2018

COLREGS 1
(Collision Regulations)
2/O WILLIE TULIAO
Instructor

“Interpretation and correct application of the collision

avoidance regulations with regards to a given situation”
O/S DEVE GUIRIT

BATCH 68 2ND BLOCK | 19 FEBRUARY 2018

 ABSTRACT

The count of maritime collisions increases yearly even with using assistant
technologies like Automatic Radar Plotting Aid (ARPA) and Automatic Identification System
(AIS). Several approaches for collision avoidance have been introduced in the maritime
domain to improve maritime safety. In addition to purely physical aids to navigation (e.g.
lighthouses and buoys), information and communication technology have evolved.

This paper describes a literature review on a given maritime collision situation for
checking their COLREGs coverage in all situations mentioned in COLREGs such as conduct
of vessels in sight of one another or in restricted visibility. Gaps are identified and solutions
are proposed. A structured review is discussed in this paper to address each COLREGs
rule/set of rules and to present approaches, methods and techniques considering the
corresponding rules.
 INTRODUCTION

Collisions are among the highest profile of all maritime accidents. The number of
collisions and their cost, in personal and financial terms, has increased in recent years and
‘human error’ seems to be the only common factor.

Collisions should not happen but they do; sometimes with disastrous consequences.
Proper application of the International Regulations for Preventing Collisions at Sea 1972
(COLREGs) by every watch keeper on every vessel is the only way to reduce the risk of
collision. Indeed, if the regulations are followed to the letter, then a collision should never
occur. Today’s watch keeper is required to gather, understand and appraise information from
a range of sources; from sophisticated radar, automatic radar plotting aids (ARPA), electronic
chart display and information systems(ECDIS), automatic identification systems (AIS) and
global positioning systems (GPS) to compass bearings, visual sightings and sound signals.
This information is the starting point of a decision making process and the watch keeper
must then apply the COLREGs to the factual situation in order to identify the correct steps
leading to the correct outcome.
Figure 1: Project Scenario

GENERAL INFORMATION:
 Date and time - 1124 local time on the 12th of August 2015

Visibility - 12 nm

Weather - partly overcast

Sea- no swell

Wind - North West

Beaufort – 2-3 (moderate sea)

Relative humidity - 73% at 1018.9 hPa

Air temp. - 23.5⁰C

OWN SHIP

Reefer ship: 320000 cbf

L.O.A: 165m B.O.A: 20.2m

Draught: 7.60m

Course: 029⁰

Speed: 15.3 knots (slow steaming)

Bridge team during the time of scenario: 1 x OOW

VESSEL A

Container ship: 2500 TEU

L.O.A:232m B.O.A:28.6m

Draught: 9.80m

Course: 210⁰ Speed: 16.7 knots (ECO speed)

Bridge team during the time of scenario: 1 x OOW & 1 AB as look out

VESSEL B
 Bulk Carrier-gearless: 120000 mt

L.O.A: 238.5m B.O.A: 30.4m

Draught: 11.5m

Course: 025⁰ Speed: 12.9 knots (slow steaming)

Bridge team during the time of the scenario: 1 x OOW

VESSEL C

Container ship: 850 TEU

L.O.A: 132m B.O.A: 18.3m

Draught: 7.5m

Course: 268⁰ Speed: 14.9 knots (ECO speed)

Bridge team during the time of the scenario: 1x OOW & Master

VESSEL D and E

Fishing Trawler in trawling operation

L.O.A: 45.3m B.O.A: 9.2m

Draught: 5.3m Course: 100⁰ Speed: 3.8 knots

Bridge team during the time of the scenario: Master

ENTERPRETATION OF THE SITUATION FOR EACH SHIP

OWN SHIP

 Head on with a container vessel A as stated in paragraph (a) Rule 14

 Give way vessel in an overtaking situation with Bulk Carrier vessel B as stated in paragraph
(b) Rule 13
 Give way vessel in a crossing situation with the container vessel C as stated in Rule 15
 Give way vessel to a trawling vessels D and E as stated in paragraph (a) Rule 18

VESSEL A

 Head on with own ship as stated in paragraph (a) Rule 14

 Give way vessel to a trawling vessels D and E as stated in paragraph (a) Rule 18
 Stand on vessel to a crossing situation with container vessel C stated in Rule 15
 VESSEL B

 Stand on vessel or vessel being overtaken to an overtaking situation with own ship as stated
in paragraph (b) Rule 13
 Give way vessel in a crossing situation with the container vessel C as stated in Rule 15
 Give way vessel to a trawling vessels D and E as stated in paragraph (a) Rule 18

VESSEL C

 Stand on vessel both to own ship and Bulk Carrier vessel B in a crossing situation as stated
in Rule 15
 Give way vessel to a trawling vessels D and E as stated in paragraph (a) Rule 18
 Give way vessel to a crossing situation with container vessel A as stated in Rule 15

VESSEL E and D

 Stand on to all vessels as stated in paragraph (a) Rule 18

Situation Illustration:

Figure 2: Figure 3:

Vessel C
Vessel A

Own ship Own ship

Figure 4: Figure 5:
 Vessel D

Vessel B

Own ship
Vessel E
Own ship

Own Ship

 Own ship having a course almost reciprocal to the course of vessel A can be considered a
head-on situation (see figure 2) as stated in paragraph (a) Rule 14.

