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Maintain a
Safe Navigational Watch
COLREGs (Explained)
INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT
SEA, 1972
COLREGS
PART A - GENERAL
Rule 1
Application
These Rules shall apply to all vessels upon the high
seas and in all waters connected therewith navigable by seagoing vessels.
Meaning: All ships big or small are to
follow the rules. Small yachts, fishing vessels and other barges all – as long
they sail on the seas.
All waters connected to the high sea
include: major rivers, which have ports on their banks and which are visited by
sea going vessels. All bays, and canals which are connected to the seas,
provided that they are sailed on by ocean going vessels.
Nothing in these Rules shall interfere with the
operation of special Rules made by an appropriate
authority for roadsteads, harbours, rivers, lakes or inland waterways connected
with the high seas and navigable by seagoing vessels. Such special Rules shall
conform as closely as possible to these Rules.
Meaning: A harbour or port authority or a
country may make some special rules for their port approaches or rivers or
anchorage areas; in that case the COLREGS shall not cause confusion in having
opposing view to the rules. However the rules that a country or port makes
shall not be too dissimilar to the COLREGS
Nothing in these Rules shall interfere with the
operation of any special Rules made by the Government of any state with respect
to additional station or signal lights, shapes or whistle signals for ships of
war and vessels proceeding under convoy, or with respect to additional station
or signal lights or shapes for fishing vessels engaged in fishing as a
fleet. These additional station or
signal lights, shapes or whistle signals shall, so far as possible, be such
that they cannot be mistaken for any light, shape or signal authorized
elsewhere under these Rules.
Meaning: If a country has made any special
rules which may make compulsory for ships and boats to show additional station
or signals or lights for warships or for fishing fleets, then these special
rules will again be such that they should not be confusing to a sea going
vessel – that is they should not be similar to another signal in the COLREGS
with a different meaning.
Traffic separation schemes may be adopted by the
Organization for the purpose of these Rules.
Meaning: The IMO may decide at any time and
place to impose a traffic separation scheme, which would make it easier to
navigate in a major traffic area. The above Traffic Separation Schemes will be
for the purpose of enhancing the effectiveness of these COLREGS.
Whenever the Government concerned shall have
determined that a vessel of special
construction or purpose cannot comply fully
with the provisions of any of these Rules with respect to the number,
position, range or arc of visibility of lights or shapes, as well as to the
disposition and characteristics of sound-signaling appliances, such vessel
shall comply with such other provisions in regard to the number, position,
range or arc of visibility of lights or shapes, as well as to the disposition
and characteristics of sound-signaling appliances, as her Government shall have
determined to be the closest possible compliance with these Rules in respect of
that vessel.
Meaning: If a specially constructed ship
(aircraft carrier), which due to the nature of the equipment fitted does not
have places where to fit the lights or shapes as required by the COLREGS as
specified in the annexes, then a government may allow these special ships to
carry their lights or shapes in a different place, but it shall make sure that
these are the closest deviation from the COLREGS. That is they are almost
similar to those fitted on regular ships.
Rule 2
Responsibility
Nothing in these Rules shall exonerate any vessel, or
the owner, master or crew thereof, from the consequences of any neglect to
comply with these Rules or of the neglect of any precaution, which may be
required by the ordinary practice of seamen, or by the special circumstances of
the case.
Meaning: There is no escaping the penalty
of not following these rules. Everybody is responsible and no excuses are
permitted that ‘I forgot’ etc. Also there are some practices which are followed
by seamen which may not be in the rules but they have been said and in use for
many years, even these are included in compliance. This rule was formulated
after all the ‘ordinary practice of seamen’ were
written down as part of these rules, but some of the ‘ordinary practices’ which
may have been overlooked are covered by this rule.
Circumstances can dictate a deviation from
these rules, like if the seaman thinks that by following the rules in a special
situation the action would endanger the ships, in that case a deviation may be
permitted which will not endanger the ships.
In construing and complying with these Rules due
regard shall be had to all dangers of navigation and collision and to any
special circumstances including the limitations of the vessels involved which
may make a departure from these Rules necessary to avoid immediate danger.
