Colreg Week 1

Philippine Merchant Marine School
DC Del Rosario
2nd mate
Worked @ Oste Crewing Philippines(1997 -2015)

Classroom
• Treat others with respect at all times.
• Listen to the teacher when s/he speaks.
• Ask for help when you need it.
• Be prepared every day with the required items.
• Respect other people’s property.
• Listen and follow directions.
• Raise your hand before speaking or leaving your seat.
• Respect your classmates and your teacher.
• Speak quietly in class
• Attention whenever a teacher or visitor is coming in.
• Keep the cell phone away until the teacher says so open it.
• Follow School Policy.
Week 1
Instructor’s Guide
Subject: COLREGS
Topic: Introduction to Collision Regulations COLREGS, 1972, as
amended
LOs: At the end of the session the student

should be able to :
1.1 Explain the course outline and course requirements

1.2 Explain the significance of Collision Regulations in relation to
navigational safety
International Regulations for Preventing Collisions at Sea, 1972 (COLREGs)
Adoption: 20 October 1972; Entry into force: 15 July 1977
Introduction to Collision Regulations
COLREGS, 1972, as amended
The aim of the Collision Regulations

(COLREGs) is to establish rules to avoid
the collision at sea. The increasing
number of ships and condensed traffic on
the sea lines of communication make the
COLREGs rather important for the
safety of the seas.
History
For several hundred years there have been rules in existence for the
purpose of preventing collisions at sea, but there were no rules of
statutory force until the last century.
In 1840 the London Trinity House drew up a set of regulations which

were enacted in Parliament in 1846. One of these required a steam
vessel passing another vessel in a narrow channel to leave the other
on her own port hand. The other
regulation relating to steamships required steam vessels on different c
ourses, crossing so as to involve risk of collision, to alter course to
starboard so as to pass on the port side of each other.
https://www.academia.edu/14931412/History_of_the_Collision_Regulations
Trinity House is a charity

dedicated to safeguarding
shipping and seafarers,
providing education,
support and welfare to the
seafaring community with
a statutory duty as a
General Lighthouse
Authority to deliver a
reliable, efficient and cost-
effective aids to navigation
service for the benefit and
safety of all mariners.
https://www.trinityhouse.co.uk/about-us/a-to-z-of-trinity-house/trinity-house-london
The two Trinity House rules for steam vessels were combined into a single rule
and included in the Steam Navigation Act of 1846. Admiralty regulations concerning lights were
included in this statute two years later. Steamships were required to carry green and red
sidelights as well as a white masthead light.
In1858,colored sidelights were prescribed for sailing vessels and fog signals were required to be
given, by steam vessels on the whistle and by sailing vessels on the fog horn or bell.
A completely new set of rules drawn up by the British Board of Trade,
in consultation with the French Government, came into operation in 1863.
By the end of 1864 these regulations, known as Articles, had been
adopted by over thirty maritime countries including the United States
and Germany.
Several important regulations which are still in force were introduced at
that time. When steam vessels were crossing so as to involve risk of
collision the vessel with the other on her own starboard side was
required to keep out of the way. Steam vessels meeting end-on or
nearly end-on were required to alter course to starboard. Every vessel
overtaking any other had to keep out of the way of the vessel being
overtaken. Where by any of the rules one vessel was to keep out of the
way the other was required to keep her course.
Some changes to the 1863 Rules were brought into force in 1880, including a
new rule permitting whistle signals to be given to indicate the action
taken by steamships to avoid the collision..
The first International Maritime Conference to consider regulations for

preventing collision at sea was held in Washington in 1889. It was convened
on the initiation of the government of the United States of America. Among the
new provisions agreed at the conference were requirements that a stand-on
vessel should keep her speed as well as her course, that a giving-way vessel
should avoid crossing ahead of the other vessel, and that steamships should
be permitted to carry a second white masthead light.
The Regulations were revised at an International

