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.

When it comes to navigation and watch keeping, to be

crystal clear about COLREGS is undoubtably the
priority. It takes several watches to be kept under the
guidance of an officer to be clear about these rules.

Problem is that we have nowadays moved from having a

trainer to self training. Officers on board a ship are
overloaded with their own work and so do not have time
to train their juniors. In these cases, junior officers have
to work on self training.

In this post we will discuss in detail 8 rules every watch

keeper must know. But before we move to the rules, we
must know the sections in which COLREGS are
divided. This is important because not all the rules are
applicable in all the situations. For example rules under
Part B, Section II are only applicable when you can
visually see the other vessel. So we should know which
rule is applicable under which condition.

Sections and parts of Colreg

Rules of the road are divided into Five parts. These are

 Part A: General
 Part B: Steering and sailing rules
 Part C: Light and shapes
 Part D: Light and sound signals
 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

Rule 5: Look out

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.

Rule 7: Risk of collision

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.
Rule no 7 gives the guidelines on how to determine if
risk of collision exists.

Risk of collision shall be deemed to exist if the compass

bearing of an approaching vessel does not appreciably
change.

 Approaching vessel means the distance should

be decreasing and
 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 just by visually

sighting the target without conforming the change
in compass bearing
 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 without
conforming if the target is passing ahead or astern
 of own vessel. On most of the radars this is
shown as BCR (Bow crossing range). If the BRC
is showing empty, it means the target will pass
stern of own vessel. A target passing ahead of
own vessel at close range is considered more
risky than a target passing stern of own vessel at
close range.
 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.

Rule 6: Safe speed

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

 A bulk carrier moving at 15 knots

What is your answer ?

If I have to choose one, for me the container vessel

moving at 16 Knots is moving at safe speed. Isn’t 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.

So why I chose container vessel as proceeding at safe

speed ? This is because

 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.
 Container vessels have better manoeverability
compared to bulk carrier. So in case of an
emergency, container vessel can manoever
quickly than bulk carrier.

The whole idea behind safe speed is not to not to run into
danger because of high speed. Lesser speed gives us
more time to assess situation and take effective action.

The safe speed depends upon 2 factors

 How early a target can be detected

 How effective the avoiding action will be

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.
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.

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.

Rule 14: Head on situation

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.

Rule No 13: Overtaking situation

When we were appearing for 2nd mate’s 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.

Even the first sentence of rule 18 clarifies this, which

says

Except where rule 9, 10 and 13 otherwise require ….

Now what is overtaking situation ? As per rule 13,

A vessel shall be deemed to be overtaking when coming

up with a 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.

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.

Rule 19: Restricted Visibility

The compliance with rule no 19 is based upon two
situations.

 Situation where target is detected by radar alone

 Situation where sound signal is heard

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

 Target vessel forward of the beam.

 Target vessel abeam or abaft the beam

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.
We also need to address what visibility is restricted
visibility ? If the visibility is 3Nm, will it be considered
as restricted visibility ? What about 2NM or 4NM
visibility ?

Let me put it in another way.

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
Understanding of the rules of the roads is the first
requirement of being a navigating officer. If our
understanding of these rules is crystal clear, half the
battle is won. While all the rules in COLREG are
important, these 8 rules we discussed above are top most
priority. Once we know these rules and what is expected
out of us, we can be sure of keeping a safe watch.