COLLISION RULES (COLREGS)

Basic terms

sailing vessel
vessel engaged in
fishing
vessel not under
command (NUC)
vessel under way
vessel restricted in
her ability to
manoeuvre
head-on situation
crossing situation
give-way vessel
stand-on vessel
Collision Rules
COLREGS
conduct of ships
SOLAS Convention
Rule of the Road
lights and shapes
sound signals
restricted visibility
steering and sailing
rules
miscellaneous
signals
power-driven vessel
overtaking
risk of collision
navigation/steaming
lights
blast
alteration of course



INTERNATIONAL REGULATIONS FOR PREVENTING
COLLISIONS AT SEA 1972

Part A. GENERAL
Rule 3
General definitions
For the purpose of these Rules, except where the context otherwise
requires:
a.) The word "vessel" includes every description of water craft,
including non-displacement craft and seaplanes, used or capable
of being used as a means of transportation on water.
b.) The term "power-driven vessel" means any vessel propelled by
machinery.
c.) The term "sailing vessel" means any vessel under sail; provided
that propelling machinery, if fitted, is not being used.
d.) The term "vessel engaged in fishing" means any vessel fishing
with nets, lines, trawls or other fishing apparatus which restrict
manoeuvrability, but does not include a vessel fishing with
trolling lines or other, fishing apparatus which do not restrict
manoeuvrability.
e.) .
f.) The term "vessel not under command" means a vessel which
through some exceptional circumstance is unable to manoeuvre
as required by these Rules and is therefore unable to keep out of
the way of another vessel.
g.) The term "vessel restricted in her ability to manoeuvre" means u
vessel which from the nature of her work is restricted in her
ability to manoeuvre as required by these Rules and is therefore
unable to keep out of the way of another vessel.
h.) .
i.) The word "underway" means that a vessel is not at anchor, or
made fast to the shore, or aground.
j.) The words "length" and "breadth" of a vessel mean her length
overall and greatest breadth.
k.) Vessels shall be deemed to be in sight of one another only when
one can be observed visually from the other.
l.) The term "restricted visibility" means any condition in which
visibility is restricted by fog, mist, falling snow, heavy
rainstorms, sandstorms or any other similar causes.


Rule of the road, powered vessels



Rule of the road, sailing vessels

A on starboard tack has right
of way over B on port tack

Windward boat B gives way to
leeward
boat A


Collision Rules include a set of thirty-one internationally agreed
rules which govern the conduct of ships at sea in order to prevent
collisions between them. They are compiled by the International
Convention for Safety of Life at Sea and are known officially as
the International Regulations for Preventing Collisions at Sea, or
colloquially as the Rule of the Road.
The thirty-one rules are divided into six parts, which cover
definitions, lights and shapes to be carried by vessels at night or
day by which they can be recognized, sound signals and conduct in
restricted visibility, steering and sailing rules to keep vessels apart
when they are approaching each other, sound signals for vessels in
sight of one another, and miscellaneous signals, such as distress
signals, etc.
Of the definitions laid down, the most important are those which
define a powerdriven vessel and a sailing vessel. Any form of
mechanical propulsion, including oars, counts as a power-driven
vessel.
The lights laid down to be carried under the Rule of the Road serve
two purposes. The navigation (or steaming) lights carried by a ship
are so designed and placed that any other ship sighting them can
tell reasonably accurately the course of the vessel carrying them.
Other lights laid down by the Rule of the Road are designed to
indicate the type of vessel and her actual employment.


Ship Passing Ahead Altering Course to Starboard


Overtaking Manoeuver


Sound signals are used by ships in fog or restricted visibility. A
power-driven vessel gives one prolonged blast every two minutes
on her whistle or siren when she is making way through the water,
and two prolonged blasts every two minutes if she is under way but
stopped. If she has anchored, she rings her ship's bell rapidly for
five seconds every two minutes.
The most important group of rules are the steering and sailing
rules, which lay down the procedure to be followed when ships
approach each other and there is a danger of collision. If, for
example, two ships are approaching each other head on, both must
alter course to starboard (or to the right) so that they pass each
other port side to port side. Where a vessel is on the starboard hand
of another, and steering a course which may result in a collision,
she has the right of way and should maintain her course and speed,
the other vessel giving way to her. Where a vessel is on the port
hand (side) of another, and her course, if she maintains it, may
result in a collision, she is the giving way vessel and must alter
course to avoid the other. But any ship overtaking another, i.e.,
approaching at any angle from two points (22.5) abaft the beam
on either side, must keep clear. When a vessel has the duty of
giving way to another under the rules, she normally does so by
altering course to pass astern of the other, and should make a clear
and significant alteration of course in plenty of time to indicate to
the other vessel that she is taking the appropriate action.


