , although taking action to avoid
collision, obligation of the fishing vessel is not relieved.
J. A vessel of less than 20 meters in length or a sailing vessel
shall not impede the safe passage of a power-driven vessel
following a traffic lane.
Discussion: ** By Japanese rule ( big difference ) vessels have
to avoid passage of sailing vessels in traffic lane but sailing
vessel shall not impede the passage of other vessels within a
traffic lane. **This Rule is related to Rule 9-b (Narrow channel).
Also refer to Rule 8-f (Action to avoid collision)
K. A vessel restricted in her ability to maneuver when engaged
in an operation for the maintenance of safety of navigation in a
traffic separation scheme is exempted from complying with this Rule
to the extent necessary to carry out the operation.Discussion : **
The Rule granted certain exemptions for vessels "restricted in her
ability to maneuver which, other than vessels engaged in the
maintenance of the safety of navigation, may also include vessels
engaged in rescue operation, fire fighting, preventing
environmental protection, coast guard patrol and other vessel with
similar condition provided that they carry the prescribe lights and
shapes as required by the Rules. Under the same Rule (Rule I0) The
above vessel is exempted from complying with the following: 1. B
(i) "proceed in the appropriated traffic lane in the general
direction of traffic Flow for that lane". 2. B (ii) "so far as
practicable keep clear of a traffic separation line or separation
zone". 3. B (iii) "join or leave a traffic lane at termination of
the lane " 4. C. "crossing of traffic lane. 5. G. " anchoring in
traffic separation scheme or in a area near its termination" .
L. A vessel restricted in her ability to maneuver when engaged
in an operation for laying servicing or picking up of a submarine
cable, within a traffic separation scheme, is Exempted from
complying with this Rule to the extent necessary to carry out the
operationNote : The subject of this Rule are : Rule 3 G ( i ), ( ii
), ( v ), provided that they carry the prescribe lights, shapes and
Signals as required by the rule.
Section II - conduct of vessels in sight of one AnotherRule 11 -
Application Rule in this section apply to vessels in sight of one
another.Discussion: ** This section refers to:
1 ) Rule 12 : Sailing vessels 2 ) Rule 13 : Overtaking 3 ) Rule
14 : Head-on Situation 4 ) Rule 15 : Crossing Situation 5 ) Rule 16
: Action by give way Vessel 6 ) Rule 17 : Action by Stand-on Vessel
7 ) Rule 18 : Responsibilities between Vessels
**Rule 11 to 18 apply only when vessels are in sight of one
another which means that each vessel can be observed visually from
the other. These Rules do not apply in restricted visibility. **
"Restricted visibility" does not refer to normal night time
operation unless visibility is restricted by fog, mist, etc. In the
event of a sudden visual clearing after long hours of "Restricted
visibility, the Rule immediately applies.
Rule 12 - Sailing Vessels A. When two sailing are approaching
one another, so as to involve risk of collision, one of them 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
portside shall keep out of the way of the other;Discussion : " This
Rule adopted the basic principle of "passing port to port and turn
to the right. The vessel who has the wind on her starboard side is
the, stand-on vessel.
Discussion : ** This can also be explained as: the vessel which
can maneuver more easily than the other vessel should keep out of
the way of the latter. And the leeward vessel is the stand-on
vessel. Vocabulary : Wind on the portside - Wind blowing across to
portside. Windward - Towards the wind; in the direction from where
the wind blowing. Leeward - Opposite point which the wind is
blowing. Main sail - Generally the largest sail carried.
( 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 ;
The red sailing vessel is the Give way vessel as he has the wind
on his port side
The green sailing vessel is the give way vessel as he is to
windward of the other vessel
Discussion: ** At night the vessel with the wind on portside may
not be able to see the sidelight of the windward vessel. In such
doubtful situation, the former shall keep out of the way of the
latter. However, the Rule also reminds that if the windward vessel
has the wind on portside, such vessel to take action to avoid the
way of the leeward vessel.
(iii) if a vessel with the wind on the port side sees a vessel
to windward and cannot determine with certainly whether the other
vessel has the wind on the port or on the starboard side, she shall
keep out of the way of the other.
