Collision regulations with Canadian Modifications Part 2
OOW COLREGs Study Module
Officer of the Watch · Collision Regulations · Canadian Modifications
These rules apply to all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels. Where special rules made by an appropriate authority differ from these rules, such special rules shall prevail.
Canada implements COLREGs through the Collision Regulations (SOR/83-491) under the Canada Shipping Act 2001. These apply to all Canadian waters — inland, Great Lakes, coastal and offshore. Key modifications for inland waters (especially signals) are heavily tested.
Nothing shall exonerate any vessel, or the owner, master or crew thereof, from the consequences of neglect to comply with these rules or of neglect of any precaution required by the ordinary practice of seamen.
Due regard shall be given to all dangers of navigation and collision and to any special circumstances, including limitations of the vessels involved, which may make a departure from these rules necessary to avoid immediate danger.
Following a pilot's helm orders does NOT relieve you of liability. "Special circumstances" only allow departure from the rules to avoid immediate danger — not as a general excuse.
Power-driven vessel: Any vessel propelled by machinery.
Sailing vessel: Under sail only — propelling machinery, if fitted, is not being used.
Fishing vessel: Fishing with nets, lines, trawls or apparatus which restricts manoeuvrability. NOT trolling lines or other non-restricting apparatus.
NUC: Unable to manoeuvre as required due to some exceptional circumstance — NOT just bad weather.
RAM: Restricted in ability to manoeuvre due to the nature of her work (dredging, cable laying, surveying, diving, replenishment at sea, etc.).
CBD (Constrained by Draft): Power-driven vessel severely restricted in ability to deviate from course due to available depth/width vs. draft.
Underway: Not at anchor, aground, or made fast to shore. Does NOT mean making way through the water.
Constrained by Draft is NOT recognized on Canadian inland waters. CBD only applies on the high seas. Frequently tested on TC OOW exams — any scenario on a river, lake, or the Great Lakes cannot include CBD.
Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances to make a full appraisal of the situation and of the risk of collision.
The OOW alone does not constitute a proper look-out on a large vessel. A dedicated visual look-out is required. Failure of look-out is the most cited cause in collision investigations.
Use all available means to determine if risk exists. If there is any doubt, such risk shall be deemed to exist. Proper use shall be made of radar including long-range scanning and radar plotting or equivalent systematic observation.
Risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change. Risk may still exist with a large bearing change when approaching a very large vessel, tow, or a vessel at close range.
Any action shall be positive, made in ample time, and result in passing at a safe distance. Course/speed alterations shall be large enough to be readily apparent to the other vessel observing visually or by radar. A succession of small alterations is to be avoided. If necessary, the vessel shall stop.
Keep as near to the outer limit of the channel on the starboard side as is safe and practicable. Vessels under 20m and sailing vessels shall not impede vessels that can only safely navigate within the channel. Fishing vessels shall not impede any other vessel in the channel.
Overtaking signals (narrow channels): 1 prolonged + 1 short = intend to overtake to starboard. 1 prolonged + 2 short = intend to overtake to port. Agreement reply: long-long-short-short.
Additional binding rules under the Seaway Traffic Act: speed limits, one-way sections, mandatory VTS calling-in points, and icebreaker priority rules in winter.
Proceed in the appropriate lane in the general direction of traffic flow. Keep clear of separation zones. Join/leave at the ends or from the side at a small angle. Cross at right angles to the general direction of traffic flow. Do not use inshore zones unnecessarily.
Pacific: Juan de Fuca Strait TSS, Strait of Georgia. MCTS Victoria mandatory reporting.
Atlantic: Chedabucto Bay TSS (NS). Halifax approaches.
Arctic: All vessels north of 60°N → NORDREG (SOR/2010-127).
A vessel is overtaking when coming up from a direction more than 22.5° abaft the beam (the sternlight sector). When in doubt — assume overtaking. Any overtaking vessel shall keep out of the way until finally past and clear. A subsequent bearing change does NOT end the overtaking situation. Rule 13 overrides Rules 12 and 18.
When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses — each shall alter course to starboard so each passes on the port side of the other. Both vessels give way. When in doubt, assume head-on applies.
The vessel which has the other on her starboard side shall keep out of the way and, if circumstances permit, avoid crossing ahead of the other vessel.
(a)(i) Stage 1 — Mandatory: Keep her course and speed.
(a)(ii) Stage 2 — Permissive: MAY take action to avoid collision as soon as it becomes apparent the give-way vessel is not taking appropriate action.
(b) Stage 3 — In Extremis — Mandatory: When so close that collision cannot be avoided by the give-way vessel alone — shall take the best action to avoid collision.
(c): If taking action in a crossing situation — shall NOT alter course to PORT for a vessel on her own port side.
Hierarchy — power-driven vessel keeps clear of (in order of priority):
1. NUC → 2. RAM → 3. CBD (high seas only) → 4. Fishing → 5. Sailing
Seaplanes shall, in general, keep well clear of all vessels.