Part B. STEERING AND SAILING RULES
Rule 73
Overtaking
a.) Notwithstanding anything contained in the Rules of Part B,
Sections I and II, any vessel overtaking any other shall keep out
of the way of the vessel being overtaken.
b.) A vessel shall be deemed to be overtaking when coming up with
another vessel from a direction more than 22.5 degrees abaft
her beam, that is, in such a position with reference to the vessel
she is overtaking, that at night she would be able to see only the
sternlight of that vessel but neither of her sidelights.
c.) When a vessel is in any doubt as to whether she is overtaking
another, she shall assume that this is the case and act
accordingly.
d.) Any subsequent alteration of the bearing between the 2 vessels
shall not make the overtaking vessel a crossing vessel within the
meaning of these Rules or relieve her of the duty of keeping
clear of the overtaken vessel until she is finally past and clear.

Rule 14
Head-on situation

a.) When 2 power-driven vessels are meeting on reciprocal or
nearly reciprocal courses so as to involve risk of collision each
shall alter her course to starboard so that each shall pass on
the port side of the other.
b.) Such a situation shall be deemed to exist when a vessel sees the
other ahead or nearly ahead and by night she could see the
masthead lights of the other in a line or nearly in a line andlor
both sidelight.s and by day she observes the corresponding
aspect of the other vessel.
c.) When a vessel is in any doubt as to whether such a situation
exists she shall assume that it does exist and act accordingly.

Rule 75
Crossing situation

When 2 power-driven vessels are crossing so as to involve risk of
collision, the vessel which has the other on her own starboard side
shall keep out of the way and shall, if the circumstances of the case
admit, avoid crossing ahead of the other vessel.




IMO STANDARD MARINE COMMUNICATION PHRASES


III/1.1.3 Collision

I have collided with MV ... .
I have collided with unknown vessel /object / seamark / iceberg.
MV ... has collided with MV... .

What is damage?
-I have minor/major damage above/below water line.
-Propeller/rudder damaged.
-I can only proceed at slow speed.
-I am not under command.

Can you repair damage?
- Yes, I can repair damage.
- No, I cannot repair damage.

What kind of asistance do you require?
-I require escort /tugs.
-I require

MVhas major damage above/below water line.
MVunder command.
MVnot under command.
According to my radar, your course does not comply with
International Regulations f'or Preventing Collisions at Sea.
You are not complying with traffic regulations.
You are not keeping to correct lane.

A. Comprehension & vocabulary

A.1 Complete the following sentences:
1. The rule of the road is compiled by ___________________.
2. The six main parts of the Collision Rules are
________________.
3. Distress signals are laid down in the part of the Colregs
called ________________.
4. A power-driven vessel is a vessel driven by
_______________.
5. Lights laid down under the Collision Rules are placed so that
the other ship can
6. _________________.
7. Lights are also designed to indicate ________________.
8. A vessel making way through the water gives
________________blast____________.
9. A vessel anchored rings _______________.
10. Steering and sailing rules lay down the actions to
be taken if two vessels_____________and
if_________________.
11. Both ships must alter course to starboard if
________________.
12. When two vessels are approaching on crossing
bearings, the one having the other on her starboard side shall
_________________.

A.2 Supply the missing words using the words in the brackets:
courses alter . sight blast . risk . accordance
power portside rules collision
Rule 17
When two vessels are in 1. ____________ of one another and 2.
___________ of collision exists, the steering and sailing
3.__________ provide for mutual action so that 4.
_____________is avoided.
Thus, when two 5.____________driven vessels are meeting on
reciprocal 6.___________ so as to involve a risk of collision, each
is directed by Rule 14 to 7._____________ course to starboard, so
that each may pass on the 8.________________of the other. Each
vessel should indicate that she is altering course to starboard by
sounding one short 9._____________ on the whistle in
10._________________ with Rule 34.


