Rule 14 — Head-on Situation (Inland)

TL;DR — When two power-driven vessels meet on reciprocal or nearly reciprocal courses involving risk of collision, both vessels must alter course to starboard and pass port-to-port. If there is any doubt whether a head-on situation exists, treat it as one. 33 CFR §83.14

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What the Rule Says

Inland Rule 14 is codified at 33 CFR §83.14 and applies to vessels in sight of one another — a threshold established by the applicability provision at 33 CFR §83.11, which states that Rules 11 through 18 govern vessels in sight of one another. 33 CFR §83.11

The rule has four operative paragraphs:

Paragraph (a) — The basic obligation. Unless otherwise agreed, when two 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. 33 CFR §83.14

Three elements must be present before paragraph (a) is triggered:

1. Both vessels must be power-driven. 2. They must be on reciprocal or nearly reciprocal courses. 3. The situation must involve risk of collision.

Note the phrase "unless otherwise agreed." On Inland waters, vessels may communicate and agree on an alternative passage arrangement — but absent such agreement, the starboard-alter / port-side-pass rule is mandatory.

Paragraph (b) — How to recognize the situation. A head-on situation is 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, and/or both sidelights; or
• By day: she observes the corresponding aspect of the other vessel (i.e., the other vessel's bow is pointed toward her). 33 CFR §83.14

The nighttime recognition cues are important for exam purposes. Masthead lights in line (or nearly in line) means both white steaming lights are visible and appear stacked. Seeing both sidelights simultaneously — red on the left, green on the right — also indicates a head-on or near-head-on approach. Either cue, or both together, triggers the rule.

Paragraph (c) — The doubt provision. When a vessel is in any doubt as to whether a head-on situation exists, she shall assume that it does exist and act accordingly. 33 CFR §83.14

This is a conservative, safety-first mandate. The rule does not permit a mariner to rationalize ambiguity into inaction. If the geometry is unclear, default to the head-on protocol: alter to starboard.

Paragraph (d) — The Great Lakes / Western Rivers exception. Notwithstanding paragraph (a), a power-driven vessel operating on the Great Lakes, Western Rivers, or waters specified by the Secretary, and proceeding downbound with a following current, shall have the right-of-way over an upbound vessel, shall propose the manner of passage, and shall initiate the maneuvering signals prescribed by Rule 34(a)(i), as appropriate. 33 CFR §83.14

This is a significant departure from the standard head-on rule. On these specific waters, the downbound vessel — by virtue of the current — has the right-of-way and takes the initiative in proposing how the vessels will pass. The upbound vessel must yield. This exception exists because a vessel running with a following current has reduced ability to maneuver and stop compared to a vessel stemming the current.

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Why It Matters on the Exam

Rule 14 is one of the highest-frequency topics on the OUPV and Master 100 GT written exam. Examiners test it from multiple angles:

1. Applicability — vessels in sight only. Rule 14 falls within the Rules 11–18 block, which applies exclusively to vessels in sight of one another. 33 CFR §83.11 If the vessels are not in sight of each other — for example, in restricted visibility — Rule 14 does not apply. Restricted visibility is governed by a different rule (Rule 19, §83.19), which is outside the scope of this lesson but important to keep distinct.

2. Both vessels are burdened equally. Unlike a crossing situation (Rule 15), where one vessel is the give-way vessel and the other is the stand-on vessel, in a head-on situation both vessels are required to act. Each alters to starboard. There is no stand-on vessel in a head-on encounter. Exam questions sometimes try to trick candidates into identifying one vessel as privileged — there is none.

3. Power-driven vessels only. Rule 14 applies only to power-driven vessels. If one of the vessels is a sailing vessel, a vessel not under command, a vessel restricted in her ability to maneuver, or a vessel engaged in fishing, the hierarchy of Rule 18 governs instead. 33 CFR §83.18 A power-driven vessel underway must keep out of the way of a sailing vessel, a vessel not under command, a vessel restricted in her ability to maneuver, and a vessel engaged in fishing — regardless of the meeting geometry. 33 CFR §83.18

4. The doubt provision is absolute. Paragraph (c) is frequently tested. The correct answer when doubt exists is always: assume head-on, alter to starboard. There is no provision for waiting to gather more information before acting. 33 CFR §83.14

5. The downbound / upbound exception. Exam questions set on the Mississippi River, Ohio River, Columbia River, or the Great Lakes will test whether candidates know that the downbound vessel with a following current has right-of-way and proposes the manner of passage. This is the opposite of what a candidate might expect if they apply the standard head-on rule without recognizing the exception. 33 CFR §83.14

