Section outline

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    Introduction

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    Vessel "Cape Lazo" at evening

    Welcome to the basic course on Canadian Collision Regulations, COLREGS100. 

    I am the course's lead instructor, Fred Cameron, and I will assist you in any way I can to learn the regulations for safely operating boats in the local waters around Comox. 

    For this course, I can be reached by email at: Fred.Cameron@RCMSAR60.com. If you have reason to believe that address is not working, try: FredC@OpAnalytics.ca. 

    You can also message me using the message icon in the upper right ("talk" bubble to the right of the "bell" icon). I will respond within 24 hours. If you want, we can arrange to meet at the station house for a REAL chat.

    Remember we in Unit 60 want everyone to pass the knowledge test for COLREGS. So if things are not working out for you, please tell me. We can adapt to almost any problem. If you want, we can arrange one-on-one instruction or we can extend time limits. Just ask. 

    Best wishes for a successful completion of COLREGS100!

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    General Information on the COLREGS100 Course

    Before taking this course, you should be familiar with the parts of the Safe Boating Guide that deal with collision regulations, pages 44, 45, and 46. The Safe Boating Guide covers material boaters need to know before applying for a Pleasure Craft Operator Card (PCOC). Since you have a PCOC you should have seen this at some point. But, of course, our skills can get rusty if not used. 

    This course is intended to supplement and reinforce material that you will find in:

    Search & Rescue Crew Manual, Section 7.5 Collision Regulations

    Section 7.5 goes beyond material for the PCOC and you should read that section of your manual as preparation for this course. 

    You should read, at least once, the Canadian implementation of the International Collision Regulations. These apply to Canadian waters and have been implemented through federal legislation under the Canada Shipping Act. The international regulations themselves are in Schedule I following the main text for the Canadian regulations. The main text contains some Canadian unique aspects including the federal legislation that implements the COLREGS for Canadian waters. 

    Also under the authority of the Canada Shipping Act, regulatory control of small vessels falls under the Small Vessel Regulations. "These Regulations apply in respect of

    (a) a pleasure craft;

    (b) a passenger-carrying vessel of not more than 15 gross tonnage that carries not more than 12 passengers and is not a human-powered vessel;

    (c) a workboat of not more than 15 gross tonnage; and

    (d) a human-powered vessel other than a pleasure craft."

    This course will not cover the Small Vessel Regulations. However you should know that many of the vessels encountered in our area will be governed by these regulations, even if they may not be explicitly covered by the COLREGS, e.g., kayaks, canoes, rowing dinghies and smaller pleasure craft and workboats. A good interpretation of these regulations can be found in the Safe Boating Guide. The material in the Safe Boating Guide is consistent with the COLREGS but does not cover the material to the same extent.

    The Safe Boating Guide is not as precise as the COLREGS in manoeuvring and use of lights and shapes, but it does have the admonition: "No person shall operate a vessel in a careless manner, without due care and attention or without reasonable consideration for other persons."

    Upon completion of this course you are not expected to be an expert about all aspects of the Collision Regulations. However you will become knowledgeable about those parts that are relevant to SAR operations in the Comox area and have appropriate judgement to apply them during operations. Some material goes beyond what is expected of regular crew in the Station 60; this material is intended to prepare you for a learning journey for future activity on the water and for more advanced SAR training for which you might want to apply. 

    If you want to take issue with any of the material or just to submit a comment for the class, including when you feel that you have a right answer that has been marked wrong, feel free to raise a point in the course forum. See the link below. Or you can contact me directly using email or the Moodle messaging function (click the talk bubble at the upper right corner of this page). Debate on the COLREGS is always a GOOD THING. 

    Results of any of the quizzes in this web package will not be used for grading. Results from the quizzes are intended to help you by indicating your strengths... and spots where you might want to review the material. OK, OK: think positive! 

    In the quizzes most questions have only one best answer. For some questions you may feel that more than one answer seems acceptable. If this seems to be the case, you should choose the answer you feel is BEST.  

    For those members taking the Crew Course, there will be a written exam once you have reviewed the material. You may take the online quizzes as many times as you please... say, to get the answers all correct and a perfect score. Feel free! Your answers to the online quizzes will not count towards a pass/fail in the Crew Course; only the written exam counts for passing the course. 