A.3 Supply the missing words:
govern prooced keep bear

Rule 9
When 1. ____________ along narrow channels, Rule 9 directs that
the power driven vessel should 2. _________________ to the
starboard side of the channel. It must be 3. ___________ in mind
that navigation in many harbours and inland waters is 4.
______________ by the by-laws made by local authorities.

A.4 Study the figure below and,fill in the following missing
words:
white green red sidelight visibllity steaming length
starboard way collision regulations collision
collision.

Navigation lights-arcs of visibility
Navigation lights

Navigation lights are laid down under the International
1._____________for Preventing 2. ___________________at Sea
which vessels must display when under 3. __________at
sea at night. They include a 4__________________light on the
mast (two lights if the vessel is over 150 feet in
5.______________with the second light abaft of and higher than
the first), red and 6. ________________sidelights to port and7.
________________ respectively, and a 7. ____________stern
light. Their arcs of 9. _____________ are strictly laid down so that
it is possible to judge the course of a ship at night by studying the
to10._______________ lights which are j visible to an observer.
Other 11. ____________ lights are laid down to indicate various
types of vessel at sea, such as a fishing craft, tugs with vessels in
tow, etc. Small sailing vessels are not required to carry the light on
the mast12. _______________ and green 13. _________alone are
necessary under the regulations.
A.5 Supply the appropriate phrase:
not under command all-round overtaktng light
at intervals in poor visibility . under way
through the water by day
Lights
A vessel l.____________at night, but 2.___________and stopped,
hoists two 3.________ red lights, one above the other, visible two
miles, and switches off all other navigation lights. If she is making
way 4. _____________ she shows bow lights and an
5.___________ in addition. 6.____________she hoists two black
balls.7.______________ day or night, she sounds one long blast
followed by two short blasts 8._____________of not more than
one minute.

A.6 Supply the following missing words or terms:
forward anchor apart balls all-round lights length visible
stern
Vessel aground
What are the day and night signals for a vessel aground? She shall
show by night the 1.____________for a vessel at 2.
____________. If she is 150 feet or more in 3.___________she
shall show one white light forward and at or near the
4.___________another such light not 15 feet lower than the
5.____________light. Both lights are to be
6._______________not less than 3 miles. By day she shall exhibit
3 black 7._______________each not less than 2 feet in diameter in
a vertical line over the other, not less than 6 feel-
8.________________

A.7 Choose the right answer:

1. You are steaming in dense fog and hear a whistle signal ahead -
one prolonged blast followed by three short blasts. It is:
a) a a fishing vessel engaged in trawling
b) a vessel being towed
c) a pilot vessel underway and making a special signala
d) a vessel not under command
2. When she is not at anchor, made fast to the shore, or
aground, a vessel is:
a underway
b making way
c dead in the water
d a power-driven vessel
3. Which of the following day signals should be displayed
by a vessel aground?
a anchor balls forward and three black balls
b anchor ball forward and two black balls
c two black balls where best seen
dthree black, balls where best seen
4. A vessel on the high seas which is not under command
shall display by day:
a two black balls
b three black balls
c two red balls
d three red balls
5. Th ree black balls in a vertical line indicate:
a a vessel aground
b a vessel not under command
c a pilot on board
d a vessel in distress
6. A power-driven vessel underway would:
a show sidelights and a stern light
b show sidelights and a stern light only when making way
through the water
c not show any range lights when stopping
d never need to carry an after range light (range light =
additional, optional masthead light)

A.8 Fill in the Master's answers (B) to the Judge's questions (A) choosing
from the following list:
Yes, think that the first collision pushed us over to starboard
I was quite certain (sure) that the approaching vessel was
observing us
I didn't know, but if approaching vessel had then swung to
starboard, the collision would have been avoided
No, quite certaintly not
I cannot say. Possibly a minute
I was not in doubt until she was in close proximity

A. Why didn't you at any time before the collision sound a signal of a
number of blasts?
B.1._______________________________________________________

