Rule 8 - Action to avoid collision | Colregs 1972 | Merchant Navy | Rules of the road скачать в хорошем качестве

Rule 8 - Action to avoid collision | Colregs 1972 | Merchant Navy | Rules of the road

RULE 8 Action to avoid collision (a) Any action to avoid collision shall be taken in accordance with the rules of this Part and, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship. (b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed should be avoided. (c) If there is sufficient sea room, alteration of course alone may be the most effective action to avoid a close-quarters situation provided that it is made in good time, is substantial and does not result in another close-quarters situation. (d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past and clear. (e) If necessary to avoid collision or allow more time to assess the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion. (f) (i) A vessel which, by any of these rules, is required not to impede the passage or safe passage of another vessel shall, when required by the Steering and sailing rules 35 circumstances of the case, take early action to allow sufficient sea room for the safe passage of the other vessel. (ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall, when taking action, have full regard to the action which may be required by the rules of this Part. (iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the rules of this part when the two vessels are approaching one another so as to involve risk of collision. COMMENT: (a) Positive action in ample time The circumstances must obviously be taken into account in considering what is meant by ‘ample time’. In both clear and restricted visibility the situation should, if possible, be carefully assessed before action is taken. Assumptions should not be made on the basis of scanty information (see pages 32–33). When vessels are in visual sight of one another the vessel which is directed to keep out of the way, must, so far as possible, take early avoiding action as required by Rule 16. If the give-way vessel takes action in good time the stand-on vessel will be required to maintain her course and speed and will not be justified in taking action in accordance with Rule 17(a)(ii). An amendment to paragraph (a) was adopted by the 22nd Assembly of IMO, by which a direct link is established between Rule 8 on Action to Avoid Collision and the other Steering and Sailing Rules of Part B. The reason for this amendment was that reports of collision cases indicated that at times in head-on, near head-on encounters or in fine crossing situations Rule 8 and in particular Rule 8 (d) was applied in isolation of the other Steering and Sailing Rules, resulting in conflicting actions and collisions. In December 2002 IMO issued a Safety of Navigation Circular (SN Circular 226) on DANGERS OF CONFLICTING ACTION IN COLLISION AVOIDANCE explaining the above mentioned reason for the amendment of Rule 8(a). As risk of collision is deemed to exist if the compass bearing of an approaching vessel does not appreciably change, a definite and continuing change of compass bearing would be one indication of the initial effectiveness of the avoiding action. However, an appreciable change of bearing may not be sufficient to establish that the vessels will eventually pass clear of one another. Subsequent action by the other vessel could result in renewed risk of collision. The situation could become even more dangerous than before if both vessels turn towards each other when crossing at a broad angle as the speed of approach may be increased. The need to check the effectiveness of action taken to avoid collision applies especially in restricted visibility as subsequent action by the other vessel is less likely to be apparent on the radar screen. Plotting, or equivalent systematic observation, should therefore be continued until the other vessel is well clear. When action is taken which could conflict with the action which is likely to be taken by the other vessel particular care should be taken. If, for instance, speed is reduced to avoid a vessel crossing from the port bow, a careful watch should be kept to see if the other vessel turns to starboard as this would probably necessitate a return to the original speed.