(a). When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses 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.

 Own ship as a give way vessel in a crossing situation (see figure 3)shall keep out of the way
of vessel in her starboard side which is the stand on vessel C as stated in Rule 15.
(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.)

 Own ship as an overtaking vessel(see figure 4)must keep out of the way of vessel B since
she is coming in a direction approximately more than 22.5 degrees abaft beam of vessel B,
a vessel being overtaken as stated in paragraph (a) and (b) of 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.
(b). A vessel shall be deemed to be overtaking when coming up with another vessel
from a direction more than 22.5 degrees abaft her beam, that is, in such a 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.

 Own ship as a power driven vessel shall keep out of the way of a fishing trawler (see figure
5)in operation as stated in paragraph (a) Rule 18.
(a). A power-driven vessel underway shall keep out of the way of:
(i). a vessel not under command;
(ii). a vessel restricted in her ability to manoeuvre;
(iii). a vessel engaged in fishing;
(iv) a sailing vessel.

VESSEL A

 Container vessel A is following the Rule 5 in having an AB on the bridge as look out
(Every vessel shall at all times maintain a proper look-out by sight and hearing as
well as by all available means appropriate in the prevailing circumstances and
conditions so as to make a full appraisal of the situation and of the risk of collision.)
 Container vessel A having a course almost reciprocal to own ship course can be considered
a head on situation (see figure 2)as stated in paragraph(a)Rule 14
(a.) When two power-driven vessels are meeting on reciprocal or nearly reciprocal
courses 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.)
 Container vessel A as a give way shall keep out of the way of a fishing trawler in operation
as stated in paragraph (a) Rule 18

(a). A power-driven vessel underway shall keep out of the way of:
(i). a vessel not under command;
(ii). a vessel restricted in her ability to manoeuvre;
(iii). a vessel engaged in fishing;
(iv) a sailing vessel.
 Container vessel A as a stand on vessel to a crossing situation with container vessel C shall
keep her course and speed. She can also take action if case the give way vessel is not taking
 action or the action taken is not sufficient to avoid close quarter situation as stated in
paragraph (a) and (b) Rule 17

(a). (i). Where one of two vessels is to keep out of the way the other shall keep her course and
speed.

(ii). The latter vessel may however take action to avoid collision by her
manoeuvre alone, as soon as it becomes apparent to her that the vessel required to
keep out of the way is not taking appropriate action in compliance with these Rules.
(b). When, from any cause, the vessel required to keep her course and speed finds
herself so close that collision cannot be avoided by the action of the give-way vessel
alone, she shall take such action as will best aid to avoid collision.

VESSEL B

 Bulk Carrier vessel B as a stand on vessel in an overtaking situation with own ship as the
overtaking vessel or give way vessel (see figure 4) since own ship is from a direction
approximately 22.5 degrees abaft beam of vessel B and has a greater speed as stated in
paragraph (b) Rule 13.

(b. A vessel shall be deemed to be overtaking when coming up with another vessel from a
direction more than 22.5 degrees abaft her beam, that is, in such a position with reference to the
vessel she is overtaking, that at night she would be able to see only the stern light of that
vessel but neither of her sidelights.)

 Bulk Carrier vessel B as a give way vessel in a crossing situation(see figure 3) shall keep
out of the way of vessel in her starboard side which is the stand on vessel C as stated in
Rule 15.
(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.)
 Bulk Carrier vessel B as a power driven vessel shall keep out of the way of a fishing trawler
in operation as stated in paragraph (a) Rule 18.
(a). A power-driven vessel underway shall keep out of the way of:
(i). a vessel not under command;
 (ii). a vessel restricted in her ability to manoeuvre;
(iii). a vessel engaged in fishing;
(iv) a sailing vessel.

VESSEL C

 Container vessel C has Master and OOW on the bridge in which the OOW can now serves
as the look out as stated in Rule 5.
(Every vessel shall at all times maintain a proper look-out by sight and hearing as well
as by all available means appropriate in the prevailing circumstances and conditions
so as to make a full appraisal of the situation and of the risk of collision.)
 Container vessel C as a stand on vessel both to own ship and Bulk Carrier vessel B shall
keep her speed and course. She can also take action if in case the give way vessel did not
take appropriate action or the action is not sufficient in order to avoid collision as stated in
paragraph (a) and (b) or Rule 17.

