Beruflich Dokumente
Kultur Dokumente
I still remember the condition that was put by our first chief
officer for us to enter wheelhouse and keep a watch with him.
The condition was that we should know each rule of the
road word by word. 18 years later, while writing this post I realize
how appropriate his condition was.
Rules of the road are divided into Five parts. These are
Part A: General
Part E: Exceptions
Recently in January 2016, there is another part (Part F) that has been added in the
COLREG. This part deal with the verification of compliance which is not directly
related to the seafarers.
Rules of part B are further divided into 3 parts based upon the state of visibility.
While all the rules are important, rules under part B (Steering and sailing rules) are
the one that each seafarer must know at all the times. Here We will discuss some of
the rules
If I want my ship staff to follow only one rule, I would ask them to follow rule
number 5. In my opinion this is the most important rule in the entire COLREG. All
other rules are based on the fact that we are aware of our surrounding. But if we
fail to keep a proper look out, we would not be able to apply other rules too.
All this rule asks the watch keepers is to be vigilent by keeping their eyes and ear
open. It emphasizes on three things
1. By sight and hearing. Which off course means that watch keeper need to keep look
out not only by sight but also by hearing. By hearing means continuously listening
to VHF and distress frequencies as well as any sound signal.
2. By all available means. This means that a watch keeper need to use all resources
available to keep a look out. These resources can be VHF, AIS, Radar and ECDIS
to name a few.
3. Appraisal of situation and risk of collision. This should be the ultimate target of the
watch keeper to keep a look out. A watch keeper need to look out to find any risk
of collision with any vessel. Also the watch keeper should know the present
situation he is in. He should also be proactive in assessing the situation he would
be in after sometime. For example, he should take into account the general traffic
route (such as in TSS) which may have the other ship alter her course much before
TCPA.
A good look out by sight, hearing, Radar and other available means will not miss
out any targets. The next important factor of a good watch keeping is to determine
if risk of collision exists.
Appreciable change means that change in compass bearing by 2-3 deg would not
mean that there is no risk of collision.
Rule 7 also warns the watch keepers about the assumption made on scanty
information specailly scanty radar information.
The words Scanty information means small or insufficient information. That means
the watch keeper must not assume that there is no risk of collision based upon
insufficient information. Insufficient information may include
Assuming no risk of collision basis radar showing 0.3~0.5 NM CPA. Watch keeper
should not assume that CPA shown in radar is always accurate.
Assuming no risk of collision for a vessel at long range (more than 12 NM) on
radar. CPA shown on radar for a target at long range will often have error. While
Colregs recommend long range scanning on radar, assuming no risk of collision for
targets at long range can be risky. 6~8 NM is a good range for assessing risk of
collision. Even for targets at 6~8 NM range with no risk of collision, watch keeper
need to keep monitoring until these have passed clear.
Safe speed is the most mis-undertood rule in Colreg. Let me ask a question. Which
of these two vessels in Singapore strait at same location are proceeding at safe
speed
A container vessel moving at 16 knots or
If I have to choose one, for me the container vessel moving at 16 Knots is moving
at safe speed. Isnt it interesting to say that a vessel proceeding at higher speed is
safer speed ? If you understand why I chose container vessel as proceeding at safer
speed, most likely you already understand this rule.
Container vessel is not proceeding at sea speed and has her engine ready for
immidiate manoever. Whereas bulk carrier is proceeding at sea speed and would
need some notice before they can reduce speed.
All the factors mentioned in the Colreg rule number 6 either affect target detection
or the effectiveness of the avoiding action.
Rule 18: Responsibilities between the vessels
While this is a simple rule which list down the vessels in order of priority,
sometimes we can get it wrong. I have seen watch keepers getting irritated with the
fishing vessels impeding their passage. We must know that it is power driven
vessel who has to keep clear of the fishing vessel and not the other way around.
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.
This rule is simple. In a crossing situation with risk of collision, if you have a
vessel on your starboard side, you are the give way vessel. In same situation if you
have a vessel on your port side, you are the stand on vessel.
This rule also guides about what action a give way vessel need to take to avoid risk
of collision. It asks the give way vessel to avoid crossing ahead of the other vessel.
More often this can be achieved if the give way vessel alter her course to starboard.
But can the give way vessel alter her course to port ? The rule uses the words If
the circumstances of the case admit. Which means that if the circumstances do
not allow, the give way vessel can in deed cross ahead of the other vessel by
altering her course to port. These circumstances can be when
there are number of vessels on the starboard side of the give way vessel. In this
case altering her course to avoid one situation can lead to another close quarter
situation.
