COLREGs : A Basic Guide to ROR

                                                                 

     

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 Regulation 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 thee 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. It was operated on a voluntary basisi at first but in 1971 the IMP Assembly adopted a resolution stating that the observance of all the traffic separation schemes be made mandatory - and the COLREGs make this obligation clear.


Technical provisions

The COLREGS include 41 rules divided into Six Section :- 


Part A - General

Part B - Steering and Sailing

Part C - Lights and Shapes

Part D - Sound and Light signals

Part E - Exemptions

Part F - Verification of compliance with provisions of the Convention.



Further more, there are also 4 Annexes containing technical requirements and concerning lights and shapes and their positioning; sound signalling appliances, additional signals for fishing vessels when operating in close proximity and international distress signals.



PART A - GENERAL ( RULES 1-3 )


        ➡RULE 1 : States that the rule 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 1 - CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY ( RULES 4-10)




➡RULE 4 : Say 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.

➡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 in safe and practicable”. The same Rule obliges a vessel of less than 20 M 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 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 avoid action in accordance with the steering and sailing rules when risk of collision exists.


➡RULE 10: This collision Regulations deals with the behaviour of vessels in or near traffic separation schemes adopted by the Organisation. By regulation 8 of Chapter V ( Safety of Navigation ) of SOLAS, IMO is recognised as being the only organisation competent to deal with international measures concerning the routing 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 authorised to adopt and amend Traffic Separation Schemes on behalf of the Organisation. 

Rule 10 states that ships crossing traffic lanes are required to do so “as nearly as practicable at right angles to 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 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 Organisation (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 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 ( RULES 19 ) 



➡RULE 19 : Stated 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 off 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 : Give 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 Vessel Towing and Pushing. ➡RULE 25 : Covers light requirement 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. 


➡RULE30: 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 M or more in length should carry a whistle and a bell and vessels 100 M 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 - EXEMPTIONS ( RULE 38 ) 


➡RULE 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. 


The Rules, adopted in 2013, bring in the requirements for Compulsory audit of Parties to the Convention. 


➡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 4 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 of assistance. 



SOURCE : HTTPS:// WWW.IMO.ORG/EN/ABOUT/ CONVENTIONS/PAGES/ COLREG.ASPX 



AUTHOR INFO: 

NAME : ABHINEET SHARMA 

RANK : 2ND OFFICER

 COC NUMBER : IF-33391 


Comments

Post a Comment

Popular posts from this blog

Deck Log Book Entries

  DECK LOG BOOK ENTRIES   IMPORTANT NOTES FOR ENTRY IN LOG BOOKS. Being a Deck Officer of a ship involves a myriad of responsibilities that are spread across different aspects of the vessel’s operation. Not only is the SAFE NAVIGATION is the prime responsibility but its documentation also holds equal importance to lend credibility as well as accountability to the task being executed. Safety can be ensured by following the rules and regulations of the sea, company checklist and last but not the least, filling out the bridge logbook which keeps the record of the situations tackled bu the ship while at sea. Full and proper entries should be made in the logbook to enable reconstruction of all important and relevant events that occurred during the voyage - at sea and in port. Deck watch-keeping officers are responsible for making full and accurate record of the various events that occur during a voyage. The Master and Chief officer must check the entries at noon of each day and con...
Read more

MV WAKASHIO OIL SPILL- WHAT CAPTAIN HAS TO SAY ?

Image
  Abhineet Sharma 2nd Officer COC Number: IF-33391 23 February 2021 MV WAKASHIO OIL SPILL-WHAT CAPTAIN HAS TO SAY ? The MV Wakashio Oil Spill occurred offshore of Pointe d’espy South of Mauritius after the Japanese Bulk Carrier Wakashio ran aground on a Coral reef on 25 July 2020 at around 16:00 UTC. Source: https://en.wikipedia.org/wiki/MV_Wakashio_oil_spill#/media/File:IMO_helping_to_mitigate_the_impacts_of_MV_Wakashio_oil_spill_in_Mauritius_-_50236896003.jpg The ship began to leak fuel oil in the following weeks and broke apart in mid August. Although much of the Oil onboard Wakashio was pumped out before she broke in half, an estimated 1000 tonnes of oil spilled into the ocean in what was called by some scientists the Worst Environmental Disaster ever in Mauritius. Two weeks after the incident the Mauritian government declared the incident a National Emergency. SOURCE: https://en.wikipedia.org/wiki/MV_Wakashio_oil_spill#/media/File:Mauritius_oil_spill_ESA22170164.jpeg THE INCID...
Read more

MSDF SUBMARINE COLLIDES WITH COMMERCIAL SHIP

Image
Research Paper Abhineet Sharma 2nd Officer COC Number : IF-33391 10 February 2021 MSDF SUBMARINE COLLIDES WITH COMMERCIAL SHIP 3 Crew members on the Submarine slightly injured but no major damage reported. A Maritime Self-Defence Force submarine collided Monday with a   commercial vessel in the Pacific Ocean off Shikoku, with 3 crew members on the submarine slightly injured but no major damage reported, government officials said. The 84-meter long Soryu scraped the hull of the vessel as it was surfacing, the Defense Ministry said, adding that the submarine’s antenna mast and other upper parts were slightly damaged but it was able to continue sailing.   Top Government spokesman Katsunobu Kato said at a press conference that a ship believed to be the one involved in the collision, when contacted by the Japan Coast Guard, reported that no impact was felt and it does not appear to have sustained any damage.    The ship may have been the Ocean Artemis, a Hong King-flagged...
Read more