Rules_explained.doc

DISCUSSION NOTES REGARDING THE COLLISION REGULATIONS.

Notes on the International Collision Regulations.

For the high seas - the open oceans - there are the International Rules, the full name of which is the International Regulations for Prevention of Collisions at Sea, 1972.  There are 38 numbered Rules, organized in five Parts: A - General, B - Steering and Sailing Rules, C - Lights and Shapes, D - Sound and Light Signals, and E - Exemptions. There are also four Annexes (I through IV) with technical specifications and requirements.

For inland waters, most nations use the International Rules, perhaps supplemented by a few local regulations to cover domestic situations.

Both sets of Rules are written in terms of "vessels," and this means all watercraft regardless of size, from personal watercraft (jet-skis and the like) to supertankers. Of course, common sense and good judgement must be applied in situations such as right of way, but no small boat is excused in any manner from compliance with the Rules.

The International rules use metric measurements for size, dimensions, and short distances (such as the spacing of lights); longer distances (such as for the visibility of lights) remain measured in nautical miles.

For all skippers, thorough knowledge of the Navigation Rules is absolutely essential. This knowledge should be in their heads - when a dangerous situation develops, it's too late to look "in the book" for the applicable Rule and the appropriate action.

Rule 1
The International Rules provide for exceptions and special provisions for naval vessels. This covers the unusual shape of some vessels such as aircraft carriers.

Rule 2
This is often referred to unofficially as the "Rule of Good Seamanship" or the "General Prudential Rule." This Rule first states that all the Rules must be complied with, and the customary practices of good seamanship must be followed. But it then goes on to recognize that there may be "special circumstances." Its intention is to apply common sense to the interpretation and application of the Rules, and to prevent any perversion of the Rules to avoid the consequences of their misconstruction or misapplication. It recognizes that a departure from the strict language of the Rules may be required to avoid immediate danger - no vessel has the right of way through another vessel! There may be special situations where a departure from the Rules is not only desirable, but is required. Should a collision result, strict literal compliance with the Rules may not be a defence.

Rule 3
There are four of these definitions of particular importance. The Rules are written in terms of "vessels," and this means all watercraft regardless of size or description - a rowboat or dinghy, a personal watercraft (PWC), a recreational craft or fishing boat, a cruise ship, freighter, or tanker - these are all "vessels" as far as the Navigation Rules are concerned. Of course, common sense and good judgement must be applied in situations such as right of way, but no vessel is excused in any manner from compliance with the Rules.

A "sailing vessel" has that status only if it is not using mechanical propulsion. Even if the sails are up and being used, if the engines are running it is a "power-driven" vessel and does not have the special privileged status of a sailboat.

A sport-fishing boat with trolling lines out is not considered a "vessel engaged in fishing" with a special status and privileges. Such lines are not considered a restriction in her ability to manoeuvre.

Note carefully the definition of "underway." Remember that even when you are "just drifting" you are still underway as regards the Navigation Rules; a vessel that is drifting is sometimes informally described as "underway with no way on." This is particularly relevant in foggy situations or other conditions of restricted visibility.

Rule 4
The International Rules divide Part B - Rules 4 through 19 - into three "Sections";  The Rules of Section/Subpart I - Rules 5 through 10 - are applicable in conditions of both normal and restricted visibility.

Rule 5
This is a basic Rule, the violation of which is so often the cause of incidents - collisions with other boats or stationary objects. The lookout must be able to hear as well as see potential dangers. If in doubt, a Master should post an additional person with the sole duties of lookout; this is particularly necessary in situations of reduced visibility. It is even possible that two lookouts will be necessary - one forward and one aft. Should a collision occur, failure to have a proper lookout would be strongly held against you in court.

This is also the Rule that is obviously violated by all single-handing skippers on long voyages, or even on voyages of more than a few hours. Note that the Rule states that a lookout is required "at all times" - this includes when a vessel is at anchor.