    [Timing: Approximate timings are provided for reading or watching material within this course package. This excludes the time you may take to review this material after initial reading or watching, or to pursue links to outside websites or to complete quizzes, since this will be up to you.]

    At the conclusion of this part of the Crew Course, you will be given an in-person closed-book written exam on the COLREGS. This will consist of 40 to 50 questions, most with multiple-choice responses. You are expected to get a mark of 70% or better to complete this part of the Crew Course. If you cannot achieve the necessary mark, you will be allowed additional study (including in-person tutoring, if requested) before a re-examination.

    Remember: Everyone in this unit WANTS you to pass! But you need to know your stuff, and we are here to help with that. We all want you to be safe on the water, to keep your crewmates safe, and to keep our boats and the boating public safe. Knowing the COLREGS is one important step towards those goals. 

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    Main Text of the Canadian Collision Regulations (COLREGS)

    The structure of the Canadian implementation of the International Collision Regulations can be confusing. So there is a link below that explains the overall structure.

    General material on how the International Collision Regulations are applied in Canada is in the main text of the Canadian regulations and in Part A of the International Collision Regulations (COLREGS), consisting of Rule 1 through Rule 3. The next link below provides some details on main text for the Canadian implementation of the COLREGS and on Rule 1 through Rule 3.

    Then there is a link below for some definitions, extracted from Rule 3 and from the main text.

    And below that link is a link to a short practice quiz on this material. 

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    Under Any Condition of Visibility

    Within the Collision Regulations (COLREGS), Part B Section I deals with rules that apply under any condition of visibility. These are Rule 4 through Rule 10. They must be adhered to at all times when on the water. These rules are emphasized further within Rule 19 on manoeuvring in restricted visibility, since that can be a particularly perilous time. 

    You should read the appropriate COLREGS for yourself. Follow the link below to see some aspects that are more relevant to operating SAR vessels on the lower BC coast. 

    Next there is a link to a section on "Risk of Collision". This is followed by a short section on the use of radar, a sensor that is of particular value in assessing the risk of collision. 

    Below that link, you will see another link to a short quiz to check your familiarity with the rules for any condition of visibility. 

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    Vessels in Sight of One Another

    Within the Collision Regulations (COLREGS), Part B Section II deals with rules that apply when two vessels are within sight of one another. These are Rule 11 through Rule 18. 

    See a link immediately below to a section on details on these rules. 

    Below that is a link to a section with a simplified summary of the salient parts of these rules as they would apply to you on a power-driven vessel when operating in our area. 

    Then there is a link to a section on sound systems that may be used in clear visibility. After some closing comments, there is a short practice quiz.

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    Restricted Visibility

    When the fog descends on your vessel, it is time for Rule 19 and Rule 35: Rule 19 for how to manoeuvre and Rule 35 on the sound signals that should be used. Following these rules should keep a vessel safe until it can see any vessel that may cause concern.

    When other vessels cannot be seen due to restricted visibility, your vessel should not make those sound signals that require that “vessels are in sight of one another”; see Rule 34. This even applies to the “five short” signal where you indicate there may be some danger or that another vessel’s intentions are unclear. 

    Around Comox it is rare to have severely restricted visibility, e.g., less than a hundred feet or so (but it can happen). In "normal" restricted visibility you are more likely to see a vessel emerge from fog (or a rain squall, or whatever) more than a cable or two away. So RCMSAR vessels moving at slow speed (due to the conditions) should be able to stop within one or two boat lengths and ensure that no collision takes place. For a safe speed mariners have traditionally used a guideline that you should not move so fast you cannot stop in half the prevailing visibility; if two approaching vessels use this guideline they should both be able to stop before they make contact. 

    The likely sequence is, first, to become aware of another vessel while it is hidden in fog, perhaps still several cables or more away by hearing a fog signal or by seeing an appropriate target on radar. At this point your vessel should be aware that there is another vessel nearby and take suitable precautions (under Rule 19 and Rule 35). 

    Should another vessel emerge from the fog, then the various sub-rules under Rule 34 can come into play — you are now in sight of one another. Up to that point Rule 19 (Conduct of Vessels in Restricted Visibility) and Rule 35 (Sound Signals in Restricted Visibility) should keep you safe, and the same for the folks on the other vessel.