A. Were you in doubt as to whether the approaching vessel was taking the
right step to keep clear?
B.2._____________________________________________________
A. When the approaching vessel was 100 metres away from you, you knew
that she was not taking any proper actions, didn't you?
B.3._______________________________________________________
A. How long before the collision did you go full astern?
B.4._______________________________________________________
A. Did the collision have any effect on the heading of your ship?
B.5._______________________________________________________
A. If the approaching vessel was heading 160, then your ship must have
been heading between 130 and 140. Do you think your vessel might
have altered her heading about 10 or 20 degrees to port at the time of the
collision.
B.6._______________________________________________________
___________________________________________________________
A. This is all I wanted to ask.
B.Grammar

B.1 Re-phrase the sentences below (1-5), using each of the
following phrases:
keep out of the way
avoid
give way
keep clear
have the right of way
give a wide berth to

EXAMPLE
Keep well out of the way of the oil tanker.
Avoid the oil tanker
Give way to the oil tanker Keep clear of the oil tanker
Keep clear of that tanker
The oil tanker has the right of way
Give this tanker a wide berth

1. You must keep clear and pass astern of me.
2. Why didn't you keep out of the way of the tanker?
3. We had to turn to starboard in order to give way to the ships
in tow.
4. The overtaking vessel did not avoid the vessel being
overtaken.
5. My ship had the right of way and proceeded wilhout notice.

B.2 Make questions using the suitable forms of the verbs in
brackets:

Hearing at a court: collision
JUDGE - What time you (go) 1_______________on watch on the
day of the collision? Whom you (relieve) 2. ______________?
- 2
ND
OFFICER - At 8 o'clock in the morning. I relieved the
Chief Officer.
- JUDGE- What visibility (be) 3._______________ like? What
your course (be)
- 2
ND
OFFICER - Approximately 6 miles, 152 true.
.: JUDGE - You (ascertain) 5. _________________the position of
your vessel when you came on watch?
- 2
ND
OFFICER - The Chief Officer took radio bearings.
- JUDGE - You (make) 6._________________any estimate of the
distance the other ship was from you? How she
(bear)7.________________from you?
- 2
ND
OFFICER -About 6 miles and between 10 and 20 degrees
abaft the beam.
- JUDGE -What (happen) 8.______________to the distance
between you and the bearing?
- 2
ND
OFFICER -She came closer and closer. The bearing drew
slowly abeam.
-JUDGE - Why you not (call) 9.____________the captain
considering the dangerous situation?
- 2
ND
OFFICER -The situation was quite clear in my opinion. It
was the approaching ship's duty to give way.

B.3 Re-phrase the following sentences (7 - 4) so that the idea of
obligation is always maintained (make the necessary
changes); study the difference in meaning in theitalicized
phrases below:

EXAMPLE
Officers and rating must be back
should be back
ought to be back
shall be back
are to be back by 18.00
are bound to be back
are obliged to be back
are supposed to be back
are ordered to be back

1. A vessel overtaking shall keep out of the way of the
overtaken vessel.
__________________________________________
__________________________________________
__________________________________________
__________________________________________
__________________________________________, etc.

2. Each ship must alter course to starboard.
3. The port side vessel shall avoid the starboard side vessel in
case of a crossing
4. situation.
5. A power-driven vessel should keep out of the way of a
sailing vessel.

C. Writing skills

C.1 Find the parts of the reading text and answer the questions
below:

1. Where are the Collision Rules compiled?
2. What are the six parts of the Colregs?
3. Which of the definitions in the Rule of the Road is the most
important one?
4. What is a power-driven vessel?
5. What are the purposes of the lights laid down in the Rules?
6. What is the meaning of one prolonged blast on the ship's
whistle given every two minutes
7. When does a ship give two prolonged blasts every two
minutes?
8. Which whistle signals are used when the ship is anchored?
9. What do the steering and sailing rules lay down?
10. What happens if two ships are approaching each other head-
on?
11. What is the rule when two vessels are on crossing courses?
12. What must the overtaking ship do?
13. How does a vessel give way to another?