Rule 6
This is another basic Rule - so obvious that it shouldn't need comment. But note that no specific speed is stated in terms of knots or miles per hour. The sole focus is on preventing collisions, and a "safe speed" will be determined by the prevailing conditions, with six common sense factors specifically listed. (Numerical speed limits found in some harbours and waterways are not part of the Navigation Rules; they must not be exceeded, and under some conditions may actually be greater than a "safe speed.") Note that this Rule is applicable in all conditions of visibility - normal and restricted.

If you have radar on your boat, and you are using it, you are responsible for using it properly. The commonly used phrase of "stopping in half of the distance of visibility" does not appear in the Rules and is not applicable in many cases, such as when radar is being used.

Rule 7
Radar is fine if you have it and use it correctly, but it is not essential to the determination of "risk of collision." The very basic means is by visual observation - a "seaman's eye." Early on, establish a compass bearing to the other vessel, and check it at frequent intervals - if it doesn't change, with neither vessel manoeuvring, there is  risk of collision. Even if it does change, there is still a possible risk, especially if the other vessel is a tug towing a barge astern - never try to pass between a tug and its tow!

Rule 8
Another very logical Rule, but one that is often slighted. If you are approaching another vessel and some action is required of you, such as a change of course or speed, make it soon enough to be effective, and make it of sufficient size to be apparent to the other vessel. From a distance, a change of course is usually more apparent than a change of speed, but don't hesitate to slow down or stop if this is required for safety. Slowing down has the added advantage of giving you more time to assess the situation. The phrase "all way off" means dead in the water without forward movement - no "coasting."

Rule 9
This is basically the waterborne equivalent of driving on the right-hand side of the road. The needs of a vessel that must have the available deeper water are protected.

The term "narrow" should be construed with respect to the size of the vessels using the waterway.

A vessel required to "not impede" should take early action to keep clear of the other vessel by a wide margin. This might be a vessel that otherwise would be the "stand-on" vessel, but whose status is changed by the practical considerations of Rule 9.

Sound signals are required .

Rule 11
The Rules of Section/Subpart II - Rules 11 through 18 - are applicable only when each vessel can see the other. They do not apply under conditions of "restricted visibility" - fog, mist, heavy rain or snow, etc., when the vessels cannot see each other. The mere darkness of night is not a status of restricted visibility, unless one or more of the conditions listed above prevail.

Rule 12
In considering the relative status of two vessels coming into a situation where danger of collision might exist, the Navigation Rules now use the terms of "stand-on" and "give-way." The long-used and well-known terms of "privileged" and "burdened" are no longer in the Rules, but continue in everyday speech. Note also that the term "right-of-way" for one vessel over another does not appear anywhere in either set of Rules.

This Rule requires that a sailing vessel that cannot determine whether or not she should keep out of the way of the other must assume that she should and act accordingly. This is an excellent consideration for any situation of two vessels of any type or size encountering each other.

Rule 13
The zone in which a vessel is deemed to be "overtaking" is the same as that defined for the arc of visibility of the overtaken vessel's sternlight. A vessel coming up astern of a slower vessel is considered to have greater maneuverability and, as such, is the "give-way" vessel. She must take appropriate action until she is finally past and well clear of the overtaken vessel - once a vessel's status is "overtaking," it does not change as she moves out of the sector that created that status.

Rule 14
Other than overtaking, the encounter of two vessels is either "meeting" or "crossing." Meeting is defined as "head-on or nearly head-on," with no numeric definition of "nearly"; courts have, however, accepted as meeting situations where each vessel was in a forward arc of not greater than one point (11°).

Meeting is a more serious and urgent matter than overtaking because the rate of closure is the sum of the speed of each vessel rather than the difference. If a vessel is in any doubt that the encounter is a meeting situation, she should assume that it is and act accordingly, steering to the right. Neither vessel is "stand-on" or "give-way"; both have responsibilities. Note that this Rule applies only to power-driven vessels meeting other power-driven vessels; a meeting of a power-driven vessel with, for example, a sailing vessel, is not covered.

Whistle signals are required, and may be supplemented by flashing light signals .  In the International Rules, radio communications are not an acceptable substitute for whistle signals.

Rule 15
If the situation between two vessels encountering each other does not fit the definitions of overtaking or meeting, then it must be "crossing." Note that for the Rule to be applicable, there must be a "risk of collision" - no risk, no need to apply the Rule, but it is better to be safe than sorry!