There are number of navigational hazards on the starboard side of the give way
vessel. In this case altering her course to starboard can lead her to danger.
While rule no 15 does not prohibit altering course to port, this should only be done
if it is completely unavoidable. And if you are passing ahead of the other vessel,
you should not do this in the last minute. This should be done well in time and
your intentions should be known to the other vessel.
This is the easiest rule in the Colreg but a must know by all watch keepers. When
in head on situation, each vessel alter her course to starboard side. It is as easy. A
little trick however is in the definition of the head on situation. For example in rule
14, pay attention to the words Reciprocal or nearly reciprocal, ahead or nearly
ahead and in line or nearly in line.
These three terms are what differentiate head on situation from crossing situation.
But what does nearly means ? Or rather how many degrees nearly means ?
Nearly is again a very relative term. For example if you are on a course of 000
Deg, what would be the limit of nearly reciprocal course of target vessel ?
178 Deg, 175 Deg or 170 Deg ??
Frankly it would be a challenge for anyone to answer that question. But we do not
need to know the answer. Whenever you are in any doubt if it is head on situation
or crossing situation, you need to assume that it is head on situation. Why ?
Because rule no 14 (c) says so.
When we were appearing for 2nd mates competency exams, there was this one
COLREG question that was hot cake.
A NUC (Not under command) vessel is overtaking your vessel (power driven
vessel) with risk of collision. Who is the give way vessel and what action you
would take ?
Many would be tricked by this question with the presence of NUC vessel. Many
would think that NUC vessel has some limitations and we would need to keep
clear of the NUC vessel.
We may even apply Rule no 18 (responsibilities between vessels) to support our
belief that NUC vessel is the stand on vessel. The answer to the question lies in the
first sentence of the rule 13 (overtaking situation) which says
Not withstanding anything contained in the rules of part B section I and II..
In simple word this one sentence means that it does not matter what other rules in
part B section I and II say, this rule takes the priority. Rule 18 falls under part B,
section I and II and so for overtaking situation it does not apply.
So as per rule 13(b), See below difference between an overtaking situation and a
crossing situation. Do you agree ?
Everything seem alright upto this point. But any vessel which is crossing from
abaft the beam may have been in the overtaking zone at some point of time.
In our example, see what would have been the situation few minutes earlier. So is
this an overtaking situation or crossing situation ??
I mean what is the time when we need to make the assessment if the another vessel
is 22.5 degree abaft the beam or not ?
Overtaking rule falls under Section II of Part B When in sight of one another.
The visibility of stern light is 3 miles. So we need to need to assess the situation at
3 miles. We do not need to wait till the vessels are at 3 NM distance but we can
make the assessment if at 3NM the other vessel will be 22.5 deg abaft the beam or
not.
But as the rule 13(c) points out, if the overtaking vessel in doubt she need to
assume that this is overtaking situation.
Situation where target is detected by radar alone and risk of collision exists.
In this situation, action to avoid risk of is also divided into two situations
For target vessel forward of the beam, alternation of course to port need to be
avoided, other than vessel being overtaken.
For target vessel abeam or abaft the beam, alternation of course towards the vessel
need to be avoided.
Lets see each situation and action that we are required to take.
Situation where sound signal is heard
Watch keeper need to worry about the fog signal heard forward of the beam. In
case a fog signal is heard forward of beam, we should reduce our speed. If we
think that risk of collision still exists, we should reduce speed further upto where
vessel can be kept on her course.
Visibility is around 2NM and on your radar screen you plot a vessel which is head
on at 6NM on reciprocal course. Would you take action as per rule 19 (restricted
visibility) or as per rule 14 (head on situation) ? I bet your answer is rule no 19.
Assuming both vessels did not take action and now the vessel is at 2.5NM and you
could see the vessel visually. The vessel is still on collision course. Now will you
take action as per rule 19 or rule 14. Remember we are still in area of restricted
visibility where visibility is around 2NM. This one is tricky and we will come to
the answer later.
Another situation is that in one part the visibility is 2NM and another part the
visibility is 5NM. Will you apply the rule 19 or rules under in sight of one
another.
Well, I have asked enough questions. But I asked all the questions in one go
because all these questions have one answer.
And the answer is it does not really matter if you will apply rule no 19 or other
rules. Actions required under rule 19 does not contradict actions as per other rules.
Let us assume that in restricted visibility, when in head on situation at 2NM both
vessel take action as per different rules. That is you take action as per rule 19 and
target vessel take action as per rule 14.
So what will be action by both vessel. If you notice action as per rule no 19 will be
Not to alter course to port. And action as per rule 14 will be Alter course to
starboard.
Conclusion