Course and steering rules

Course and steering rules

This part of the RIPA deals with the rules of direction and governance, that is, the guidelines are provided general that should be followed during navigation, and especially if there is risk of collision.

It is divided into three sections, where the Visibility is predominant.

In good weather and visibility, sections i and ii will apply.
In case of reduced visibility, sections I and III will apply, but never section II.

Surveillance

All ships will maintain at all times effective surveillance visual and auditory, using all appropriate means and are available (radar, GPS, etc.) to fully assess, according to the circumstances and conditions at the time, fully the situation and the risk of collision.

Surveillance must also be visual also auditory, but so much towards the outside as towards the inside (regularly check the status of the compass, the one of the autopilot, etc…)

The abuse of VHF It is not advisable and we cannot forget that, in addition to losing sometimes decisive time, the ships must govern based on the rules and not on the VHF.

The use of this medium VHF, can help prevent conflict situations (for example, to know the traffic status of a traffic separation device, etc.)

Sometimes the problem arises with the misuse of VHF, that two ships They agree to maneuver in a manner contrary to the rules, when the fact of deviating from the regulations It is only justified when there is an immediate dangerIn this case, in the event of a collision, both ships would be equally responsible.

Safety speed

Every ship will sail at all times at a safe speed that allows you execute the appropriate and effective maneuver to avoid collision and stand at a distance that is appropriate to the circumstances of the moment. For determine the safety speed the following factors, among others, will be taken into account:

a) In all ships (with or without RADAR):

b) In addition, on vessels with the radar working properly:

The speed must always be adequate to prevent collision., and this It should not be considered EXCLUSIVELY by EXCESS but also by DEFECT, since ships need a minimum speed to govern.

Previously, the Courts considered the criterion that the safety speed should allow stop the vessel at a distance equal to half the visibilityNow with new technologies, especially in matters of radar, technicians believe that it is possible to go at a higher speed.

What the Regulation does consider is that the machinery must be in perfect condition.
In section b) a series of Guidelines for the use of RADAR, especially to their Limitations, since many approaches occur due to misuse of same.

Risk of collision

a) Each vessel shall make use of all means at their disposal that are appropriate to the circumstances and conditions of the moment, to determine if there is a risk of collision, in case of doubt will be considered that exists.

b) If available radar (working properly), the scan will be included at a great distance (be aware of the risk early), as well as the radar spotting (systematic observation of the detected objects).

c) The following will be avoided: insufficient assumptions, especially the obtained by RADAR.

d) For determine if there is a risk of collision The following considerations, among others, will be taken into account:

• If the bearing of an approaching vessel does not vary appreciably.
• In some cases such a risk may exist. Although the delay varies, especially if it is a ship of large size, or a trailer, or when the distance is very short.

In order to fully evaluate Not only radar or VHF should be used (plotter, binoculars, etc…). We insist again that the use of VHF should not replace any of the rules, for example the sound signals for maneuvers.

When the vessel is equipped with radar must be done a correct use of it.

Any type of maneuver It must be carried out as soon as there is the slightest doubt as to whether the risk could occur or not.. One of the most obvious signs is when the delay with respect to the other vessel, remains invariable as the distance decreases, but even more so, since when we approach a ship large size, or to a ship with trailer or even when we have it s short distance, although vary considerably we may have the risk of boarding.

Another risk is, although the delay varies, that the other ship is carrying out small changes of direction.

Maneuvers to avoid boarding

a) Any maneuver carried out to avoid a collision will be carried out in a in accordance with the provisions of the rules of this part and, if the circumstances of the case permit, they will be carried out in clear form, with due advance, and respecting the seafaring practices.

b) If circumstances permit, changes in course and/or speed that are carried out to avoid boarding will be wide enough, so that they are easily perceived by the other vessel either visually or by radar. Must avoid a succession of small changes of heading and/or speed.

c) If there is enough space, the maneuver of just change course, may be more effective in avoiding excessive approximation, provided that it is done with sufficient notice, let it be considerable and that does not produce a new situation of excessive approximation.

d) The maneuver carried out will be such that the vessel pass a safe distance from the other. The effectiveness of the maneuver must be checking until the time when the other vessel is past and free.

e) Yes if necessary, to avoid boarding, either have more time to study the situation, the ship will slow down or else will suppress starting by stopping or reversing their means of propulsion.