Further reading 1

My own vessel was a large Ro-Ro on passage from Hamburg
to Antwerp. At 0445, Maas Approach was contacted on Ch 01 at
position "Mike" and they were informed of my intentions to cross
the TSS. As can be seen from the accompanying chart, this was to
be at right angles to the flow of traffic.
Two outward bound ships had been plotted on my ARPA and,
after my course alteration, it was observed that they would both
pass astern but far too close for comfort. At about 0505, vessel "B"
was seen to alter to starboard and was plotted as passing well
clear astern. Ship "A" meanwhile, was making no indications of
giving way.
About 0510; I altered to starboard and finished up taking a
round turn out of the ship. Shortly after I altered to starboard, ship
"A " altered to port and started flashing her Aldis at me.
At this point ship "B" called him up and asked him his
intentions as they were quickly approaching a close quarter
situation. Ship "A" replied that the crossing ship was giving him no
room!!! Ship "B" suggested that, seeing I was altering to
starboard, ship "A" should now do the same. This he did and both
ships then resumed their original courses.
I can only assume that the person in charge on ship "A" had
no knowledge of the Rule of the Road,or there was no Officer on
the bridge.No comments were forthcoming from Maas Approach
who must have watched this incident on their radars.




Further reading 2

Failure to Comply
MARS Report No. 200302


Own ship was a 300,000dwt tanker with a loaded draft of 21.75m.
The "rogue" ship was a bulk carrier of approximately 10,000dwt.
Our course was 220T and our speed was 15 knots and we observed
a slow moving crossing target on our starboard bow at over 10nm
whilst overtaking a bulk carrier on our own port side which was on
a similar course to ours with a speed of 12.5 knots.
At a distance of 6nm (position 2) from the crossing target (now
identified as a crane barge), own ship altered 5 degrees to
starboard to increase the CPA of the crane barge to over 1nm. This
would also allow the bulk carrier more sea room to alter to
starboard to avoid a potential close quarters situation with the
crane barge.
However, the bulk carrier maintained her course and speed and
when she was at position 3, the crane barge called her on VHF Ch.
16 and again a few minutes later. No response was received.
Following this, the crane barge was observed to take all her way
off and alter her heading to parallel that of the "rogue" vessel.




Ex. 1. Reading for gist: Read the text below quickly and find
out the basic idea (gist)

Own ship was a 300,000dwt tanker with a loaded draft of 21.75m.
The "rogue" ship was a bulk carrier of approximately 10,000dwt.
Our course was 220T and our speed was 15 knots and we
observed a slow moving crossing target on our starboard bow at
over 10nm whilst overtaking a bulk carrier on our own port
side which was on a similar course to ours with a speed of 12.5
knots.

At a distance of 6 nm (position 2) from the crossing target (now
identified as a crane barge), own ship altered 5 degrees to
starboard to increase the CPA of the crane barge to over 1nm.
This would also allow the bulk carrier more sea room to alter to
starboard to avoid a potential close quarters situation with the
crane barge.

However, the bulk carrier maintained her course and speed and
when she was at position 3, the crane barge called her on VHF
Ch. 16 and again a few minutes later. No response was received.
Following this, the crane barge was observed to take all her way
off and alter her heading to parallel that of the "rogue" vessel.

Ex. 2 Guided reading:
Read the text below carefully and find the information on the
following (discuss the information first in your group):

1. Basic information on own ship
2. Basic information on the target ship
3. What was the manoeuvre of the ship (target) on our starboard
bow?
4. What happened when our ship was at a distance of 6 nm
from the crossing target (position 2)?
5. Describe the situation at Position 3.
6. What was the last manoeuvre to avoid the collision?

Further reading 3
Near Miss Overtaking MAL
During an east bound transit of the Malacca Strait, own vessel was
on acourse of 1380 T, at an average speed of 13.5 knots, this
dependent on thetides. At around 0900 local time, the OOW
reported a vessel right astern,some 10 nautical miles,
approximately on the same course and around 1.0knot faster
according to the ARPA. During the afternoon watch, the
overtakingvessel still remained right astern and was identified as a
LNG carrier.
The watch changed at 1600 when we were approaching the One
Fathom BankSeparation Scheme. The auto pilot had been
disengaged and the vessel wasnow in hand steering. The LNG
carrier was now less than 2 miles asternof us. The OOW reported
that she would pass down our starboard side witha CPA of 0.5
miles. This was considered too close and I advised the OOWto
adjust the course 5 degrees to port, taking into account our
approachto the Separation Scheme.
At 1700 the LNG carrier was abeam at a distance of 0.7 miles. The
OOWhad tried to establish contact via VHF radio with the LNG
carrier but therewas no response. At about 1745 she was one point
forward of our beam andaltered her course to port. The alteration
was such that it was not readilydetected by the OOW or myself,
either visually or by radar, but within minutesthe distance between
us had reduced to 0.2 miles. I assumed the con andimmediately
ordered the helmsman to put the wheel hard to port. We
werefortunate that there was no west bound traffic in the vicinity
as my onlyother option would have been to stop the engine. This
action alone wouldnot have relieved the situation as quickly and
safely as an alteration.
Throughout the morning and afternoon, the LNG carrier had plenty
of searoom to starboard. An early action on her part would have
avoided embarrassingmy vessel. By the time she had drawn
abeam, I was already 1 mile northeast of my proposed course line.
She had totally disregarded Rule 13 (a)and was determined to
maintain her course and speed no matter what. Myactions as per
Rule 17 avoided a potentially disastrous collision. It wasquite
obvious that her alteration to port was a planned adjustment of
courseprior to her eterring the TSS.


