Rule 14: meeting head-on.

What does COLREGs Rule 14 say?

Rule 14(a): two power-driven vessels meeting on 'reciprocal or nearly reciprocal courses' with risk of collision both turn to starboard, so that they pass port side to port side.

Rule 14(b): the situation is deemed to exist when a vessel sees the other ahead or nearly ahead and, by night, could see her masthead lights in a line or nearly in a line and/or both her sidelights — and, by day, sees the corresponding aspect.

Rule 14(c): if you are in any doubt whether it is head-on, treat it as head-on.

Is there a stand-on vessel in a head-on situation?

No. Rule 17, the stand-on rule, applies only 'where one of two vessels is to keep out of the way', and Rule 14 directs neither to keep out of the way. It puts the same duty on both: 'each shall alter her course to starboard'. Neither waits for the other, and neither keeps her course and speed.

Which vessels does Rule 14 apply to?

Only two power-driven vessels — any vessel propelled by machinery (Rule 3(b)), which includes a sailing yacht with her engine in use. It applies in sight of one another (Rule 11) and only where there is risk of collision.

Other pairings are covered elsewhere. Two sailing vessels meeting: Rule 12. A power-driven vessel meeting a sailing vessel, a vessel engaged in fishing, a vessel not under command or a vessel restricted in her ability to manoeuvre: under Rule 18(a) the power-driven vessel keeps out of the way, except where Rules 9, 10 and 13 otherwise require.

How do you recognise a head-on situation at night?

She is ahead or nearly ahead, and you see her masthead lights in a line or nearly in a line, and/or both her sidelights. The 'and/or' matters: a vessel showing a single masthead light has no pair to line up, so seeing both her sidelights with her ahead is enough. A second masthead light is required on a power-driven vessel of 50 metres or more (Rule 23(a)(ii)); a smaller one may carry it.

In practice, if you see her red and green together, she is heading almost straight at you.

And by day?

Rule 14(b) asks for 'the corresponding aspect' — the view of her that would match those lights at night. In practice: she is ahead or nearly ahead and you are looking at her end-on, with her masts in line or nearly in line.

What if you're not sure it's head-on?

Rule 14(c): assume it is, and alter to starboard. If the doubt is whether there is a risk of collision at all, Rule 7(a) answers that too: if there is any doubt, the risk is deemed to exist.

What about a vessel fine on the starboard bow that will pass starboard to starboard?

Rule 14 applies only where there is a risk of collision. As we read it, if she is fine on your starboard bow, her bearing is clearly drawing right and the passing distance is ample, there is no head-on situation to resolve and you need not cross her bow to make it port to port.

If the passing distance is in any doubt, Rules 7(a) and 14(c) settle it: treat it as head-on and alter to starboard, early and by enough to be obvious. What you should not do, in our view, is alter to port to open up a starboard-to-starboard passing: if she alters to starboard as Rule 14 requires at the same moment, the two alterations close the gap instead of opening it.

How much should you alter course?

Rule 14 gives no figure. Rule 8 sets the standard: positive and made in ample time (8(a)), large enough to be 'readily apparent' to the other vessel visually or by radar (8(b)), and resulting in passing at a safe distance, checked until she is finally past and clear (8(d)). By night, a clear alteration to starboard shows her your red sidelight and, if you carry two masthead lights, opens them out of line.

What sound signal goes with it?

Under Rule 34(a), a power-driven vessel underway manoeuvring as the rules require, with the vessels in sight of one another, indicates it on her whistle: one short blast for 'I am altering my course to starboard'. Rule 34(b) allows a light signal of one flash to supplement it.

What if the other vessel doesn't alter?

If you fail to understand her intentions, or doubt that she is taking sufficient action, Rule 34(d) requires you to indicate that doubt immediately with at least five short and rapid blasts. Keep your own alteration to starboard, increase it if you need to, and slow down or take all way off if that is what avoiding collision takes (Rule 8(e)). In our view an alteration to port is the one action to avoid: it is the move most likely to meet her late alteration to starboard head-on.

How might Rule 14 come up in an MCA oral?

It may come up as a lights picture or as a scenario on the chart. Examples of the kind of question to be ready for:

“Dead ahead at night you see two white masthead lights in line, with red and green below. What is it, and what do you do?”

“Who is the stand-on vessel in a head-on situation?”

“She is fine on your starboard bow, showing her green only, on a reciprocal course. Is that head-on?”

“You've altered to starboard and she hasn't moved. What next?”

“You're a power-driven vessel meeting a yacht under sail head-on. Does Rule 14 apply?”

Where do candidates go wrong on Rule 14?

The common slips: naming a stand-on vessel; applying Rule 14 to a sailing vessel under sail; altering to port to pass starboard to starboard when the situation is close; making a small alteration the other vessel cannot see; and forgetting the one short blast that goes with the alteration.