F)

• The ships that by virtue of any of these Rules, are forced not to get in the way the transit or transit insurance of another vessel they will maneuver promptly, when circumstances so require in order to leave sufficient space to allow safe passage of the other vessel.
• Vessels that are obliged not to impede the safe transit or passage of another vessel They will not be exempt from this obligation when they approach the other vessel at risk that a collision occurs and, When carrying out manoeuvres, they shall strictly observe the provisions of the Rules of this Part..
• When two vessels approach each other with a risk of collision, the vessel whose transit must not be impeded shall remain fully bound to comply with the rules of this Part.

Once it is considered that if there is a risk The maneuver to be performed must be striking, clear, with due notice and respecting good practices seafaring practices (for example, small changes in course that go unnoticed by the other vessel).
But in addition, these maneuvers must be according to the rest of the rules.
At sea open the most effective maneuver is the change of course, while in narrow channels, passages or rivers, the most appropriate would be to reduce the speed.

Although the regulation does not set values, good seamanship practice, and this is demonstrated by the rulings issued, considers that a change of course
of less than 10o are not considered valid, and what if they are? over 20o, although in cases of navigation with reduced visibility They must be of 30o to 60o. These changes must be calculated not only to avoid a collision, but also for ships to pass each other at a safe distance.

Between two vessels that are in a situation of crossing, the most successful maneuver It would be that the vessel that gives way would fall to starboard until the other vessel is on the port bow..

iv) This part refers us to the rules 9-10 and 18, (narrow channels, traffic separation devices and obligations between categories) … for example: if we are sailing in a vessel of less than 20 metres, we must keep away from other vessels (Rule 9 – in narrow channels), so We must not place ourselves in a position where there may be an excessive approximation, but in application of this rule, if despite everything silk, We are still responsible for staying away, no matter who approaches whom.

Narrow Channels

a) Vessels navigating along a narrow passage or channel, They will stay as close as possible to the outer limit of the passage that remains for them. starboard side, provided they can do so safely.

b) The Sailing vessels, fishing vessels and vessels less than 20 m in length, They will not hinder traffic of a ship that can only navigate safely within a narrow passage or channel.

c) The dedicated to fishing will not hinder the transit of any other vessel navigating within the narrow passage or channel (fishing is permitted but not obstruction).

d) A channel must not be crossed if doing so would impede the transit of another vessel that can only do so within the channel (the impeded vessel may use the acoustic signal), at least 5 short blasts, if there is any doubt about the manoeuvring of the crossing vessel).

e) When only overtaking is possible with the ship maneuvering to advance, the ship that reaches shall indicate your intention as follows:

• Two long ones followed by a short one -> I intend to reach him on his STARBOARD side – Two long ones followed by two short ones -> I intend to reach him on his PORT side.

The ship hit will give your compliance):

• A long one – a short one– a long one – a short one -> COMPLIANCE with overtaking. – Five or more short, in the event that DO NOT AGREE.

This rule DOES NOT EXEMPT the overtaking vessel from her obligations under Rule 13.

f) Vessels that are approach a bend where vision is obstructed They must navigate alertly and with caution, making the following signals:

• A long whistle (both).

g) Vessels will avoid anchoring within a narrow channel. In the narrow passages, including the mouths of the PORTS, a vessel that can only navigate safely within the passage is protected against:

• The ships of less than 20 meters in length.
• The sailboats.
• The vessels engaged in fishing (they must not obstruct sailboats or those under 20 metres).
• The ships crossing a narrow channel.

What is intended with this rule is favor larger vessels, especially due to the special navigation conditions, and its difficult maneuver, in front of these boats that ABUNDANT in these places.

Regarding the OVERTAKING, the reach maneuver It is different from that described in Rule 13, since there must be an exchange of sound signals and a movement of the vessel reached., provided that the vessel hit has to maneuver, since otherwise It is not necessary and can be done in advance..

This is the only section in which the Regulation allows an agreement between vessels to carry out a maneuver, but even if it is done by VHF, it is sound signals are essential.