This is the Rule that has led to the principle of a "danger zone," from dead ahead to two points (22°) abaft the beam on the starboard side (the same arc as covered by the green sidelight). If you see another vessel in your danger zone, with risk of collision, you must yield to her and take evasive action. But note that this applies only for visual contacts - if you "see" another vessel only by radar, then Rule 19 governs.

Rule 16 Action by Give-way Vessel

Every vessel that is directed to keep out of the way of another vessel shall, so far as possible, take early and substantial action to keep well clear.

Rule 17 Action by Stand On vessel.

This rule states that the stand on vessel must give way if the give way vessel fails to do so. Part c. also states that a vessel shall not alter to Port for a vessel on its port side, and that no matter what the situation all vessels are ultimately obligated to keep out of the way of each other.

Rule 18
Note: that Rule 18 applies only if Rules 9, 10, and 13 do not require other specific action. For example, a sailing vessel that is overtaking a power-driven vessel is the give-way vessel, regardless of Rule 18(a)(iv), because Rule 13 takes precedence.

These lists are often thought of as a "pecking order" between various types of vessels for situations not involving narrow channels, Traffic Separation Schemes, and the overtaking encounter, but this is not correct! The sequence of the listing of various types of vessels in each paragraph is not an indication of relative status of these categories; the subparagraphs are a total list of applicable types of vessels, not a priority listing within any list. Each paragraph should be read independently of the others for the category of vessel concerned.

A vessel "not under command" is usually one that has suffered a loss of propulsion or steering control. A vessel "restricted in her ability to maneuver" would typically be a dredge, one laying an underwater cable, a Coast Guard vessel servicing an aid to navigation, etc.

Remember:
(1) A vessel under sail does not have the privileges of that category if she is also being propelled by machinery; and,
(2) a sport-fishing boat with trolling lines out is not a "vessel engaged in fishing."
International Rule 18(e) and Inland Rule 18(d), in practical terms, apply to a seaplane taxiing on the water. Such aircraft, when taking off and landing, are unable to maneuver to keep clear of vessels.

Section III

Conduct of Vessels in Restricted Visibility

Rule 19
Section/Subpart III of Part B consists of the single Rule 19. For this Rule to be applicable, both of two conditions must be met - vessels must be in or near an area of restricted visibility, and they must not be in sight of each other. A vessel might be in quite clear weather, but adjacent to a fog bank, rainsquall, etc., that did, or might, conceal another vessel - this Rule would then be applicable. The range of visibility is not specified; common sense must be applied - the distance would be less in confined waters than on the high seas.

The requirement of Rules 19(b) and (e) for a safe speed ties back to Rule 6(a) with its very specific conditions and requirement for stopping distance. The requirements of Rule 19(c) tie in with the provisions of Rule 5, Lookouts; Rule 7, Risk of Collision; and Rule 8, Action to Avoid Collision. If you have radar, Rule 19(d) should be read in conjunction with Rule 6(b). Sound signals are required; see Rule 35.

But remember. In restricted visibility you DO NOT use manoeuvring signals.

Rule 20
For this Rule, "in all weathers" means regardless of the state of visibility, good or bad. Navigation lights may be shown at any time during the day, and most towing vessels do so. They must be shown in daytime if visibility is restricted and, of course, must be shown at night. Shapes - commonly called "dayshapes" - are for daytime use only; they should be ignored if seen at night.

The requirement of Rule 20(b) that no other lights be shown that would impair the visibility of navigation lights is most important - but have you ever seen a cruise ship all lit up?!

In order not to overly complicate the basic Navigation Rules, specifications for lights and shapes, and requirements for the placement of these on vessels, are given in Annex I.

Rule 21
The term "masthead" light is somewhat a misnomer - this light is seldom, if ever, actually at the head (top) of the mast; that position is usually reserved for an anchor light. The masthead light may be below, well below, the head of the mast, provided that the location meets the requirements of Annex I as to its height "above the hull"; these heights vary according to the size of the vessel.

The high rate of "flashing lights," 120 or more flashes per minute, is specified to prevent confusion with Quick-Flashing lights on aids to navigation, which flash at a nominal rate of 60 per minute.