B. For the purpose 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 on which the largest for-and-aft sail is
carried.** As shown in the illustration below, without this
specific Rule it is sometimes difficult to determine which side is
the windward side. Notwithstanding all the Rules for sailing vessel
( Rule 12 ), yachtsmen have indicated that the most valid rule
which is commonly practice is that : if you are in doubt as to
whether you are the "stand-on" or "give-way" vessel, assume that
you are the "give-way vessel and get out of the way. Windward -
Towards the wind; in the direction from where the wind blowing.
Leeward - Opposite point which the wind is blowing. Main sail -
Generally the largest sail carried.
The red sailing vessel is the give way vessel as he is to
windward of the other vessel
The red sailing vessel is the give way vessel, if he is unsure
if the sailing vessel to windward has the wind on his port or
starboard side
Rule 13 Overtaking A. Notwithstanding anything contained in the
Rules of Part B, Sections I and II, any vessel overtaking any other
shall keep out of the way of the vessel being overtaken.
** This Rule recognizes that overtaking vessel, or the faster
vessel, have less problems in keeping clear and avoiding collision
than the vessel being overtaken. * * Although sailing vessels and
vessels "engaged in fishing" are granted certain privileges
elsewhere in the Rules, priority is still given to vessels being
overtaken. Consider the following example: (a) sailing vessel /
Rule 12 ( i ): Although vessel has wind on starboard side, if such
vessel is overtaking the other vessel which has wind on port side,
shall keep out of the way of other vessel (b) responsibilities
between vessels / Rule 18 (a) (iii) and (iv): A power-driven vessel
is required by this Rule to keep out of the way of a vessel
"engaged in fishing and sailing vessel", except when both latter
vessels are overtaking the power-driven vessel. In this case, both
shall keep out of the way of the power-driven vessel. The vessel
being over taken is always the "stand-on vsl.
B. A vessel shall be deemed to be over taking when coming up
with another vessel from a direction more than 22.5 degree abaft
her beam, that is, in such position with reference to the vessel
she is overtaking, that at night she would be able to see only the
sternlight of that vessel but neither of her sidelights.
C. When a vessel is in any doubt as to whether she is overtaking
another, she shall assume that this is the case and act
accordingly.Discussion : **It is sometimes difficult to determine
whether a vessel is coming up from a direction of 22.5 degrees
abaft the beam of another vessel to accurately judge if overtaking
or not specially during daytime when running lights can not be used
as reference. In this case, if a doubt exist, the vessel shall
assume that she is the overtaking vessel and keep out of the
way.
D. Any subsequent alternation of the bearing between the two
vessels shall not make the overtaking vessel a crossing vessel
within the meaning of these Rules or relieve her of the duty of
keeping clear of the overtaken vessel until she is finally past and
clear.Discussion : ** The obligation of an overtaking vessel will
not change as time passes even if there is an alteration of bearing
between two vessels. An overtaking situation will never change to a
crossing situation. Hence, the overtaking vessel will not be
relieved of her duty to keep clear until she has finally passed
clear of other vessel.
Points to remember in an overtaking situation: (1) When
overtaking, keep out the way of the vessel being overtaken until
she is finally passed and cleared (2) Overtake with a safe
distance. If too close , risk of collision might exist due to
absorptive interaction between vessels. (3) Avoid crossing ahead of
vessel being overtaken until she is finally past and clear. (4) If
there is insufficient sea room for overtaking, give up overtaking.
(5) Provided that there is enough sea room overtake the other
vessel on her portside so as not to impede her movement in case she
has to alter course to starboard to avoid another vessel in
close-quarter situation (6) In narrow channel and fair way. a.
Overtake other vessel on portside, in a wide and straight area of
channel, and when clear of traffic heading the opposite direction.
b. Do not overtake other vessel when nearing a bend or in an area
of channel or fairway where other vessels may be obscured by an
intervening obstruction. c. When overtaking other vessel on her
port side, do not impede the passage of opposing traffic. d. In an
overtaking situation, in a narrow channel or fairway, both
overtaking vessel and vessel being overtaken must take action in
accordance with Rule 9 (e) for safe passing. (7) A power- driven
vessel overtaking a sailing vessel must decide to pass on the
leeside or weather side according to the situation.