    Rules that specify technical characteristics of sound equipment (Annex III) require that sound signals from larger vessels be lower in tone: the horn of a small power boat must be higher in pitch than the whistle of a large commercial vessel (e.g., a BC ferry). Thus, if you hear a fog horn in restricted visibility that is at a very low frequency be aware it could be a very large vessel… yikes!  

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    Navigation Lights

    Navigation lights are covered in Part C of the COLREGS. The link immediately below provides details on the lights you may see in our area.

    Below that link there is a link to various outside resources for learning the light patterns: apps and websites.

    And then there is yet another practice quiz.... for your enjoyment!

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    Day Shapes

    Day shapes are covered in Part C of the COLREGS. The links below provide information on day shapes and a practice quiz.
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    Navigation Lights and Shapes Practice

    For your enjoyment, the quiz below provides practice on several aspects of the COLREGS.

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    Signals for Distress

    The International Collision Regulations (COLREGS) specify in Rule 37 that there are agreed signals for distress. The details on these signals are in Annex IV of the COLREGS. The link below will take you to a section that covers these signals. Below that link in another quiz. 

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    A Cheat Sheet for Shapes, Lights, and Sounds

    This section is not required for the COLREGS exam. It is intended as a means to organize information on shapes, lights, and sounds so it will be easier to remember.

    In the pages below you will see a step-by-step guide for how I would construct a cheat sheet for shapes, lights, and sounds from the COLREGS. This is my diagram.... yours can be different. 

    Note: my diagram is not comprehensive. Several shapes and lights are not there. For example, I have not included "mine clearance". I don't expect we will see those signals in our area. But, if you plan to cruise some place like the Persian Gulf you might want to know those signals. 

    Similarly there are "add on signals" for fishing, e.g., gear extending out from one side of the vessel. For most of our activities it should be enough to know we (in a power-driven vessel) have to stay well clear of vessels engaged in fishing. So I didn't get fancy with those additional shapes and lights. 

    Note: do not presume that only signals that are on my diagram will be on the exam. The probability is low that some additional signals will be there, but it is not zero.  

    Anyway, I recommend the following:

    1. You devise a one-sheet summary of the shapes, lights, and sounds you think are important. If you have concerns about the one I devised, develop your own. 

    2. Then you should draw it out several times. Once or twice at the beginning using some reference to get it right. Then a few more times on your own so you know you can get it right from memory.

    3. You should draw it once or twice the day of or the day before the exam.... to re-check that you can still do it. 

    4. Soon after you start your exam, draw out your diagram on a blank sheet. Even if you initially have to leave some blanks, draw as much as you can early. As the hour goes by, you might be able to fill in the blanks. Indeed, some questions on the exam might trigger your memory on some you have forgotten. 

    If anyone has other suggestions to help remember all this "memorization work", I would be happy to have your suggestions. 

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    Mnemonics or Aids to Memory

    Mariners over the years have found many ways to help them remember the provisions of the COLREGS. A mnemonic is a device such as a pattern of letters, rhymes, or associations that may help someone to remember something.

    Nothing in this section will be in the exam. The material is provided for those who might find useful mnemonics to help them remember details such as light combinations. 

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    Seamanship and Special Circumstances

    Introduction

    A critical aspect of applying COLREGS is the expectation of good judgement and the practices of good seamanship by all concerned. This is covered in Rule 2 (Responsibility) and the importance of Rule 2 is often underestimated since it is short and does not require any particular or specific action. 

    The International Collision Regulations are intended for a wide variety of circumstances, conditions, and situations. They apply in the Arctic and the Tropics, in snow, sleet, fog, and sandstorms. The vessels may be ocean liners or small runabouts… or seaplanes. The masters of vessels may be grizzled deep-water sailors or weekend part-timers. The rules must apply in many circumstances that seem in advance to be unlikely or that will be the result of rare events. Thus, the Rules cannot be so specific that they lay down precise responses to everything that may happen on the water.

    Thus Rule 2(b) points out that "any special circumstances" need to be considered in applying the rules. It even allows actions "which may make a departure from these Rules necessary to avoid immediate danger". That goes along with an admonition in Rule 2(a) to apply "the ordinary practice of seamen". Such aspects cannot be described in rule books to cover every eventuality. 