Conference on Safety of Life at Sea in 1948. The second
masthead light was made compulsory for power-
driven vessels of 150 feet or upwards in length, a
fixed stern light was made compulsory for almost all
vessels underway, and the wake-up signal of at least
five short and rapid blasts was introduced as an
optional signal for use by a stand-on vessel. The
revised Rules came into force in 1954.
At the 1960 Conference, it was agreed that a new

paragraph should be added to the rules
governing the conduct of vessels in restricted
visibility to permit early and substantial action
to be taken to avoid a close-quarters situation
with a vessel detected forward of the beam.
These rules came into force in 1965.
In September 1960 the British Institute of Navigation

set up a working group to consider the organization of
traffic in the Dover Strait. The French and German
Institutes of Navigation agreed to cooperate in the
following year and a separation scheme
was devised. A new working group with representatives
from additional countries was formed in 1964 to
consider routing schemes for other areas. The
proposals were accepted by IMCO and recommended
for use by mariners in 1967.
At the 1960 Conference, it was agreed that a new paragraph should be added to the
rules governing the conduct of vessels in restricted visibility to permit early and
substantial action to be taken to avoid a close-quarters situation with a vessel
detected forward of the beam. These rules came into force in 1965.
In September 1960 the British Institute of Navigation set up a working group to

consider the organization of traffic in the Dover Strait. The French and German
Institutes of Navigation agreed to cooperate in the following year and a separation
scheme was devised. A new working group with representatives from additional
countries was formed in 1964 to consider routing schemes for other areas. The
proposals were accepted by IMCO and recommended for use by mariners in
1967.
An International Conference was convened in London in 1972 by IMCO

to consider the revision of the Regulations. The Conference agreed to change
the format so that the Rules governing conduct preceded the Rules concerning
lights, shapes, and sound signals. Technical details relating to lights, shapes,
and sound signals were transferred to Annexes. The Stand-on Rule was
amended to permit the action to be taken at an earlier stage and more
emphasis was placed on starboard helm action in both clear and restricted
visibility. New Rules were introduced to deal specifically with look-out
requirements, safe speed, risk of collision, and traffic separation schemes.
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 COLREG 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.
In October 1972, a conference was held that brought in substantial changes

and a new format to the Regulations.
•Convention on International Regulation for Preventing Collisions at Sea,
1972, as amended.
•Adopted - 20 Oct 1972; Entered in force - 15 July 1977
•Replaces COLREGS 1960 which entered into force with the SOLAS
Convention at that time.
•Amended in 1981, 1987, 1989, 1993, 2001, and 2007
•Also known as 'Rules of the Road', often abbreviated to ROR.
Why do ships collide?
Equipment failure: Engine failure, loss of maneuvering capabilities, or other

equipment malfunctions.
Weather: Bad weather conditions such as fog, high winds, ice flows, and
storms at sea.
Human errors: This is the most common cause of maritime collisions and
can include errors or carelessness by crewmembers or confusion about
maritime traffic schemes.
Collision between two

ships can mainly occur
in three ways:
CROSSING
OVERTAKING HEAD ON
What are the ship’s collision consequences?
DAMAGE TO PROPERTY ENVIRONMENTAL POLLUTION INJURY OR LOSS OF LIFE

Why are collision Regulations

important in navigation?
The Colregs give clear indications about passing, approaching, giving way, and
overtaking to avoid collisions with another vessel. They are the traffic laws on
the water.
Course Outline And Course Requirements
Convention on the International Regulations for

Preventing Collisions at Sea, 1972 (COLREGs)
Adoption: 20 October 1972; Entry into force: 15 July 1977
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.
https://www.imo.org/en/About/Conventions/Pages/COLREG.aspx
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 observance of all traffic
separation schemes is made
mandatory - and the COLREGs
make this obligation clear.
Technical provisions
The COLREGs include 41 rules divided into six Parts:

Part A - General;
Part B - Steering and Sailing;
Section I - Conduct of vessels in any condition of visibility
Section II - Conduct of vessels when in sight of one another
Section III - Conduct of vessels in restricted visibility
Part C - Lights and Shapes;
Part D - Sound and Light signals;
Part E - Exemptions; and
Part F - Verification of compliance with the provisions of the Convention.
Part A – General ( Rule 1-3 )
Rule 1 states that the rules apply to all vessels upon the high seas and all waters
connected to the high seas and are navigable by seagoing vessels.
Rule 2 covers the responsibility of the master, owner, and crew to comply with
the rules
Rule 3 includes definitions
Part B- Steering and Sailing (Rules 4-19)

Section 1 - Conduct of vessels in any condition of visibility (Rules 4-10)
Rule 4 says the section applies in any condition of visibility.
Rule 5 requires that "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.
Rule 6 deals with safe speed. It requires that: "Every vessel shall at all times
proceed at a safe speed...".
Rule 7 covers risk of collision, which warns that "assumptions shall not be
made on the basis of scanty information, especially scanty radar
information“
Rule 8 covers actions to be taken to avoid the collision.
Rule 9 a vessel proceeding along the course of a narrow channel or fairway is

obliged to keep "as near to the outer limit of the channel or fairway which lies
on her starboard side as is safe and practicable."
Rule 10 of the Collision Regulations deals with the behavior of vessels in or

near traffic separation schemes adopted by the Organization.
Rule 9 a vessel proceeding along the course of a narrow channel or fairway is

obliged to keep "as near to the outer limit of the channel or fairway which lies
on her starboard side as is safe and practicable."
Rule 10 of the Collision Regulations deals with the behavior of vessels in or

near traffic separation schemes adopted by the Organization.
Section II - Conduct of vessels in sight of one another (Rules 11-18)
Rule 11 says the section applies to vessels in sight of one another.

Rule 12 states action is to be taken when two sailing vessels are approaching
one another.

Rule 13 covers the overtaking vessel should keep out of the way of the vessel
being overtaken.
Rule 14 deals with head-on situations.
Rule 15 deals with crossing situations.
Rule 16 action to be taken by the give-way vessel

Rule 17 deals with the action of the stand-on vessel, including the provision that
the stand-on vessel may "take action to avoid collision by her maneuver alone as
soon as it becomes apparent to her that the vessel required to keep out of the way
is not taking appropriate action.

Rule 18 deals with responsibilities between vessels and includes requirements for
vessels that shall keep out of the way of others.
Section III - conduct of vessels in restricted visibility (Rule 19)
Rule 19 states every vessel should proceed at a safe speed adapted to

prevailing circumstances and restricted visibility. A vessel detecting by radar
another vessel should determine if there is a risk of collision and if so take
avoiding action. A vessel hearing the fog signal of another vessel should
reduce speed to a minimum.
Part C Lights and Shapes (Rules 20-31)
Rule 20 states rules concerning lights apply from sunset to sunrise.
Rule 21 gives definitions.

Rule 22 covers the visibility of lights - indicating that lights should be visible at
minimum ranges (in nautical miles) determined according to the type of vessel.

Rule 23 covers lights to be carried by power-driven vessels underway.

Rule 24 covers lights for vessels towing and pushing.
Rule 24 covers lights for vessels towing and pushing.

Rule 25 covers light requirements for sailing vessels underway and vessels under oars.

Rule 26 covers light requirements for fishing vessels.

Rule 27 covers light requirements for vessels not under command or restricted in their
ability to maneuver.

Rule 28 covers light requirements for vessels constrained by their draught.

Rule 29 covers light requirements for pilot vessels.

Rule 30 covers light requirements for vessels anchored and aground.
Rule 31 covers light requirements for seaplanes
Part D - Sound and Light Signals (Rules 32-37)
Rule 32 gives definitions of the whistle, short blast, and prolonged blast.