Rule 14 - Head-on Situation A- When two power-driven vessel are
meeting on reciprocal or nearly reciprocal course so as to involve
risk of collision each shall alter her course to starboard so that
each shall pass on the port side of the other.
1. Vocabulary : Reciprocal - Opposite direction; as in North and
South. 2. Discussion : (i) Again, this Rule adopted the basic
principle of "passing port to port and alter to starboard (ii) One
important factor to consider is that at "head-on situation where
two vessels are approaching each other at the rate equal to the sum
of their speeds, a resulting collision will have a big damaging
effect for both vessels. (iii) Since both vessels are approaching
each other at a very fast rate, there is an urgency for both
vessels to take action. Any action therefore should be positive,
taken at ample time, and with a safe, passing distance. iv) Both
vessels may sound the appropriate signals according to Rule 34 (
voluntary ). Notwithstanding the above, where a power-driven vessel
is involved in a "Head-on Situation, under Japanese Rule the
following still holds priority over Rule 14. 1. In narrow channel,
fair way or traffic lane, a power-driven vessel have to keep out
way of vessel engage in fishing. but fishing vessel shall not
impede the safe passage of other vessel navigating along narrow
channel, fair way or traffic lane. ( Japanese Rule 9-3, I0-7)
2. A power-driven vessel 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.(
Japanese Rule 18-1 ) Note : Under Japanese Rule, when a
power-driven vessel and a vessel engaged in fishing comes into a
"head-on situation', Rule 18-1 applies and not Rule 14. 3. A vessel
engaged in fishing shall keep out of the way of : i) A vessel "not
under command"; ii) A vessel " restricted in her ability to
maneuver "
B. Such a situation shall be deemed to exist when a vessel sees
the other ahead or nearly ahead and by night she could see the
mast-head lights of the other in a line or nearly in a line and/or
both sidelights and by, day she observes the corresponding aspect
of the other vessel.Click to see what is Assumed as Head On
Situation:
The following may not be assumed as head on situation : 1. When
both vessels see each other at opposite direction , can see each
other's red sidelight (portside aspect at daytime ) but not each
green light. 2. when both vessels see each other at opposite
direction, can see each other's green sidelight ( starboard side
aspect at daytime ) but not each red sidelight.
3. When vessel see the other vessel ahead or nearly ahead but
can only see her red sidelight. 4. When vessel see the other vessel
ahead or nearly ahead but can only see her green sidelight. 5. When
vessel see both sidelights of other vessel but not ahead or nearly
ahead.
C. When a vessel is in any doubt as to whether such a situation
exists she shall assume that it does exist and act
accordingly.Discussion: ** It is often difficult to precisely
define a "head-on situation". Nevertheless, the Rule Tells you that
in case of doubt assume that a risk of collision exist and act
accordingly By executing a reflex action of "right rudder" Rule 14
(A). ** The emphasis of the Rule is that there is neither a
"give-way nor a " stand on" vessel. Both vessels has an equal
obligation to keep clear. ** As always, the correct action in a "
head-on situation" shall be altering course to starboard in order
to pass port to port. The illustration below shows the result of
different judgments and actions by both vessels. ( a ) Fortunately,
in spite of difference in judgement both vessel pass clear of each
other as a result of starboard alteration- ( I ) ( 2 ) ( 3 ) ( 5 )
( b ) Unfortunately, both vessels runs a risk of collision as a
result of port alteration (4)(6). In cases (4) and (6), large
alteration of course by both vessels is necessary to avoid an
impending collision.
Rule 15 Crossing situation 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 and
shall, if the circumstances of the case admit, avoid crossing ahead
of the other vessel.
Discussion : ** Again, this Rule adopted the basic navigation
principle of "passing port to port. It advises against crossing
ahead of the "stand-on" vessel, but if forced by circumstances,
shall do so with a safe distance from the said vessel. If safe
distance is not possible, reducing speed will be a more appropriate
action.(1) Altering to starboard is most effective when cross angle
0 is large. (2) Altering to starboard and reducing speed is most
effective when cross angle 0 is about 90 degrees. (3) Rudder to
port is done when cross angle 0 is small and when there's
insufficient sea room for altering to starboard. (turn around
vessel to pass astern of other vessel). Click to see illustration!