(a). (i). Where one of two vessels is to keep out of the way the other shall keep her course and
speed.

(ii). The latter vessel may however take action to avoid collision by her manoeuvre alone, as
soon as it becomes apparent to her that the vessel required to keep out of the way is not taking
appropriate action in compliance with these Rules.

(b). When, from any cause, the vessel required to keep her course and speed finds herself so close
that collision cannot be avoided by the action of the give-way vessel alone, she shall take such action
as will best aid to avoid collision.

 Container vessel C as a give way vessel in a crossing situation with container vessel A shall
keep out of the way as stated in Rule 15

(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.

 Bulk Carrier vessel C as a power driven vessel shall keep out of the way of a fishing trawler
in operation as stated in paragraph (a) Rule 18.

(a). A power-driven vessel underway shall keep out of the way of:

(i). a vessel not under command;

 (ii). a vessel restricted in her ability to manoeuvre;

(iii). a vessel engaged in fishing;

(iv) a sailing vessel.

VESSEL D & E
 The trawlers are the stand on vessels and all ships are the give way vessel, they should keep
out of the way according to paragraph(a) Rule 18 (Responsibilities Between Vessel) of Collision
Regulation except in narrow channel, traffic separation scheme and during overtaking situation.
(a). A power-driven vessel underway shall keep out of the way of:
(i). a vessel not under command;
(ii). a vessel restricted in her ability to manoeuvre;
(iii). a vessel engaged in fishing;
(iv). a sailing vessel.

Course of Action of Each Vessel

VESSEL A

Container vessel A is present in three situation, head-on to own ship, stand on to vessel C and give
way to fishing trawler D and E. The best action she can do is to alter her course to starboard as stated in
paragraph (a) of Rule 18 (Responsibilities between vessels),Rule 15(Crossing situation) and Rule 16(Action by
give way vessel). By doing such alteration, she can keep clear of the other vessels. When passing the stern
of the trawlers she shall observe the displayed shapes, if there is, in order to determine her passing
distance. . Action taken must be made positive, in ample time and with due regard to good seamanship as
stated in paragraphs of Rule 8(Action to avoid collision).

VESSEL B

Bulk carrier vessel B as a give way to a crossing situation with container vesselC shall keep out of the
way to keep well clear as stated in Rule 16(Action by give way vessel), Rule 15(Crossing situation).In this
situation it is required to avoid crossing ahead of a vessel on her starboard side if risk of collision is possible.
The best action she can do is to alter her course to starboard to avoid close quarter situation. When she
already pass and clear with vessel C, she can now go back to her desired course.
VESSEL C

Container vessel C as a give way to a container vessel A and fishing trawler D and E
shall keep out of the way as stated in paragraph (a) Rule 18(Responsibilities between
vessels), Rule 16(Action by give way vessel) and Rule 15(Crossing situation). In the
situation, alteration of course to starboard is the best form of avoiding action in order to avoid
close quarter situation or collision. This action must be made positive, in ample time and with
due regard to good seamanship as stated in paragraphs of Rule 8(Action to avoid collision).

VESSEL D and E

Fishing trawler D and E are stand on to all vessel in the scenario. She will just continue her speed
and course while other vessels give way as stated in paragraph (a) Rule 18(Responsibilities between vessels)

COURSE OF ACTION OF OWN VESSEL

Own ship is the give way vessel to crossing vessel C (Rule 15), on head on vessel A (Rule 14) and the
trawling vessel E & D (Rule 18), she shall alter her course to starboard, but there is a vessel B on her
starboard side which is a stand on vessel and own ship is the overtaking vessel (Rule 13). Therefore the best
action is to reduce speed to have more time on assessing the situation then alter course to starboard you
are already clear with vessel B. Go back to the desired course and speed when it is already clear and no risk
of being dragged into a close quarter situation again.

CONCLUSION

In taking actions to avoid collision, the rules of the road should be followed. In
order for us seafarers to maintain the safety of our ship and the cargo we are
carrying, following the COLREGS is a must.
 Early detection and observation of the situation can severely affect what will
happen on the following hours or minutes. A thorough decision making beforehand
the situation worsen is needed to assess in the upcoming close quarter situation.
Whilst this can be avoided by early alterations of course as to shun from being
dragged into this situations. As to what we have done on our project and what is
stated on the rules, alteration of course to starboard is always the best choice of
action to avoid collision.
At the end of the day, we humans are subjected to errors, same goes to our
electronic devices even though it is already a high standard technology. Presence of
mind, competence and knowledge of this rules will always save the day.