The answers can be found in the respective Rules and Paragraphs in the book"International Regulations for Preventing Collisions at Sea (Colregs) by Capt. Pierre Deseck and/or in the Colregs Presentation (on DVD), also by Capt. Pierre Deseck Q = Question; A= Answer Show
Q 12-1 Which factors shall sailing vessels take into account in case there is risk of collision ? A 12-1 Rule 12 (a) and Par. 12.1, General. Click on risk of collision for a summary Q 12-2 Define the point of sailing of a sailing vessel. A 12-2 Par. 12.2, Point of sailing of the vessel. Click on points of sailing for a summary Q 12-3 Define the “port tack” of a sailing vessel. A 12-3 Par. 12.2, Point of sailing of the vessel. Q 12-4 Define the “starboard tack” of a sailing vessel. A 12-4Par. 12.2, Point of sailing of the vessel. Click on points of sailing for a summary Q 12-5 How can a sailing vessel be sailing with regard to the direction of the wind ? A 12-5 Par. 12.2, Point of sailing of the vessel, Note. Click on points of sailing for a summary Q 12-6 Define the windward and leeward side of a sailing vessel. A 16-6 Rule 12 (b) and Par. 12.3, The windward and leeward side of the sailing vessel. Click on points of sailing for a summary Q 12-7 Define the windward and leeward sailing vessel. A 12-7 Par. 12.4, The windward and leeward sailing vessel. Click on points of sailing for a summary Q 12.8 When two sailing vessels each have the wind on a different side and there is risk of collision, which sailing vessel must keep out of the way ? How is this rule commonly called ? A 12-8 Rule 12 (a) (i) and Par. 12.4.1, The port and starboard tack rule. Click on wind on a different side for a summary Click on port and starboard tack rule for an animation Q 12-9 When two sailing vessels each have the wind on the same side and there is risk of collision, which sailing vessel must keep out of the way? How is that rule commonly called ? A 12-9Rule 12 (a) (ii) and Par. 12.4.2, The windward and leeward rule. Click on wind on the same side for a summary Click on windward and leeward rule for an animation Q 12-10 How must a sailing vessel with the wind on the port side act when there is risk of collision with another sailing vessel and the tack of that vessel cannot be determined with certainty ? A 12-10Rule 12 (a) (iii) and Par. 12.4.3, The port tack rule for doubtful cases. Q 12-11 Summarize the main rules a sailing vessel has to comply with not to impede another vessel or to avoid risk of collision. A 12-11 After typical case 6.
About 1500 slides and 50 animations are available on our DVD Colregs Presentation which can be purchased online (click on books or read the books). Supersedes 14/2015 PurposeTo remind vessel owners, operators, masters, skippers, watchkeepers, and other personnel involved in the navigation of vessels, of the importance of adhering to the International Regulations for Preventing Collisions at Sea 1972 (known as the Collision Regulations or COLREGs ); as amended. Application of COLREGsIn Australia, the COLREGs are implemented through Commonwealth, state and territory laws. COLREGs apply to all vessels, regardless of their size or nature of operation, in all navigable waters, from inland waters to the high seas. Contravention of COLREGs may jeopardise the safety of life and endanger the environment. Under the Navigation Act 2012, it is an offence for an owner or a master to operate a vessel, if it contravenes the COLREGs (implemented by Marine Order 30 (Prevention of collisions) 2016). General responsibilityVessel owners, operators and masters are responsible for ensuring that personnel involved in the navigation of vessels have an in depth knowledge of navigational practices and a full understanding of the COLREGs. Incident historyAustralian Transport Safety Bureau (ATSB) investigations into 41 collisions over 26 years identified failure to maintain a proper lookout and to take early avoiding action as common contributing factors to collisions. Maintaining a proper lookoutMaintaining a proper lookout is a vital element of good watchkeeping practice, particularly when visibility is restricted. A proper lookout by sight and hearing should involve the use of all available means, to detect the presence of other vessels. AMSA considers the following as ways to keep a proper lookout:
Watchkeepers need to be aware that any distraction from their duties can have a negative impact on safety. Managing fatigue is a recognised way of minimising distraction. Visibility of small vesselsSmall vessels and vessels constructed of fibreglass, carbon fibre, and/or wood, are not easily detectable by radar. Operators of these vessels should never assume approaching vessels have detected them by radar.