** vessel altering course and/or using the engine shall give the
appropriate sound or light signal.
Case Presentation: Risk of collision while moving astern with
engine under a stern propulsion.Not withstanding the foregoing
Rules, Under Japanese Rule, where a power-driven vessel is involved
in a " crossing situation ", the following still holds priority
over Rule 15: 1. At narrow channel, fair way or traffic lane,
vessel keep out of the way of vessel Engaged in fishing, but
fishing vessels shall not impede the safe passage of other vessel
Navigating along a narrow channel, fairway or traffic lane.( Japan
Rule 9-3, 10-7) 2. Vessel shall keep out of the way of a) A vessel
not under command; b) A vessel restricted in her ability to
maneuver; c) A vessel engaged in fishing; d) A sailing vessel. (
Japan Rule 18-1) 3. Vessel engaged in fishing shall keep out of the
way of a) A vessel not under command; b) A vessel restricted in her
ability to maneuver; Note: When a power driven vessel and a vessel
restricted in her ability to maneuver come into a crossing
situation Rule 18-2 applies and not Rule15.
Rule 16 Action by Give-way Vessel Every vessel which is directed
to keep out of the way of another vessel shall, so far as possible,
take early and substantial action to keep well clear.
Discussion: ** As mentioned elsewhere in the Rules, the action
of a "give-way" vessel shall be: 1. 8-(a) be positive 4. 8-(d) with
safe distance 2. 8-(a) in ample time 5. 8-(e) to slacken speed or
take all way off 3. 8-(b) large enough Vessels directed to keep out
of the way : 1. Sailing vessel (Rule 12-(i)) 4. Over taking vessel
(Rule 13) The vessel who has the wind on port sides 5. Crossing
vessel( Rule 15) shall keep out of the way of vessel has the The
vessel who see the other vessel on wind on starboard side. Her
starboard side. 2. Sailing vessel (Rule 12-(ii)) 6.
Responsibilities between vessels (Rule 18-(a)) When both vessels
have the wind on same A power driven vessel shall keep out of the
side, vessel on windward shall keep out of way of; vessel not under
command restricted The way the other which is to leeward. ability
of maneuver, engaged in fishing, 3. Sailing vessel (Rule 12-(iii))
sailing vessel. When a vessel with the wind on port side 7. Sailing
vessel shall keep out the way of sees the other to windward but can
not vessel not under command, restricted in her Determine whether
the other vessel has ability to maneuver, and engaged in fishing.
the wind on the port or starboard side. ( Rule 18(b)):
8. Vessel engaged in fishing shall keep out of the way of vessel
not under command and Restricted in her ability to maneuver(. Rule
18 ( c )):
Rule 17 Acton by stand-on Vessel A- (i) Where one of two vessel
is to keep out of the way the other shall keep her course and
speed1. Discussion: ** In all cases of vessel encounters the
"give-way" vessel is always obligated by the rule to keep out of
the way. She can therefore maneuver anytime she want, more easily
and effectively than the "stand-on" vessel. On the other hand, the
'stand-on, vessel is also required to keep her course and speed to
assist the other vessel in fulfilling her obligation to keep clear.
** While both vessels are required by the Rule to take a different
action, their responsibilities are equal and each one's obligation
is no less important than the other. The following may also be
interpreted as action by stand-on vessel : 1. Altering course to
starboard to navigate near the starboard limit of a narrow channel
or fairway. 2. Reducing speed for vessel approaching the entrance
to harbor or narow channel. 3. Reducing speed or altering course to
avoid an obstruction. 4. Unavoidable speed reduction and yawing due
to strong wind and heavy swell.
2. Vocabulary: "stand-on vessel"-The privileged vessel that has
the right of way according to the Rules. "give-way vessel"-The
burdened vessel that should keep out of the way. Yawing - To
deviate irratically from side to side of a course.
(ii) The latter vessel may however take action to avoid
collision by her maneuver alone, as soon as itl becomes apparent to
her that the vessel required to keep out of the way is not taking
appropriate action in compliance with these Rules.