Rule 22
The basic requirement of Rule 22 is the intensity of each navigation light; this is for the guidance of the designers and manufacturers of the hardware. The stated ranges provide a necessary input into the formula used in Annex I to calculate the intensity. A light is "legal" if it meets the intensity requirement of Annex I, even though under some conditions of visibility it cannot be seen at the ranges stated in this Rule for that type of light. The stated ranges also provide guidelines for vessel operators and enforcement agencies in the field.

Both sets of Rules state the visibility requirement in terms of "miles"; this is a nautical mile even on inland waters normally using statute miles for distances. Annex I translates these visibility distances to technical measurements of luminous intensity for use in the design and manufacture of navigation lights.

Rule 23
This Rule establishes what might be termed the basic requirements for navigation lights, sometimes called "running lights," for vessels underway. Subsequent Rules will cover vessels towing and being towed, vessels under sail or being rowed, fishing vessels, pilot vessels, and other categories and situations.

Note that the International Rules contain a provision for craft less than 7 meters long operating at speeds not greater than 7 knots (the vessel can be capable of greater speeds, but must not be operated at more than 7 knots while using this Rule).

Nowhere in either set of Rules does the term "range lights" appear, but the two masthead lights, where fitted on larger vessels, do form a range similar to that established by two aids to navigation. This "range" is very helpful in determining the orientation of a ship seen at a distance at night - the white masthead lights can be seen at a considerably greater distance than the red and green sidelights.

Rule 24
This Rule covers both "towing," which means towing astern on a hawser or cable or with the towed vessel alongside, and "pushing," which means only pushing the "towed" vessel ahead of the towing vessel.

For determining the need for different lights and dayshapes for longer tows, the distance is measured from the stern of the towing vessel to the stern of the towed vessel; thus, it is the sum of the length of the towline and the towed vessel.

Note that the two masthead lights for towing vessels with tows of 200 meters or less, and the three masthead lights used with longer tows, may be shown either forward or aft on towing vessels 50 meters or more in length. If the multiple lights are shown forward, there will be a single, higher masthead light aft; if the two or three lights are shown aft, there will be a single, lower masthead light forward. The single masthead light is not required of shorter towing vessels, but may be shown.

Note that the diamond dayshape required on the towed vessel or object for tows over 200 meters in length has no corresponding light for night-time. Note also that the diamond shape is shown only on the towed vessel or object, and not on the towing vessel even though the triple masthead lights may not be noticeable during the day (these lights will normally be shown in the daytime, although not required by the Rules).

Shapes

A reasonable interpretation of the Rules, however, can focus on the language "a vessel or object towed astern" - nothing is said about confining the requirement to the last vessel in a string. This would seem to require each vessel or object to be similarly lighted with sidelights and a sternlight.

Rule 25
A sailboat that is underway shows the same sidelights and sternlight as a powerboat, but does not show a masthead light. From ahead of a sailboat you see only her sidelights; from astern, only her sternlight (which gives her the same appearance as a powerboat from astern). There are, however, variations and additional lights permitted but not required.

Note that the red-over-green all-round lights at or near the masthead are in addition to the normal sidelights and sternlight, which must be shown. However, the optional "tricolor" light at or near the masthead is in lieu of the normal sidelights and sternlight, which must not be shown if the tricolor light is lit.

Remember:
A vessel with sails up, but also being propelled by machinery, even a small outboard motor, must show the lights of a power-driven vessel - not those of a sailing vessel. The tricolor light cannot be used in this circumstance. A white forward "masthead" light must be shown.

It is desirable that a sailboat less than 7 meters in length show normal running lights, but she may alternatively show a white light, typically a flashlight or electric lantern shown on the sails; this is quite effective in making known the small craft's presence.

A rowboat will normally just show a white light in the direction of another vessel; it could show the same lights as a sailboat, but will rarely have the capability.

Rule 26
A fishing vessel is defined as one engaged in fishing with nets, lines, trawls, or other gear that restricts her ability to manoeuvre. It does not include sport-fishing boats with trolling lines, which are not considered to pose any such restriction.

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