Vessels less than 20 metres, sailing vessels and vessels engaged in fishingA person navigating these vessels should observe the practices of good seamanship and in particular:
The master and crew of such vessels must be familiar with Rule 9 (Narrow Channels) and Rule 10 (Traffic Separation Schemes) of the COLREGs, including obligations to not impede the passage of other vessels when navigating in or near narrow channels, fairways, and traffic separation schemes. Sachi Wimmer Deputy Chief Executive Officer 13 July 2020
 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. The first such traffic separation scheme was established in the Dover Strait in 1967 and the Organization has adopted nearly 200 of such schemes around the world. Technical provisionsThe COLREG include 41 rules divided into six sections:
There are also four Annexes containing:
Part A - General (Rules 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 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 I - 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...". The Rule describes the factors which should be taken into account in determining safe speed. Several of these refer specifically to vessels equipped with radar. The importance of using "all available means" is further stressed in Rule 7 covering risk of collision, which warns that "assumptions shall not be made on the basis of scanty information, especially scanty radar information" Rule 8 covers action to be taken to avoid collision. In 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." The same Rule obliges a vessel of less than 20 metres in length or a sailing vessel not to impede the passage of a vessel "which can safely navigate only within a narrow channel or fairway." The Rule also forbids ships to cross a narrow channel or fairway "if such crossing impedes the passage of a vessel which can safely navigate only within such channel or fairway." The meaning "not to impede" was classified by an amendment to Rule 8 in 1987. A new paragraph (f) was added, stressing that a vessel which was required not to impede the passage of another vessel should take early action to allow sufficient sea room for the safe passage of the other vessel. Such vessel was obliged to fulfil this obligation also when taking avoiding action in accordance with the steering and sailing rules when risk of collision exists. Rule 10 of the Collision Regulations deals with the behaviour of vessels in or near traffic separation schemes adopted by the Organization. By SOLAS regulation V/8, IMO is recognized as being the only organization competent to deal with international measures concerning the routeing of ships. The effectiveness of traffic separation schemes can be judged from a study made by the International Association of Institutes of Navigation (IAIN) in 1981. This showed that between 1956 and 1960 there were 60 collisions in the Strait of Dover; twenty years later, following the introduction of traffic separation schemes, this total was cut to only 16. In other areas where such schemes did not exist the number of collisions rose sharply. New traffic separation schemes are introduced regularly and existing ones are amended when necessary to respond to changed traffic conditions. To enable this to be done as quickly as possible the MSC has been authorized to adopt and amend traffic separation schemes on behalf of the Organization. Rule 10 states that ships crossing traffic lanes are required to do so "as nearly as practicable at right angles to the general direction of traffic flow." This reduces confusion to other ships as to the crossing vessel's intentions and course and at the same time enables that vessel to cross the lane as quickly as possible. Fishing vessels "shall not impede the passage of any vessel following a traffic lane" but are not banned from fishing. This is in line with Rule 9 which states that "a vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway. "In 1981 the regulations were amended. Two new paragraphs were added to Rule 10 to exempt vessels which are restricted in their ability to manoeuvre "when engaged in an operation for the safety of navigation in a traffic separation scheme" or when engaged in cable laying. In 1987 the regulations were again amended. It was stressed that Rule 10 applies to traffic separation schemes adopted by the Organization (IMO) and does not relieve any vessel of her obligation under any other rule. It was also to clarify that if a vessel is obliged to cross traffic lanes it should do so as nearly as practicable at right angles to the general direction of the traffic flow. In 1989 Regulation 10 was further amended to clarify the vessels which may use the "inshore traffic zone." 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 to be taken when two sailing vessels are approaching one another. Rule 13 covers overtaking - the overtaking vessel should keep out of the way of the vessel being overtaken. Rule 14 deals with head-on situations. Crossing situations are covered by Rule 15 and action to be taken by the give-way vessel is laid down in Rule 16. 