1. Discussion: ** The difficulty and anxiety is always borne by
the "stand-on" vessel if the other vessel fails to do her duty to
avoid a possible collision. ** The , stand-on" vessel may take
whatever action which she believe is necessary to prevent collision
in accordance with Rule 17 (b). However, before taking any action,
she must first agree to "stand-on" ( keep her course and speed ).
** Initially, the "stand-on" vessel must first keep a close watch
on the action of the "giveway vessel, and in case of doubt to
immediately express such doubt by giving the appropriate sound or
light signals as mentioned in Rule 34(d)(warning signals) or Rule
36 (signals to attract attention). ** Any action taken by the
"stand-on" vessel will not relieve the "give-way" vessel of her
obligation to keep clear. 2. Vocabulary : Latter - The second of
the two vessels Borne - Carry, suffer or endure Anxiety -
Uneasiness, distress arising from fear of what may happen
B. When, from any cause, the vessel required to keep her course
and speed finds her self so close that collision cannot be avoided
by action of the give-way vessel alone, she shall take such action
as will best aid to avoid collision.Discussion : ** The Rule warns
of danger when the "give-way" vessel neglects her duty to keep
clear. So that, in the event of an imminent danger, where the
action of the "give-way" vessel alone will not be enough to avoid a
collision, the Rule compels the 'stand-on' vessel to take whatever
"action as will be best aid to avoid a collision. ** Any action
taken by the "stand-on" vessel to avoid collision must be in
accordance with the observance of good seamanship. i. e. alter
course, stop engine, full astern and/or use anchor. A review of
actions to be taken by "stand-on"' vessel: 1. keep course and
speed; 2. Closely watch the action of "give-way" vessel; 3. Take
action to avoid collision when it is clear that "give-way" vessel
is not taking the appropriate action. ( If crossing situation,
avoid altering course to port) 4. Take action as will best aid to
avoid collision when it is judge that collision cannot be avoided
by the action of "give way" vessel alone.
Risk of collision at Way point (point where course will be
altered). In this illustration, it is clear that action should be
taken by both vessels to avoid a collision. This shall be: vessel A
: Alter course to starboard vessel B : Keep present course and
speed. and after passing clear of each other, vessel A to resume
course and vessel B alter course vessel B shall avoid to alter
course at planned point to avoid risk of collision.
C. A power-driven vessel which takes action in a crossing
situation in accordance with sub-paragraph A-(ii) of this Rule to
avoid collision with another power-driven vessel shall, if the
circumstances of the case admit, not alter course to port for a
vessel on her own port side.Discussion: **The Rule advises
"stand-on" vessel not to alter course to port for vessel on her own
portside when taking action to avoid a collision. The reason for
this is that there is always possibility that the "give-way" vessel
will alter course to starboard at the last moment.
D. This Rule does not relieve the give-way vessel of her
obligation to keep out of the way.
Discussion : ** It is a fact that if the "give-way" vessel would
be prompt enough to comply with Rule 16 (action by give-way vessel)
there is no need for the "stand-on" vessel to take action to avoid
collision. ** the main point of the Rule therefore is that the
"give-way vessel remains obligated to keep clear even if the
"stand-on" vessel took action to prevent a collision.
Rule 18 Responsibilities between vessels Except where Rules 9,
10, and 13 otherwise require : A. A power-driven vessel underway
shal 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
Discussion : 1. Rule 9 (narrow channel), Rule 10 (traffic
separation schemes) & Rule 13 (overtaking) take precedence over
the priorities listed in this Rule. 2. Under Japanese rule, the
following are given priority over Rule 18 A , where Rules 9-2, 9-3,
10-6, 10-7, 13 of Japan Maritime Safety Laws and Regulations are
involved: 9-2 A Power-driven vessel underway (except vessel engaged
in fishing) shall keep out of the way of sailing vessel at narrow
channel, etc. However, this does not mean that the sailing vessel
may impede the passage of a power-driven vessel which can navigate
only within the narrow channel- etc. 9-3. A vessel underway (Except
a vessel engaged in fishing )shall keep out of the way of a vessel
engaged in fishing in a narrow channel, etc. However, this does not
mean that the vessel engaged in fishing may impede the passage of
any other vessel navigating within the narrow channel, etc. 10-6 A
Power-driven vessel shall keep out of the way of a sailing vessel
in Traffic Separation Scheme (TSS). However, this does not mean
that the sailing vessel may impede the safe passage of a
power-driven vessel proceeding along the TSS. 10-7 A Power-driven
vessel shall keep out of the way of a vessel engaged in fishing in
Traffic Separation Scheme (TSS). However, this does not mean that
the vessel engaged in fishing may impede the safe passage of the
power-driven proceeding along the TSS. 13. Any vessel overtaking
any other vessel shall keep out ofthe vessel being overtaken until
she is finally past and clear.