On Canadian inland waters, CBD does not exist. Inland hierarchy: NUC → RAM → Fishing → Sailing → Power-driven. Any exam scenario on a Canadian river, lake, or the Great Lakes cannot include CBD.
Every vessel shall proceed at a safe speed adapted to prevailing conditions. Power-driven vessels shall have engines ready for immediate manoeuvre.
A vessel detecting by radar alone another vessel forward of the beam — avoid alteration to port (unless overtaking). May alter to starboard or reduce speed.
If a fog signal is heard apparently forward of the beam — reduce to minimum steerage speed or take all way off, navigate with extreme caution until danger is over.
Masthead light: White, 225° (dead ahead to 22.5° abaft beam each side). Sidelights: Green (stbd) + Red (port), 112.5° each. Sternlight: White, 135°. Towing light: Yellow, 135°. All-round: 360°.
Visibility ranges: Masthead ≥50m: 6nm. Masthead 12–50m: 5nm. Sidelights ≥12m: 3nm. Sternlight ≥50m: 3nm. All-round ≥50m: 3nm.
Vessels under 6m: all-round white acceptable. Canoes/kayaks: white light (flashlight acceptable) to prevent collision. Vessels under 7m at max 7 knots: all-round white only acceptable. This differs from open-sea COLREGs requirements.
≥50m: Forward masthead + after masthead (higher) + sidelights + sternlight.
12–50m: One masthead light + sidelights + sternlight.
<12m: All-round white + sidelights. OR all-round white + combined sidelight lantern.
Air-cushion vessel (non-displacement): All above + all-round flashing yellow light.
WIG craft: High-intensity all-round flashing red light in addition.
Trawling: All-round GREEN over WHITE + sidelights + sternlight if making way.
Fishing (not trawling): All-round RED over WHITE + sidelights + sternlight if making way. Outlying gear >150m: white all-round in direction of gear.
NUC: Two all-round RED lights vertical. If making way: + sidelights + sternlight. Day shape: 2 balls vertical.
RAM underway: All-round RED-WHITE-RED (3 vertical). If making way: + sidelights + sternlight. Day shape: ball-diamond-ball vertical.
Dredger: RAM lights + two RED all-round on restricted side + two GREEN all-round on clear side.
Pilot vessel underway: All-round WHITE over RED + sidelights + sternlight. At anchor: white/red + anchor light.
Anchored <50m: All-round white light forward only.
Anchored ≥50m: White all-round forward (higher) + white all-round aft (lower).
Anchored ≥100m: Shall illuminate decks.
Aground: Anchor lights + two all-round RED vertical. Day: anchor ball + 3 balls vertical.
Open Sea — Action signals: 1 short = altering to starboard. 2 short = altering to port. 3 short = operating astern propulsion.
Approaching a bend: 1 prolonged blast. Reply with 1 prolonged blast.
Doubt/Danger: 5 or more short rapid blasts (+optional 5 flashes).
Narrow channel overtaking: 1 prolonged + 1 short = overtake your starboard. 1 prolonged + 2 short = overtake your port. Agreement: long-long-short-short.
On Canadian inland waters, manoeuvring signals indicate INTENT, not action.
Agreement: same signal back. Disagreement: 5 short blasts. No response = do NOT proceed with the manoeuvre.
Applies throughout the Great Lakes, St. Lawrence River, and all Canadian inland waters. This is the single most-tested Canadian modification on TC OOW exams.
All signals at intervals of not more than 2 minutes:
PDV making way: 1 prolonged blast.
PDV underway but stopped (not making way): 2 prolonged blasts (2-second interval between).
NUC / RAM / CBD / Sailing / Fishing / Towing: 1 prolonged + 2 short blasts.
Vessel being towed (last vessel, if manned): 1 prolonged + 3 short blasts.
Anchored <100m: Rapid bell ring (~5 sec) every ≤1 minute.
Anchored ≥100m: Rapid bell forward + rapid gong aft every ≤1 minute.
Pilot vessel: All required fog signals + identity signal of 4 short blasts.
BC Coast: MCTS Victoria (VTSS — Juan de Fuca, Haro Strait, Boundary Pass); MCTS Vancouver; Prince Rupert VTS (Dixon Entrance).
East Coast: Halifax VTS; Strait of Canso VTS; Sept-Îles VTS.
St. Lawrence: Multiple VTS sectors from Quebec City to Anticosti.
Foreign vessels ≥500 GT: mandatory participation. Vessels must report at designated calling-in points. Governed by CSA 2001 / TP 3820.
Mandatory vessel traffic reporting for the Canadian Arctic under SOR/2010-127.
Applies to: Vessels ≥300 GT (Canadian or foreign); vessels carrying ≥500m³ pollutants; dredges or floating plants operating north of 60°N.
Geographic area: North of 60°N latitude in Canadian Arctic waters.
Requirements: Pre-voyage intention report at least 24 hours before entering the zone. Position reports at calling-in points. Arrival report on entry/departure.
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