    There are certain parts of the COLREGS where the application of Rule 2 seems particularly applicable; see some examples below. These areas usually come up where the COLREGS have left aspects of procedure open to interpretation. 

    Some Examples Requiring Judgement and Seamanship

    Many rules, other than just Rule 2, rely on good judgement and the common practice of seamanship. There are admonitions in the rules to consider “the prevailing circumstances and conditions”, but without much further elaboration of what those might be. The rules need to be interpreted presuming that all concerned will be practical in how they apply the rules, always considering circumstances and conditions through a lens of good judgement and the practice of responsible seamanship.

    Rule 2(b) (Responsibility) says that mariners must not “neglect … any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case”. There is abundant case law that clarifies what the courts have determined to be good seamanship or how some specific circumstances should affect interpreting the rules, when the rules themselves may be silent on interpretation for some legal case before a future court.

    Throughout the rules following Rule 2 there are many clauses that will require a mariner to use good judgement, “the ordinary practice of seamen”, and “specific circumstances” to determine how the clauses need to be applied to a case in question. Sometimes mariners will have only seconds to make such assessments. 

    Rule 6 (Safe Speed) does not give a limiting number for speed, equivalent to setting the speed limits that are posted on highways. Rule 6 is helpful by giving factors that must be taken into consideration before applying judgement and accounting for prevailing conditions: the state of visibility; the traffic density; the manoeuvrability of your vessel; at night, the presence of background light; the state of wind, sea and current, and the proximity of navigational hazards; and the draught of your vessel. Of course, some authorities -- around a marina or in a harbour -- may set a specific top speed. However, the safe speed for any particular circumstance remains a matter of judgement.

    Canadian modifications, Rule 6(c) and (d), add additional considerations to the international rules. The modifications apply to "every vessel passing another vessel or work that includes a dredge, tow, grounded vessel or wreck". Such passing vessels must go slow enough so that they do not interfere with the activity. 

    A general interpretation of Rule 6, especially in restricted visibility, is that a vessel should slow down to where the vessel can stop in half the visual range. The idea is that if both vessels can stop in the appropriate distance they will be able to stop before a potential impact. Courts have used this understanding in past cases, usually where a collision has occurred because a vessel has not stopped in time, to determine liability. However, this interpretation of safe speed is not specifically mentioned in the rules. 

    Since speed in conditions of restricted visibility should be chosen with even greater caution than when conditions are more benign, Rule 19 (b) (Conduct of Vessels in Restricted Visibility) once more draws attention to choosing a safe speed, with considerable emphasis to choosing a safe speed “adapted to the prevailing circumstances and conditions”. But even for conditions of restricted visibility, the choosing of a specific speed is left to the master (and crew).

    Rule 7(a) (Risk of Collision) calls for the “proper use” of radar, without explaining what it means by “proper”. However, it would be difficult for a vessel to claim “proper use” if it could have used radar but was not using it and was then involved in a collision. Furthermore, there are legal precedents that just having a radar switched on is not enough to constitute proper use. The operator must be trained appropriately and familiar with the equipment and be engaged in using it to deal with risks of collision. For SAR vessels it is generally accepted that radar should be used always when on the water, unless there is a technical malfunction. There is also an obligation that the operator of the radar be appropriately trained on its use. If a radar is not working properly, a SAR vessel may be restricted in operations (e.g., daylight, unrestricted visibility only) or may be taken out of service entirely.

    Note that Rule 7 does not explain in any detail what “risk” really is. It is certainly related to the probability that some misfortune will occur and we all want that probability to be low. Beyond that, it is left to interpretation within specific circumstances. While the COLREGS do not say so, generally it is best to take actions that will reduce risk rather than to mindlessly proceed with an action that increases risk, even if the increase is inadvertent or unintended.

    The COLREGS do not distinguish between risk to a particular vessel (yours) and the overall risk to all vessels concerned. However, it would be inconsistent with good seamanship to reduce the risk to your own vessel through an action that increases the risk to other vessels. So, actions you take should be mindful of how the action affects the risk to others, not just to yourself.