3. Certain classes of vessels such as vessels
"not-under-command" or vessels whose types of works restrict their
ability to maneuver are granted certain privileges by the Rules. A
list is established in relative degree of privilege from the
highest to the lowest. In most cases vessels "not-under-command"
may appear to have priority over vessels restricted in her ability
to maneuver" because the situation usually involves some engine
failure. However, nowhere in the Rule is a vessel
"not-under-command" specifically addressed as t her rights and
responsibilities with regard to a "vessel restricted in her ability
to maneuve or vice-versa. These situations are not specifically
covered by the Rules & not automaticall considered to be one of
special circumstances".
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
Discussion: **The words "so far as possible" may mean that
vessel engaged in fishing, because of her fishing gears, may
sometimes be restricted in her ability to maneuver. Under this
Circumstances, it may be difficult for her to avoid the vessels
mentioned in the Rule.
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 impending the safe passage
of a vessel constrained by her draught, exhibiting the signal in
Rule 28. (ii) A vessel constrained by her draught shall navigate
with particular caution having full regard to her special
condition.
Discussion: 1. The rule recognizes th e difficulties and
confinements of a vessel navigating with small bottom clearance(
constrained by her draught). It gives advise to navigate with
particular caution considering the limited sea room where she can
safely maneuver. The Rule also grants certain privileges to vessel
"constrained by her draught, so that, if circumstances of the case
admits, other vessels (except " vessel not under command, and
"restricted in her ability to maneuver" ) may take action to
provide wide berth for her safe passage. 2. Rule 28 - Lights and
shapes displayed by vessel "constrained by her draught": (1) 3
all-round red lights in a vertical line at place where is best be
seen. (2) a black cylinder at place where is best seen 3.
particular caution refers to standing by of engine, safe speed,
posting proper look-out, carrying the prescribe lights and signals,
etc.
4. Vessels "not under command" and "restricted in her ability to
maneuver, may appear to have priority over vessel "constrained by
her draft'. However, while the two former vessels are not obliged
to keep out of the way of the latter vessel, there is nowhere in
the Rules that says the latter vessel shall keep out of the way of
the two former vessels. These situations are not specifically
covered by the Rules. Perhaps, owing to the fact that all three
vessels are granted special privileges by the rules and have their
own specific difficulties. Hence, when vessels "constrained by her
draft", "restricted in her ability to maneuver, and not-under
command meets each other, each vessel shall take action to avoid
collision according to Rule 8 ( action to avoid collision). And
whoever has the most superior maneuvering capabilities shall keep
out of the way. In this situation, there is neither a give-way" nor
"stand-on" vessel.
E. A seaplane on the water shall, in general, keep well clear of
all vessels & avoid impeding their navigation. In
circumstances, however, where risk of collision exists, she shall
comply with the Rules of this part.
Discussion: ** Because of her advantage of being able to
navigate in the air as well as on the water, a seaplane is required
by the Rule to keep clear of all sea crafts and avoid impeding
their passage. To " comply with the Rules of this part " means that
she shall take action as vessel according to Section II ( Conduct
of vessels in sight of one another ) of the Rule.
** F. (i) 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. (ii) A WIG craft operating on the
water surface shall comply with the Rules of this part as a power
driven vessel.
Section III- Conduct of vessels in Restricted Visibility Rule 19
Conduct of Vessels in Restricted Visibility A. This Rule applies to
vessels not in sight of one another when navigating in or near on
areas of restricted visibility.Discussion: 1. As a study guide, it
maybe helpful to consider this Rule along with Rule 35 which deals
with sound signals in restricted visibility. 2. "in or near on area
of restricted visibility" means that the Rule apply not only when
Vessel is actually within a fog bank (i.e. also in snow, smoke,
rain etc) and cannot see "out" but also when a vessel is outside a
fog bank, possibly running in clear weather, but is unable t o see
a vessel obscured in the fog bank. 3. Although vessels are in
restricted visibility but able to see each other at close range,
the Rules in Section II applies and not Section III.