Exercises
SUPPLY THE MISSING NAUTICAL TERM (overtaking, dead,
transit, astern, course) :
During an east bound ____________ of the Malacca Strait, own
vessel was on a __________ of 1380 T, at an average speed of
13.5 knots, this dependent on the tides. At around 0900 local time,
the OOW reported a vessel _____________ astern, some 10
nautical miles, approximately on the same course and around 1.0
knot faster according to the ARPA. During the afternoon watch,
the ___________ vessel still remained right ___________ and
was identified as a LNG carrier.
The watch changed at 1600 when we were _____________ the
One Fathom Bank __________ Scheme. The auto pilot had been
disengaged and the vessel was now in ________ steering. The
LNG carrier was now less than 2 miles astern of us. The OOW
reported that she would pass down our starboard side with a
________ of 0.5 miles. This was considered too close and I
advised the OOW to adjust the ________ 5 degrees to port, taking
into account our approach to the __________ Scheme.
SUPPLY THE APPROPRIATE PREPOSITION:
_____ 1700 the LNG carrier was abeam ______ a distance of 0.7
miles. The OOW had tried ______ establish contact via VHF radio
______ the LNG carrier but there was no response. At about 1745
she was one point forward ______ our beam and altered her course
_____ port. The alteration was such that it was not readily detected
______ the OOW or myself, either visually or by radar, but _____
a few minutes the distance between us had reduced _____ 0.2
miles. I assumed the con and immediately ordered the helmsman to
put the wheel hard _____ port. We were fortunate that there was
no west bound traffic _____ the vicinity as my only other option
would have been _____ stop the engine. This action alone would
not have relieved the situation _____ quickly and safely as an
alteration.
SUPPLY THE APPROPRIATE FORM OF THE VERB (have,
disregard, avoid, enter, be, maintain, prevent, be):
Throughout the morning and afternoon, the LNG carrier _________
have ___________ embarrassing my vessel. By the time she had drawn abe
course line. She had totally __________ Rule 13 (a) and was determ
as per Rule 17 _________ a potentially disastrous collision. It _____
of course prior to her ________ the TSS.


Further reading 4

Marine Accident Brief

Collision of Liberian Containership Columbus Canada and
U.S. Fishing Vessel Black Sheep
Gulf of Mexico near Galveston, Texas
December 21, 1998
MAB-01/04

Vessel No. 1: Liberian Containership Columbus Canada,
Lloyd's No.7800162,602.5 feet long, 92.1 feet
wide, 32.8 foot draft, 24,080 gross tons, built
in 1979
Vessel No. 2: U.S. Fishing Vessel Black Sheep, O.N.
1055544,81.7 feet long, 24.0 feet wide, 12.0
foot draft, 147 gross tons, built in 1997
Accident Type: Collision
Location: Gulf of Mexico, Galveston Bay Entrance
Channel Buoy "3" (latitude 29
o
19.1' N,
longitude 94
o
39.0' W), near Galveston, Texas
Date: December 21, 1998
Time: 2122 cst
1