Meaning: In understanding and then
complying with these rules – pay close attention to the dangers of navigation
and to the circumstances which may arise where blindly following these rules
may endanger the ships.
For this if required by common sense that
to follow the rules would make a situation worse, then an action may be taken
which are different from these rules but would have ensured safety for the
vessels.
Rule 3
General Definitions
For the
purpose of these Rules except where the context otherwise requires: -
The world
“vessel” includes every description of watercraft including non-displacement
craft and seaplanes used or capable of being used as a means of transportation
on water.
Meaning: All types of craft that float on
water and are used as a means of transportation. Also included are crafts,
which do not displace water – such as hovercrafts. A seaplane when on the water
displaces water so as long as it is on the surface of water it is considered as
a vessel. All barges are also included since no propulsion system has been
mentioned in this part of the Rule.
The term “power driven vessel” means any vessel
propelled by machinery.
Meaning: Power here means power obtained
from machinery, such as diesel engines, from the smallest to the largest,
sailing vessels are not included as long as they are purely under sail, vessels
under oars are also not included.
The term “sailing vessel” means any vessel under sail
provides that propelling machinery, if fitted is not being used.
Meaning: Sailing vessels of today rely to
some form of machinery propulsion, that is when the wind is calm and the
sailing vessel is not moving the sailing vessels (some of them) have provision
for use of their main engine and propeller. So as long as this main engine on
sailing vessels is not used they are termed as sailing vessels, the moment
their main engine is started they are termed as power driven vessels, even if
they hoist sails.
The term “vessel engaged in fishing” means any vessel
fishing with nets, lines, trawls or other fishing apparatus which restrict
maneuverability, but does not include a vessel fishing with trolling lines or
other fishing apparatus which do not restrict maneuverability.
Meaning: Fishing vessels means vessels
actually fishing and which due to their equipment in the water are unable to
move away and keep clear of other vessels. If the fishing vessel is not fishing
or is using equipment, which does not restrict their taking evasive, action for
safety then they are not termed as fishing vessels. The equipment as specified
under the Rules is nets, lines (long line tuna fishing), trawls or other
equipment, which are similar.
The word “seaplane” includes any aircraft designed to
maneuver on the water.
Meaning: Obvious meaning, an aircraft which
in an emergency is landing (ditching) in the water would not be termed as a
seaplane, only those planes which by their construction and purpose can safely
land, take off and manouevre to a pier or jetty are called seaplanes.
The term “vessel not under command” means a vessel
which through some exceptional circumstances is unable to manouevre as required
by these Rules and is therefore unable to keep out of the way of another
vessel.
Meaning: Here a vessel not under command
means any vessel, which because of some reason cannot keep out of the way of
other vessels. Like ME breakdown and she cannot anchor, steering failure,
launching a rescue boat or a lifeboat.
The term “vessel restricted in her ability to
manouevre” means a vessel which from the nature of her work is restricted in
her ability to manouevre as required by these Rules and is therefore unable to
keep out of the way of another vessel.
Meaning:
This includes a ship which is doing some special work by which she can move
only in one direction – say ahead, but cannot alter her course to take evasive
action neither can she slow down or speed up to avoid a collision then in that
case the vessel would be restricted in her ability to manoeuvre.
The following are the vessels as declared
under these Rules to be ‘vessels restricted in their ability to manouevre’,
however this list is not absolute and final, this is a general guidance for
such vessel, any vessel other than those in the list may also be ‘vessels
restricted in their ability to manouevre’.
The term “vessels restricted in their ability to
manouevre” shall include but not limited to:-
i.
a vessel engaged in laying, servicing or picking up a navigational mark, submarine cable or pipeline;
ii. A
vessel engaged in dredging, surveying or underwater operations;
iii. A
vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
iv. A
vessel engaged in the launching or recovery of aircraft;
v.
A vessel engaged in mine clearance operations;
vi.
A vessel engaged in a towing operation such as severely restricts the towing
vessel and her tow in their ability to deviate from their course.