B. Every vessel shall proceed at a safe speed adapted to the
prevailing circumstances and conditions of restricted visibility, A
power-driven vessel shall have her engines ready for immediate
maneuver.Discussion: 1. The three factors for considering "safe
speed" are: 1) The existing visibility 2) The density of traffic
and 3) The maneuverability of your own vessel. Should any of these
Conditions be less satisfactory, our vessels speed must be
adjusted. Safe speed" is also Defined in Rule6 .
2. Record shows that most of maritime accidents occurring in
restricted visibility are caused by failure to control speed or
excessive speed and too much reliance on electronic navigational
aids (radar equipment). Thus, visual assessment should not be taken
for granted as this can never be substituted by information derived
from Radars 3. When navigating in restricted visibility, there is
always possibility that small vessel or object will only be
detected b y radar at close range. Vessels must therefore be ready
to conduct an immediate maneuver and keep her engines on
"standby.
Vocabulary: Adapted to - To make more suitable Prevailing
circumstances and conditions - Conditions of visibility that exist
at the time. Restricted visibility - Any condition in which
visibility is limited by fog, mist, rain, snow, etc. or any other
similar circumstances (describe in Colregs 3 (1)
C. Every vessel shall have due regard to the prevailing
circumstances and conditions of restricted visibility when
complying with the Rules of Section I of this part.
Discussion : **The Rule is a reminder to consider existing
visibility conditions when stationing lookouts, setting your "safe
speed", evaluating the risk of collision, taking evasive action,
and determining your conduct in narrow channels and in areas under
Vessel Traffic Supervision( VTS). **When navigating in a narrow
channel in restricted visibility, keep as near as possible to the
outer limit which lies on your starboard side of the channel.
However, also consider whether or not your vessel can safely
navigate in such restricted visibility. If in doubt, it will be
wise to wait until visibility clears.
D. A vessel which detects by radar alone the presence of another
vessel shall determine if a close-quarters situation is developing
and/or risk of collision exists. If so, she shall take avoiding
action in ample time, provided that when such action Consists of an
alteration of course, so far as possible the following shall be
avoided (i) an alteration of, course to port for a vessel forward
of the beam, other than for a vessel being overtaken. (ii) an
alteration of course towards a vessel abeam or abaft the beam.
STARTHave you detected a ship with radar alone?
No
So, is the ship In sight?
Ye sClosequarter situation developing, or Risk of collision?
Ye sRule 19 does not apply. Follow the rules for COLREGS section
II ships in sight
Ye s
Rule 19 apply, you need to take avoiding action! Check direction
to the other ship!
Rule 19 apply, you need to take avoiding action! Check direction
to the other ship!
OKIs the other ship forward of abeam? Yes Are you overtaking it?
YesTake avoiding action! For a ship forward of abeam that you are
overtaking, there are No turning restrictions from rule 19! Take
avoiding action! For a ship forward of abeam, and you are not
overtaking it
No
Take avoiding action, For a vessel abeam or abaft the beam
Avoid turning towards it!
No
Avoid turning to port!
STCW-95
Discussion : 1. Close Quarter Situation" may be describe as 2-3
miles in restricted visibility and 11.5 miles in good visibility.
(See also Rule 8c) 2. The Rule demands a positive approach to the
use of radar. Consequently, if you detect a vessel by radar, you
must determine by long range scanning, by radar plotting or by
"equivalent systematic observation" (According to Rule 7(b)) if
a-closequarters situation or the risk of collision is developing.
If a dangerous situation develops, you must take appropriate steps
to avoid collision or a close-quarter situation. When taking action
by alteration of course and speed it shall be in ample time (Rule
8-A) and be large enough to be readily apparent (Rule 8-B) 3. Rule
19 D (i) and D (ii) This Rule describe clearly how & what
action to take when a close-quarters situation or a risk of
collisio