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 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. Rule 18 deals with responsibilities between vessels and includes requirements for vessels which 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 risk of collision and if so take avoiding action. A vessel hearing 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 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 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 manoeuvre. 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 whistle, short blast, and prolonged blast. Rule 33 says vessels 12 metres or more in length should carry a whistle and a bell and vessels 100 metres or more in length should carry in addition a gong. Rule 34 covers manoeuvring and warning signals, using whistle 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 - ExemptionsRule 38 says ships which 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. Part F - Verification of compliance with the provisions of the Convention (Rules 39-41)Rules 39 to 41 were added to allow the Organization's verification of compliance under the IMO Member State Audit Scheme. AnnexesThe COLREG include four annexes:
Annexes I and IV were amended in 1987 to clarify the positioning of certain lights carried on smaller vessels and to add "approved signals transmitted by radiocommunications systems" (ie distress alerts transmitted in the GMDSS). A section on location signals from search and rescue radar transponders was added in 1993. History of amendmentsThe 1981 amendments (resolution A.464(XII))
A number of rules are affected but perhaps the most important change concerns rule 10, which has been amended to enable vessels carrying out various safety operations, such as dredging or surveying, to carry out these functions in traffic separation schemes. The 1987 amendments (resolution A.626(15))
The amendments affect several rules, including rule 1(e) ? vessels of special construction: the amendment classifies the application of the Convention to such ships; Rule 3(h), which defines a vessel constrained by her draught; Rule 10(c) ? crossing traffic lanes. The 1989 amendments (resolution A.678(16))
The amendment concerns Rule 10 and is designed to stop unnecessary use of the inshore traffic zone. The 1993 amendments (resolution A.736(18))
The amendments are mostly concerned with the positioning of lights. The 2001 amendments (resolution A.910(22))
The amendments include new rules relating to Wing-in Ground (WIG) craft. The following are amended:
The 2007 amendments (resolution A.1004(25))
Annex IV is replaced as follows: "Annex IV Distress signals 1 The following signals, used or exhibited either together or separately, indicate distress and need of assistance: (a) a gun or other explosive signals fired at intervals of about a minute; (b) a continuous sounding with any fog-signalling apparatus; (c) rockets or shells, throwing red stars fired one at a time at short intervals; (d) a signal made by any signalling method consisting of the group ... --- ... (SOS) in the Morse Code; (e) a signal sent by radiotelephony consisting of the spoken word "MAYDAY"; (f) the International Code Signal of distress indicated by N.C.; (g) a signal consisting of a square flag having above or below it a ball or anything resembling a ball; (h) flames on the vessel (as from a burning tar barrel, oil barrel, etc.); (i) a rocket parachute flare or a hand-flare showing a red light; (j) a smoke signal giving off orange-coloured smoke; (k) slowly and repeatedly raising and lowering arms outstretched to each side; (l) a distress alert by means of digital selective calling (DSC) transmitted on: (i) VHF channel 70, or (ii) MF/HF on the frequencies 2187.5 kHz, 8414.5 kHz, 4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz; (m) a ship-to-shore distress alert transmitted by the ship's Inmarsat or other mobile satellite service provider ship earth station; (n) signals transmitted by emergency position-indicating radio beacons; (o) approved signals transmitted by radiocommunications systems, including survival craft radar transponders.2 The use or exhibition of any of the foregoing signals, except for the purpose of indicating distress and need of assistance and the use of other signals which may be confused with any of the above signals, is prohibited. 3 Attention is drawn to the relevant sections of the International Code of Signals, the International Aeronautical and Maritime Search and Rescue Manual, Volume III and the following signals: (a) a piece of orange-coloured canvas with either a black square and circle or other appropriate symbol (for identification from the air); (b) a dye marker." The 2013 amendments (resolution A.1085(28))
After existing part E (Exemptions), a new part F (Verification of compliance with the provisions of the Convention) is added in order for the Organization to make necessary verifications under the IMO Member State Audit Scheme. |
Which factors shall sailing vessels take into account in case there is risk of collision
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