Owner/Operator:
Columbus Canada: Atlas International, Ltd.,
Monrovia, Liberia
Black Sheep: Raymond La Force, Mobile,
Alabama
Property
Damage:
Columbus Canada - estimated at $10,000
Black Sheep -total Loss
Injuries: Columbus Canada - one
Black Sheep - 1 minor
Complement:
Columbus Canada - 30 (26 crew and 4
passengers)
Black Sheep - 3
The Accident
At 1800 on December 21, 1998, the loaded Liberian containership
Columbus Canada departed Barbours Cut Terminal, at Morgan's
Point, Houston, Texas for Manzanillo, Panama, with 26
crewmembers and 4 passengers.
2
A Houston pilot was in the
wheelhouse to conn the vessel to the sea buoy (designated "GB" on
the nautical chart of the area) in the Gulf of Mexico at the eastern
end of the Galveston Bay Entrance Channel (GBEC).
3
Also on
watch in the wheelhouse were the master, the third mate, a
helmsman, and a lookout. There was also one seaman on the bow
standing by the anchors.
According to the pilot, as the vessel passed between buoys 11 and
12,
4
in the Inner Bar
Channel visibility reduced nearly to zero due to fog. The Columbus
Canada's logbook shows that the vessel passed buoys 11 and 12 at
2057. The winds were light and variable, there was a 3-foot swell
from the southeast and the current was ebbing at about 2 knots in a
southerly direction. Fog signals were sounded as the vessel
continued outbound towards the Gulf of Mexico.
The Columbus Canada made good a speed of about 10 knots as it
continued outbound in the Inner Bar Channel. The pilot kept the
ship in the center of the channel on course of 121_T
5

. At 2115, in the vicinity of buoys 5 and 6 in the GBEC, the pilot
acquired a radar contact at a range of 4 1/2 miles. The pilot
continued to observe the approaching contact on two separate
radars, one set on the 1 1/2-mile range scale and the other on the 3-
mile range scale. Meanwhile, the master monitored the contact on
the third radar. The contact appeared to be an inbound vessel
approaching the Columbus Canada in the channel. It was later
identified as the U.S. commercial fishing vessel Black Sheep.
While observing the contact on radar, the pilot attempted to
establish radio communications with the vessel using
radiotelephone VHF-FM channels 13 and 16. The pilot stated, and
the ship's bridge watch on the Columbus Canada confirmed, that
he made several calls on the radio but received no response.
The pilot had intended to disembark from the Columbus Canada
between buoys 5 and 3.
6
However, he decided to remain on board
longer because he did not want to disembark while another vessel
was approaching his ship and not answering his radio calls. The
pilot, therefore, requested the pilot boat Houston, which was
following the ship to retrieve the pilot when he disembarked, to
continue following the ship until he determined it was safe to
disembark.
On December 21, 1998, the U.S. Fishing Vessel Black Sheep was
returning to Galveston because gale warnings (35-45 knot winds)
had been forecast for the Gulf of Mexico. The vessel was making
good a speed of about 8 knots while inbound in the middle of the
GBEC on a course of about 300_T. In the wheelhouse were an
unlicensed master
7
and a deck hand. The third crewman was off
watch in the galley. The vessel's foghorn was inoperative. The
master used a searchlight and had the deck lights on in an effort to
increase the visibility of the Black Sheep to other vessels. The
Black Sheep's two radars were operating on the two-mile range
scale.
The master of the Black Sheep stated that he heard one call from
the Columbus Canada on VHF-FM channel 16, answered it, but
did not receive a reply. The Black Sheep master acquired the
Columbus Canada on radar about 11/2 mile ahead, located
between buoys 3 and 5 in the center of the channel.
The vessels were meeting in a narrow channel during a period of
restricted visibility. The Convention on the International
Regulations for Preventing Collisions at Sea, 1972 (72
COLREGS)
8
applied and provided guidance on the proper course
of action for the vessel operators to follow to affect a safe passing.
The pilot on board the Columbus Canada stated that he initially
observed the Black Sheep on radar and that it appeared to be on the
inbound right-hand side of the channel and then moved toward the
center of the channel. Between buoys 5 and 3, the pilot on the
Columbus Canada momentarily changed course to the right about
7_ to allow more room for the expected port-to-port meeting and
then returned the vessel to its outbound course of 121_T. The
master of the Columbus Canada stated that the vessels were about
1/2 mile apart at that time.
As the two vessels converged, the radar contact on the Columbus
Canada's radar screen merged with the own ship display
at the center of the scope and the pilot ordered the rudder hard to
starboard to avoid the approaching vessel. Upon sighting buoy 3
ahead at the extreme right hand side (outbound) of the channel, the
pilot ordered left rudder to avoid colliding with the buoy and to
remain in the channel. Shortly, thereafter, the pilot sighted the
Black Sheep come out of the fog immediately ahead of his vessel
and the vessels collided. The pilot stated, that although he had
ordered left rudder, the bow of the Columbus Canada was still
moving to the right at the time of impact.
According to the master of the Black Sheep, when the Columbus
Canada was about 1 1/2 miles away, he believed that there was a
risk of collision. As the vessels converged, the master of the Black
Sheep stated that the image of the on-coming radar contact
appeared on the radar scope to be crossing into the Black Sheep's
side of the channel. To avoid collision, he turned the Black Sheep's
rudder hard to port and passed ahead of the bow of the on coming
ship. However, at 2122, the ColumbusCanada struck the starboard
quarter of the Black Sheep. The location of the collision was on the
outbound starboard edge of the channel, just past buoy no. 3. (See
Figure 1.) At impact, the Black Sheep's hull was breached and
immediately began to flood.