The term “vessels restricted in their ability to
manoeuvre” shall include but not limited to:-
Meaning: ‘shall include but not limited
to’, this means that the Rules define the following vessels as being restricted
in their ability to manoeuvre, but the classification of ships is not limited
by the vessels already described, other vessels may also be included if they
are also restricted in their ability to manoeuvre.
The term “vessel constrained by her draught” means a
power driven vessel, which, because of her draught in relation to the available
depth and width of navigable water, is severely restricted in her ability to
deviate from the course she is following.
Meaning: This is applicable to POWER DRIVEN
VESSELS, which because of their draft in comparison to the depth of water at
that place is so great that she cannot alter to avoid a collision since to do
that they would run aground.
However if there were adequate width of the
channel through which they are moving then they would not be classed as
constrained by draught.
Thus a VLCC with a draft of 18m would be
classed as a ‘vessel constrained by her draught’ in a channel where the least
depth is 21m (3 m safety for squat etc) and the width of the channel is just
600 metres, but in the Pacific she would be an ordinary vessel.
If the channel or bay is such that all over
the bay the depth is as mentioned but the size of the bay is 30NM by 40NM then
she would not be a ‘vessel constrained by her draft’.
The word “underway” means that a vessel is not at
anchor, or made fast to the shore, or aground.
Meaning: This term is somewhat vague. The
opinion has been held that a vessel, which is intentionally, anchored with a
proper anchor and intends to hold her position, is anchored. But if the vessel
ha dropped her anchor to turn the vessel in a tide or is dredging meaning that
the anchor has been dropped underfoot and the vessel is being dragged or is
under her own power and is steaming astern (the anchor helps in keeping the bow
in line) then in these cases the vessel would not be termed as at anchor.
If the vessel drags her anchor and moves
away then too she is not at anchor.
Thus the meaning of ‘at anchor’ means in
relation to the ‘made fast to shore’ and ‘aground’ that is the ship cannot move
or drift away.
The words “length” and “breadth” of a vessel means her
overall length and her greatest breadth.
Meaning: Here LBP does not mean he length.
Vessels shall be deemed to be in sight of one another
only when one can be observed visually from the other.
Meaning: The vessel being observed should
be capable of being seen with the observers eyes and not by any electronic
device, this is so because the aspect of the vessel is very important, the
human brain analyses data from input more effectively than a electronic device.
A change in other vessels heading is very readily apparent when observing
visually, by electronic means it has a time lag.
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.
Meaning: Restricted visibility may be
caused by any of the above conditions and also by any other means, for example
the smoke from forest fires in the Indonesian forests had drastically reduced
visibility in the Malacca Straits some years back.
Part B –
Steering and Sailing Rules
Section 1 – Conduct of Vessels in any Condition of Visibility
Rule 4
Application
Meaning: The above section applies to all
vessels and under any condition of visibility that is good visibility as well
as when under poor visibility whatever the cause may be
Rule 5
Look-out
Every vessel shall at all times maintain a proper
look-out by sight and hearing as by all available means appropriate in the
prevailing circumstances and conditions so as to make a full appraisal of the
situation and of the risk of collision.
Meaning: Look out is very important and
should take about 70 – 80% of the watch keeping officers
time. The rest are to be the full appraisal of what he sees, and the action
that is taken by him. Lookout is also for getting the feedback on the action
that he or the other ship took to avoid the situation.
Look out means to see and understand the
situation, by sight and hearing as well by other means which may be by Radar
and GPS (position) and by any other electronic devices.
Appropriate in the prevailing conditions
means – in condition of poor visibility, the Radar and ears may be the only
means of detecting other vessels, here again the range scale selection should
be appropriate, if the vessel is in the middle of a fishing fleet there is no
point keeping a watch on 12Nm range and only on one Radar. If 2 Radars exist
then one should be set on smaller range and the other on 12Nm for detecting
other vessels, if only 1 Radar is available then periodic switches have to be
done between smaller scale and a longer scale.