Finally, in the areas where vision is obstructed, a signal must be issued a long whistle, thus confirming the presence, behavior that should only be performed whenever you are not seen which is what is behind an obstacle. It will also avoid the to anchor in a narrow channel.

Traffic separation devices

a) This Rule applies to the traffic separation schemes adopted by the Organization.

b) Vessels using a traffic separation scheme They must:

• Navigate on the appropriate traffic lane, following the general direction of traffic flow indicated for that lane;
• If possible, keep your course outside the line of separation or the traffic separation zone;
• Normally, When entering or leaving a traffic lane, do so at its ends., but when entering or leaving said road through one or another of its lateral limits, do it with the smallest angle possible in relation to the general direction of traffic flow.

c) Vessels shall avoid crossing traffic lanes whenever possible, but when forced to do so, They will do so as nearly as possible at right angles to the general direction of the flow of traffic.

(d) Coastal navigation zones will not normally be used by through traffic that can safely navigate in the appropriate traffic lane of the adjacent traffic separation scheme. However, Vessels with a length of less than 20 metres and sailing vessels may use coastal navigation zones under any circumstances..

e) Vessels that are not crossing a traffic lane or are entering or leaving one, shall not normally enter a separation zone, nor cross a separation line, except:

• In emergency case to avoid immediate danger;
• For engage in fishing in a buffer zone.

f) Vessels that navigate through areas close to the ends of a traffic separation device, they will do so with particular caution.

g) Whenever possible, ships will avoid anchoring within a traffic separation scheme or in the areas close to their ends.

h) Vessels that Do not use a traffic separation device, they must move away from it, leaving the largest possible margin.

i) Vessels engaged in fishing shall not impede the transit of any vessel navigating in a traffic lane.

j) The vessels of less than 20 metres in length, or sailing vessels, shall not impede the safe passage of mechanically propelled vessels navigating in a traffic lane..

k) When they are engaged in an operation of For the purposes of maintaining the safety of navigation in a traffic separation scheme, vessels with restricted manoeuvring capabilities shall be exempt from compliance with this Rule. to the extent necessary to carry out such operation.

l) When they are dedicated to a operation of laying, repairing or collecting a submarine cable In a traffic separation scheme, vessels with restricted manoeuvring capacity will be exempt from compliance with this Rule to the extent necessary to carry out such operation.

These DST They have the items following:

• Extremes: which are the inputs and outputs of the same
• Lateral limits : delimit the traffic routes
• Separation zone: is the area whose function is to separate the two circulation zones – Traffic routes: two in opposite directions
• Coastal navigation zone: area between the coast and the lateral limits

Conduct of vessels in sight of each other

Area of application

The rules of this session apply only to vessels within sight of each other.

Sailing ships

a) When two sailing vessels approach each other at risk of collision, one of them will keep away from the defeat of the other in the following way:

• When one of them receives the wind by opposing bands, whoever receives it to port will be maintained defeat section of the other;
• When both receive the wind on the same side, the ship that be upwind will be maintained defeat section of the one that is to leeward;
• If a ship that receives the wind on the port side sights another ship by windward and can not determine with certainty whether the other vessel receives the wind from port or starboard, will stay away from the other's defeat.

b) At the end of the present Rule, will be considered windward side the opposite to the one that has the largest sail or, in the case of vessels of cross rigging, the opposite band to which it is carry the largest of the knife sails.

c) This rule only applies to encounters between sailboats with good visibility, since the encounters between sailboats and mechanical propulsion maneuver is the latter in application to the rule 18.

The variable which determines who must maneuver is the way in which the wind is received. in the first case the one that is found The one on the port tack is the one that must maneuver, and in the second case the one that is found closer to the wind.

When the wind is received by port side and there is doubt as to which side is receiving a vessel on the windward side, Since the course would continue on the starboard side or there would be no doubt whether it is to windward or leeward, this should be turn away from his defeat.this usually occurs at night where the rigs may not be distinguishable.

Finally a A sailboat that overtakes another must move out of the way of the overtaken vessel., this concept, common to all vessels, so if for example a sailboat reaches a mechanically propelled vessel It is the sailboat that must stay away of the mechanically propelled vessel.