6. These rules apply to Inland waters. The Inland Rules (33 CFR Part 83) apply to all vessels upon the inland waters of the United States, and to vessels of the United States on the Canadian waters of the Great Lakes to the extent there is no conflict with Canadian law. 33 CFR §83.01 Operators of self-propelled vessels 12 meters or more in length are required to carry a copy of these Rules on board and maintain them for ready reference. 33 CFR §83.01

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Common Pitfalls

Pitfall 1: Confusing head-on with crossing. A head-on situation involves reciprocal or nearly reciprocal courses — vessels approaching bow-to-bow. A crossing situation involves vessels on intersecting courses. The distinction matters because in a crossing situation one vessel is give-way and the other is stand-on; in a head-on situation both vessels alter to starboard. Candidates who misread the scenario geometry will select the wrong rule entirely.

Pitfall 2: Assuming one vessel has right-of-way in a standard head-on. In a standard head-on meeting under paragraph (a), neither vessel has right-of-way. Both are obligated to alter to starboard. Exam distractors often offer "the vessel on the starboard side has right-of-way" — that language belongs to crossing situations, not head-on. 33 CFR §83.14

Pitfall 3: Forgetting the "unless otherwise agreed" language. On Inland waters, vessels may communicate and agree on a different passing arrangement. This is a feature of Inland Rules that differs from some candidates' expectations. However, absent agreement, the starboard-alter obligation is absolute. 33 CFR §83.14

Pitfall 4: Misapplying the downbound exception. The paragraph (d) exception applies only on the Great Lakes, Western Rivers, or waters specified by the Secretary. It does not apply on all Inland waters. Candidates operating on coastal bays, harbors, or other inland waters not covered by paragraph (d) must apply the standard head-on rule. 33 CFR §83.14

Pitfall 5: Applying Rule 14 in restricted visibility. Rules 11 through 18 — including Rule 14 — apply only to vessels in sight of one another. 33 CFR §83.11 In fog or other restricted visibility, Rule 14 does not govern. Candidates who apply the head-on rule to a radar-only contact are applying the wrong rule.

Pitfall 6: Applying Rule 14 to non-power-driven vessels. Rule 14 is limited to power-driven vessels. If a sailing vessel is one of the two vessels in the scenario, Rule 18 controls the responsibilities between them, not Rule 14. 33 CFR §83.18

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Quick Check

Q1: Two power-driven vessels are meeting on reciprocal courses in a harbor on the inland waters of the United States. What action is required of each vessel?

Each vessel shall alter her course to starboard so that each shall pass on the port side of the other, unless otherwise agreed. Both vessels are equally obligated — there is no stand-on vessel in a head-on situation. 33 CFR §83.14

Q2: At night, you observe another power-driven vessel ahead. You can see both her sidelights and her two masthead lights appear nearly in line. What situation does this indicate, and what action must you take?

This indicates a head-on or nearly head-on situation. Seeing both sidelights simultaneously and masthead lights in line or nearly in line are the nighttime recognition criteria for a head-on situation. You must alter course to starboard. 33 CFR §83.14

Q3: You are uncertain whether the approaching vessel is meeting you head-on or crossing from your starboard side. What does Rule 14 require?

When in any doubt as to whether a head-on situation exists, you shall assume that it does exist and act accordingly — alter course to starboard. 33 CFR §83.14

Q4: You are downbound on the Mississippi River with a following current and encounter an upbound power-driven vessel. Who has the right-of-way, and what are your obligations?

The downbound vessel with a following current has the right-of-way over the upbound vessel. The downbound vessel shall propose the manner of passage and shall initiate the maneuvering signals prescribed by Rule 34(a)(i). This is the paragraph (d) exception applicable on the Western Rivers. 33 CFR §83.14

Q5: A power-driven vessel and a sailing vessel are meeting on reciprocal courses in inland waters. Does Rule 14 govern this encounter?

No. Rule 14 applies only when both vessels are power-driven. When a power-driven vessel and a sailing vessel are involved, Rule 18 governs. Under Rule 18, the power-driven vessel underway must keep out of the way of the sailing vessel. 33 CFR §83.18

Q6: Do the Inland Navigation Rules apply to a U.S.-flagged vessel transiting the Canadian waters of the Great Lakes?

Yes, the Inland Rules apply to vessels of the United States on the Canadian waters of the Great Lakes, to the extent there is no conflict with Canadian law. 33 CFR §83.01