    Rule 19 (Conduct of Vessels in Restricted Visibility) specifies that the rule must be used by “vessels not in sight of one another when navigating in or near an area of restricted visibility”. It leaves to the master the determination of how close a vessel can get to an area of restricted visibility before applying Rule 19. 

    It is important that a vessel that is not in an area of restricted visibility (but near one) should still consider if it needs to apply Rule 19 -- and also apply Rule 35 (Sound Signals in Restricted Visibility) -- so other vessels that are limited in their visibility (e.g., within a fog bank) will not be surprised when it comes time for them to exit from the area of restricted visibility.

    If a vessel (Vessel "A") is aware that it is near a fog bank and it hears one prolonged blast (a Rule 35 signal), the master of Vessel "A" should realize there is probably a vessel (Vessel "B") hidden in the fog bank and the master of Vessel "B" is concerned that there are other vessels around that he cannot see and that cannot see his vessel. So Vessel "A" should use the signals prescribed by Rule 35 so that Vessel "B" is made aware of the presence of Vessel "A". 

    Also left to the master’s judgement is how limited the visibility must be before it can be considered “restricted visibility”. Nighttime lighting conditions alone are not enough to invoke Rule 19, but a little bit of fog that might not be an issue in daytime may require conforming to Rule 19 when the illumination has been reduced by nighttime conditions. 

    The COLREGS also do not specify that restricted visibility would be caused only by fog, although that would be the commonest source in the local area; it leaves to the master’s judgement when blowing snow, rain squalls, sandstorms, smoke, or other obscurants are so severe as to require implementing Rule 19 and Rule 35.

    Many sub-rules under Rule 34 (Manoeuvring and Warning Signals) specify that they are to be used by vessels that are within sight of one another. Several of the sub-rules are to be implemented specifically by power-driven vessels and need not be implemented by other classes of vessels, e.g., sailing vessels. 

    When vessels are in restricted visibility, and not within sight of one another, they should not use sub-rules under Rule 34 because they do not apply to them, such as the manoeuvring signals of one, two, or three short blasts. The signals of Rule 34 should not be used when Rule 35 (Sound Signals in Restricted Visibility) is in effect and your vessel can see no other vessel. 

    It may seem that the more signals that are used the better... So, why not use the Rule 34 signals in addition to the Rule 35 signals? The main reason is to avoid confusion by a vessel hearing such signals. When a vessel is in restricted visibility (and applying Rule 35) and it hears Rule 34 signals, the master would first assume it represents two vessels (and not his own) that have seen each other, since Rule 34 requires that vessels must be able to see each other to use those signals. If this is the master's belief then he would conclude that the signals should be ignored... they are meant for other vessels. Indeed if the master were to hear a single short blast, what manoeuvre is the other vessel making? OK, it is turning to starboard, but where is that vessel and what was the old course and what is the new course? 

    If the master of the vessel hears Rule 34 manoeuvring signals and thinks they just might be meant to alert his own vessel, which is in restricted visibility and cannot see another vessel, he will then be in a quandary: Where is the signaling vessel? What is the other vessel expecting from his vessel? Should he use Rule 34 manoeuvring signals even if he cannot see any other vessel? How should he now manoeuvre? Should he just stop? To avoid such uncertainty, both vessels should comply with Rule 34 (they should not use the Rule 34 signals, but can wait and stand ready to use the manoeuvring signals once two vessels "are in sight of one another") and also comply with Rule 35 (use the Rule 35 signals in restricted visibility and when other vessels cannot be seen). 

    Even the usual "warning signal" (five short blasts of Rule 34(d)) should not be used in restricted visibility and when two vessels are not in sight of one another. The main reason is the same as for not using other Rule 34 signals. The master of a vessel that is in restricted visibility, not able to see another vessel, and has heard five short blasts is also in a quandary: Who is signaling? What do they mean? Is there something about his intentions that is not clear to the mystery vessel? Should he do something different? Basically, if he is already following Rule 19 and Rule 35, what more can he do if he has heard the five-short blasts of the warning signal? 

    Seaplanes

    With the recent collision of a Harbour Air floatplane and a power-boater in Vancouver Harbour, rules about seaplanes deserve some comment. When a seaplane and a power-driven vessel collide, the first rule that comes to mind is Rule 18(e): "A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding their navigation." An accident investigation is underway and this rule will certainly be prominent in the analysis. However, it would seem unfair to use this rule in isolation and absolve the power boater of any responsibility. 