This rule shall apply in conjunction to the rules established for avoid boarding, those that regulate the yielding maneuvers and those that regulate the maneuvers of vessels following the course.

“Reach” ship

a) Notwithstanding the provisions of the Rules of Part B, sections I and II, Any vessel overtaking another vessel shall keep out of the vessel's way. reached.

b) It will be considered as a vessel that reaches Any vessel (INCLUDING SAILING VEHICLES) approaching another vessel from a bearing greater than 22.5 degrees abaft the latter's beam, that is, that it is in such a position with respect to the vessel being hit, that At night you may only be able to see the range light of said vessel and none of its sidelights.

c) When a vessel harbor doubts whether or not he is reaching out to another, he will consider that he is doing so and will act as a vessel that reaches.
(d) No subsequent variation in bearing between the two vessels shall render the overtaking vessel a crossing vessel within the meaning of these Regulations. neither will release him from his obligation to keep clear of the overtaken vessel, until it has completely passed through and is in the clear.

It is important to note that in the case that the reach is a sailing vessel loses all his preferences and it is he who must maneuver and move away from the defeat of the reached

Situation back found

a) When two mechanically propelled vessels sail back found to opposite or almost opposite directions, with risk of collision, each of them will fall to starboard so that it passes on the other's port side.
b) Such a situation shall be deemed to exist when a vessel sees another vessel on its bow in such a way that, night, I would see the masthead lights on both masts of the other in a row or almost in a row and/or the two sidelights, and during the day, would observe the other vessel under the corresponding angle of appearance. c) When a vessel have doubts as to whether such a situation exists, they will assume that it does and act accordingly.

“Crossing” situation

When Two mechanically propelled vessels pass each other at risk of collision, The vessel that has the other on its starboard side will keep clear of defeat of this other and, if the circumstances permit it.

Maneuver of a ship that "gives way"

Every vessel that be obliged to keep out of the way of another vessel, will maneuver, as far as possible, with sufficient anticipation and in a determined way for to be well clear of the other ship.

Maneuver of the ship that “continues on course”

to)

• When one of the two vessels must keep out of the way of the other, The latter will maintain its course and speed.
• However, this other ship can act to prevent boarding by its own manoeuvring, as soon as it becomes evident to it that the vessel which should move away is not acting in the manner prescribed by these Regulations.

b) When, for any reason, the vessel that must maintain its course and speed is so close to the other that collision cannot be avoided By the sole maneuver of the vessel giving way, the former shall execute the maneuver that best helps to avoid collision.

c) A power-driven vessel manoeuvring in a crossing situation, in accordance with the second item of point a), to avoid collision with another power-driven vessel, shall not change course to port to manoeuvre a vessel on the same side, if the circumstances of the case so permit.

d) This Rule does not exempt the vessel that gives way, of his obligation to stay away from the other's defeat. 

Obligations between categories of vessels

Without prejudice to the provisions of the Rules 9, 10 and 13:

a) The mechanically propelled vessels, when navigating, shall keep clear of the course of:

• A ship no government;
• A ship with restricted maneuverability;
• A ship dedicated to fishing;
• A sailing ship.

b) The sailing ships, when navigating, shall keep clear of the course of:

• A ship no government;
• A ship with restricted maneuverability;
• A ship dedicated to fishing.

c) To the extent possible, the vessels engaged in fishing, when navigating, shall keep clear of the course of:

• A ungoverned vessel;
• A vessel with restricted manoeuvring capacity.

d)

• Any vessel other than an ungoverned vessel or a vessel with restricted ability to manoeuvre will avoid, if the circumstances of the case permit, impeding the safe passage of a vessel restricted by its draught, which displays the Rule 28 signs.
• A ship restricted by its draft, will sail with special caution taking into account their special status.

e) In general, a A moored seaplane will keep clear of all vessels and avoid obstructing their navigation.. However, in those circumstances where there is a risk of collision, it shall comply with the Rules of this Part.