Figure 1. Sketch of Galveston Bay Entrance Channel Showing
Location of Collision and Sunken Position of the Black Sheep.
The Black Sheep's master stated he had not heard any fog signals
sounded by the Columbus Canada. Neither vessel's crew visually
sighted the other vessel until moments before the collision. Also,
neither vessel reduced speed before the collision.
Immediately after impact, the pilot on the Columbus Canada
stopped the main engine and steered to the left to remain in the
channel. At 2123, the pilot notified the Coast Guard Vessel Traffic
Center in Houston of the accident and anchored to await orders
from the Coast Guard. The pilot on the Columbus Canada also
notified the operator on the pilot boat Houston of the collision and
directed him to render assistance to the Black Sheep. At 2123, the
operator on the Black Sheep notified the Coast Guard Group
Galveston on channel 16 of the accident. The pilot boat arrived
alongside the sinking Black Sheep within 1 to 5 minutes and took
the three crewmembers aboard. The three crewmembers were
transferred to a 41-foot Coast Guard rescue boat at 2210 and
brought to shore.
The Black Sheep continued to flood until 2348 on December 21,
when it sank in the vicinity of buoy 3. Salvors later recovered the
Black Sheep and brought it to Port Bolivar, Texas, for repair.
Probable Cause
The National Transportation Safety Board has determined that the
probable cause of the collision between the Columbus Canada and
the Black Sheep was the decision by the master of the Black Sheep
to turn directly into the path of the on-coming ship.
Adopted: August 22, 2001

1 All times in this report are central standard time, based on the 24-
hour clock.
2 A freight vessel, on an international voyage, carrying passengers
is not a passenger vessel unless it carries more than 12 passengers.
3 Distance from Morgan's Point to the eastern end of the Galveston
Bay Entrance Buoy is about 31 miles.
4 The buoys are in sets: odd numbered buoys are on the right side
of the channel and even numbered buoys are on the left side when
proceeding to sea.
5 All courses in this report are true courses, unless otherwise
stated.
6 These particular buoys are about 1.1 miles apart.
7 The masters of commercial fishing vessels of less than 200 gross
tons are not required to be licensed.
8 Rule 9 governs navigation within a narrow channel and states
that a vessel proceeding along the course of a narrow channel or
fairway shall keep as near to the outer limit of the channel or
fairway which lies on her starboard side as is safe and practicable.
Rule 19 provides guidance for vessels not in sight of one another
when navigating in restricted visibility. Every vessel shall proceed
at a safe speed adapted to the conditions of restricted visibility. A
vessel, which detects by radar alone the presence of another vessel,
shall determine if a close quarters situation is developing and/or
risk of collision exists. Avoiding action shall be taken in ample
time and if a change of course is taken, alteration of course to port
(left) should be avoided in a meeting or crossing situation. Or, if a
close quarters situation cannot be avoided with a vessel forward,
the vessel shall reduce speed to a minimum at which it can be kept
on course. If necessary, take all way (movement of the vessel) off
and navigate with caution until the danger of collision is over. Rule
6 describes safe speed as the speed at which a vessel "can take
proper and effective action to avoid collision and be stopped within
a distance appropriate to the prevailing circumstances and
conditions." Factors to be considered for safe speed are: state of
visibility, traffic density, maneuverability of the vessel, draft in
relation to the depth of the water, operational radar, and limitations
of the radar.