    Clearly the power boater failed to keep a good lookout (Rule 5) and to maintain a safe speed in the circumstances (Rule 6). Additionally there are local harbour rules in Vancouver that go beyond the COLREGS, designating areas where floatplanes operate and cautioning boaters accordingly. Thus investigators are likely to find that, in addition to the power-driven vessel breaking Rule 5 and Rule 6, Rule 2 on "Responsibility" was also violated, namely "the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case". 

    For SAR operations in and around Comox Harbour, our crews should be aware that Harbour Air operates a floatplane service from the Comox Bay Marina; the pilots generally use the area between the breakwater and the dolphin for landing and taking off. Also there are floatplane owners who keep their planes at the Courtenay Airpark and land and takeoff in the estuary southeast of the airpark. Although floatplanes are required by Rule 18 to "keep well clear" of our vessels, the best practice for our vessels is to give any floatplane lots of room; that is, we should all be "prudent mariners". 

    Summary

    A few examples have shown that judgement must be applied in many applications of the COLREGS. When on the water, good judgement and the traditional practice of seamanship must be used in the context of the conditions. And those conditions may require the consideration of special circumstances. So crews from RCMSAR Station 60 must be vigilant at all times and they must be mindful of Rule 2 as much as they are of the more mechanical and explicit rules.  

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    History of the Collision Regulations

    • Students must
      Mark as done

      The information on this page is not required to pass the examination on the COLREGS. The purpose is to provide background and context for those who may be interested. 

      The current version of the Collision Regulations date from 1972. Several changes have been made since 1972, but, even with these, the rules that are in current use are still referred to as the "International Regulations for Preventing Collisions at Sea, 1972" or, for brevity COLREGS 72 or just COLREGS. 

      Thus the current rules are just over half a century old. Other national and international efforts to develop rules and procedures to enhance the safety of mariners began about a couple of centuries earlier. In fact, even earlier, the mariners along a particular coast or working out of a specific harbour generally employed agreed upon practices to reduce the danger of their ships colliding.  

      Before the Industrial Revolution, ships were generally sailing vessels with top speeds less than 10 knots. If two came together the closing speed was often low enough that little damage would occur, and the risk to lives was "acceptable". The sources of risks to mariners of that era and their passengers were more likely due to groundings that might come from poor navigation and lack of knowledge of local hazards and unanticipated bad weather. 

      As speed increased when ship gained mechanical propulsion, initially with steam engines, the impact of two ships colliding became much greater, both figuratively and literally. 

      Between 1840 and 1863 rules developed in England and were subsequently adopted in joint agreement by Great Britain and France. By 1886 these and similar rules had been adopted as well by the United States, Germany, Belgium, Norway, and Denmark. Marine activity in Canada, as a member of the British Empire, was covered by the British participation in such international agreements. 

      The following century saw several conferences that were intended to improve the international agreements, some successful, some less so. Breakthroughs in technology often "forced" participating nations to make changes.

      One of the most influential new technologies was the use of marine radar; by using radar, many aspects of reduced visibility were ameliorated and crews were more able to predict how other vessels were manoeuvring. But there was still a learning curve as crews discovered and developed procedures to best use this then-novel technology.

      Meanwhile courts were interpreting the different generations of the rules. The leading courts for the interpretation of international rules were the Admiralty Court in Britain and federal courts in the United States. In parallel, accident investigations became more authoritative as procedures and technology were improved. 

      For Canadian waters the Federal courts system will function as the "admiralty court". Typically those courts get involved only in exceptional cases, e.g., a collision between large commercial vessels.

      Apart from that, the Transportation Safety Board will investigate accidents if there is loss life, significant injury, or major damages; TSB marine reports are intended first of all to improve safety and not to support any legal moves (although reports are often used as evidence in judicial proceedings, if they happen). 

      Two parties in a collision might go to civil courts (not an admiralty court) if one party were to sue another for causing a collision. Or the insurance companies for two parties might engage in negotiating a settlement (outside of the judicial system) over damages. In such circumstances a report from the TSB or some qualified investigators might be used. Such investigations will often rely on how closely the parties followed the Collision Regulations. 

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    Review Super Quizzes