Conduct of vessels in conditions of reduced visibility

This rule only applies when vessels are in a situation of reduced visibility and therefore THEY ARE NOT IN SIGHT from each other, and only detect the presence of other vessels through radar or regulatory audio signals.

a) Application for vessels that DO NOT be in sight of each other when navigating NEAR or within a REDUCED VISIBILITY zone.

b) You will sail to a safety speed adapted to the circumstances and visibility conditions. Vessels of mechanical propulsion will have their machines ready to MANEUVER immediately.

c) All vessels will take into account these visibility circumstances at the time of complying with the Rules of the SECTION I (Rules ANY VISIBILITY CONDITION) of this Regulation.

d) Any vessel that detects only by means of RADAR The presence of another will determine whether an excessive approach and/or risk of collision is occurring. If so, maneuver with sufficient anticipation, taking into account that If the maneuver consists of a change of COURSE has to avoid, as far as possible:

• Change to PORT, for a vessel located at BEAM BOW (unless the other ship is being hit)
• A change of course directed toward a vessel abeam or astern of the beam.

e) Except when it is established that there is no risk of collision, any vessel that hears, apparently on the bow of its beam, the fog signal of another or that cannot avoid an excessive approach situation with another located at bow of its beam, must REDUCE SPEED TO MAXIMUM GOVERNMENT SPEED and if necessary will suppress all your snatch, to navigate with extreme caution until the danger of collision disappears.

This is the part of the regulation that raises the most doubts, mainly due to: your bad INTERPRETATION, perhaps because its wording is not the most appropriate (especially in its section d) where it says what not to do Instead of saying what the appropriate maneuver would be.
First we come across the expression REDUCED VISIBILITY which cannot be reduced solely to the situation with fog but also includes other situations such as: downpours, storms, snowfall, etc... and it could even be the case that a fire on a nearby boat or on your own or even on land could cause this situation of reduced visibility.

A very important issue, and one that we must take into account, is that Rule 18, which includes the "preferences between types of vessels", cannot be applied here since "vessels within sight of each other" is included in session II, since in the first place The sound signals do not give a very clear idea of what kind of ship it is. (a long one followed by two short ones for a series of ships) and secondly the distances at which they are heard are much shorter than when they are distinguished by their markings, so, in addition to not to be too detailed, are also late as the distances are much shorter.

Logically, and based on the same criteria: "vessels that are within sight of each other", They will not apply here either., at least directly, the rules of "crossing" the one of «"found return" the one of «scope» and finally rule 12 which regulates the sailing ships.

Another situation that we often forget is that this rule is applicable when you are inside or NEAR (paragraph a), which means that also It will have to be applied when we approach an area with reduced visibility. by fog banks or any other circumstances even if we are sailing with excellent visibility.
In this last situation, as well as in the case where you are already within the area of reduced visibility, the Machines must be ready to maneuver.

Therefore this Rule is the one that requires the most attention, the most vigilance and above all
a more anticipated and decisive action, since in most cases it will entail danger.

If we analyze this rule we can observe that it differentiates two very different situations:

• When we detected the other ships through the EAR (phonic signals)
• When we detected the other ships by means of RADAR

A) Through phonetics

Logically, when detected in this way, both vessels will be closer than when detected by RADAR, we cannot forget that for a ship of 200 meters in length The range of its sound signals is 2 miles (this is what the Regulation provides) and in These propagation conditions Sometimes it is much lower, therefore the emission intensity of smaller vessels, such as recreational vessels, is much lower.
In all these cases it should be apply section e) of this rule and will be handled as follows:

• The speed is will reduce government to a minimum.
• In case it is necessary will remove all the starting (if necessary, the ship would be reversed to stop completely).
• Finally you will have to navigate with special caution until the risk of collision disappears.

B) By means of radar

• It should be determine whether a risk of collision or excessive approach is actually being created, for which the corresponding kinematic calculation must be performed.
• It is not necessary to confirm that the risk exists, It is enough that the distance is small for the maneuver to be carried out since with reduced visibility it must be maneuver before with good.
• This maneuver should, as far as possible, prevent a change of course to port for vessels positioned ahead of the beam (except when being hit), just like Course changes directed towards a vessel situated abeam or aft of the beam shall be avoided., in order to avoid colliding with them.