Rule 33 says vessels 12 meters or more in length should carry a whistle and a bell and
vessels 100 meters or more in length should carry in addition a gong.

Rule 34 covers maneuvering and warning signals, using whistles or lights.

Rule 35 covers sound signals to be used in restricted visibility.

Rule 36 covers signals to be used to attract attention.

Rule 37 covers distress signals.

Part E - Exemptions (Rule 38)
Rule 38 says ships that comply with the 1960 Collision Regulations and were
built or already under construction when the 1972 Collision Regulations entered
into force may be exempted from some requirements for light and sound signals
for specified periods.
Rule 39 provides definitions.
Rule 40 says that Contracting Parties shall use the provisions of the Code for
Implementation in the execution of their obligations and responsibilities
contained in the present Convention.
Rule 41 on Verification of compliance says that every Contracting Party is

subject to periodic audits by IMO.
Annexes
The COLREGs include four annexes:
Annex I - Positioning and technical details of lights and shapes

Annex II - Additional signals for fishing vessels fishing in close proximity

Annex III - Technical details of sounds signal appliances

Annex IV - Distress signals, which lists the signals indicating distress and need for
assistance
Thank you!

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Colreg Week 1

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Philippine Merchant Marine School

Worked @ Oste Crewing Philippines(1997 -2015)

LOs: At the end of the session the student

1.1 Explain the course outline and course requirements

The aim of the Collision Regulations

In 1840 the London Trinity House drew up a set of regulations which

Trinity House is a charity

The ﬁrst International Maritime Conference to consider regulations for

The Regulations were revised at an International

At the 1960 Conference, it was agreed that a new

In September 1960 the British Institute of Navigation

In September 1960 the British Institute of Navigation set up a working group to

An International Conference was convened in London in 1972 by IMCO

In October 1972, a conference was held that brought in substantial changes

Why do ships collide?

Equipment failure: Engine failure, loss of maneuvering capabilities, or other

Collision between two

What are the ship’s collision consequences?

DAMAGE TO PROPERTY ENVIRONMENTAL POLLUTION INJURY OR LOSS OF LIFE

Why are collision Regulations

Convention on the International Regulations for

The 1972 Convention was designed to update and replace the

The first such traffic separation

The COLREGs include 41 rules divided into six Parts:

Part A – General ( Rule 1-3 )

Rule 3 includes definitions

Part B- Steering and Sailing (Rules 4-19)

Rule 4 says the section applies in any condition of visibility.

Rule 8 covers actions to be taken to avoid the collision.

Rule 9 a vessel proceeding along the course of a narrow channel or fairway is

Rule 10 of the Collision Regulations deals with the behavior of vessels in or

Rule 9 a vessel proceeding along the course of a narrow channel or fairway is

Rule 10 of the Collision Regulations deals with the behavior of vessels in or

Section II - Conduct of vessels in sight of one another (Rules 11-18)

Rule 11 says the section applies to vessels in sight of one another.

Rule 14 deals with head-on situations.

Rule 15 deals with crossing situations.

Rule 16 action to be taken by the give-way vessel

Section III - conduct of vessels in restricted visibility (Rule 19)

Rule 19 states every vessel should proceed at a safe speed adapted to

Part C Lights and Shapes (Rules 20-31)

Rule 20 states rules concerning lights apply from sunset to sunrise.

Rule 21 gives definitions.

Rule 24 covers lights for vessels towing and pushing.

Rule 30 covers light requirements for vessels anchored and aground.

Rule 31 covers light requirements for seaplanes

Part D - Sound and Light Signals (Rules 32-37)

Rule 35 covers sound signals to be used in restricted visibility.

Part E - Exemptions (Rule 38)

Rule 39 provides definitions.

Rule 41 on Verification of compliance says that every Contracting Party is

Annex I - Positioning and technical details of lights and shapes

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