In any case the echo sounder the log the
GPS and the chart and vessels charted position have to be also monitored.
Because for a full appraisal of the situation all factors have to be taken into
consideration, can the own vessel alter to keep out of the way or is it better
to slow down.
Rule 6
Safe Speed
Every vessel shall at all times proceed at a safe
speed so that she can take proper and effective action to avoid collision and
be stopped within a distance appropriate to the prevailing circumstances and
conditions.
In determining a safe speed the following factors
shall be among those taken into account:-
Meaning: A very difficult statement ‘Safe
Speed’. Any vessel, which is sailing has some speed and it can cause
destruction to others as well as to itself. If the speed is very low and the
current is strong she may drift on to any other ship, so a low speed is out
under these circumstances. If the speed is great and if the steering fails then
she would move away from her course line onto a danger very fast without maybe
even an emergency being realized.
So ‘safe speed’ means that the ship sails
at a speed at which if any emergency occurs she would come out of the emergency
without anybody getting injured.
The basic fact is that under any
circumstances the speed should be such that the vessel can take a effective
(avoid) action to avoid danger, this includes maneuvering to keep out of the
way or slowing down or stopping to allow another vessel to pass clearly.
In open sea ME
slow down or stopping may not be required and a manouvre
in good (well before closing in) time would be fine, but if the sea passage is
narrow or the depth is less then ME should also be art stand by. Also if the
current is strong or the visibility is poor then in open sea the ME may be
required to avoid since the time of observing the vessel may be reduced.
It is likening to a person running on
a racetrack, which is brightly lit – he runs at his maximum speed. Place the
same person in a forest at night and then ask him to run, obviously he would
run taking into consideration that he may hit a tree or a branch or fall in a
ditch. Depending on how well he is seeing he adjusts his speed.
By all vessels:-
The state of visibility;
The visibility, if the visibility is
affected by any condition then adequate precautions should be taken and the me
may be required, the helmsman should also be stand by and if permissible the
stand by steering motor switched on.
The traffic density including concentration of fishing
vessels or any other vessels;
If the traffic density is heavy, and a lot
of ships are moving around then the ME has to be on stand by. Since the vessel
may have to take emergency measures to avoid danger. The alteration of courses
may not be possible due to other vessels in the vicinity.
The maneuverability of the vessel with special
reference to stopping distance and turning ability in the prevailing
conditions;
This relates to the peculiar maneuvering
characteristics of different vessels, a large fully laden tanker may have
stopped her engines after being on full ahead, she then takes emergency action
to stop the vessel by going emergency full astern, but the momentum of the
vessel is such that she would come to a full stopped condition only after
traveling a further distance of maybe a mile. A smaller cargo vessel or the
same tanker on ballast in such a condition may have stopped in the water in a
distance of maybe less that quarter of a mile.
Again a large tanker fully laden will take
a lot of time to initially begin her turn after the wheel is put hard over, and
once the vessel starts her swing she keeps swinging and to stop her swing it
takes a lot of time wherein the ship may have done a near 360°
turn and landed up in another critical situation. A smaller vessel or the same
tanker on ballast may not have such problem.
At night the presence of background light such as from
shore lights or from back scatter of her own lights;
The above refers to the state of
visibility, a vessel when she leaves a port is surrounded by a lot of bright
shore lights, and her navigation lights may be cluttered up with these lights.
A lookout on another vessel would not be able to see the vessel departing the
port until she comes to a position where the background is dark.
The second case refers to back scatter of a
vessel’s own lights. Backscatter of ships lights is the effect of a brightly
lit ship (say at anchor or at sea with the bridge front port holes not
covered). The light, which emanates from these sources pick up the microscopic
particles of the atmosphere and they are seen as a filter before an observer’s
vision. In cases where this filter is
bright it may obscure a distant vessels navigation lights and a look out may
detect the vessel when she is quite close.
The state of wind, sea and current, and the proximity
of navigational hazards;
In rough weather with high winds and waves
it is difficult to quickly alter the course of a ship the wind and/or the waves
prevent or haste the alteration as such the helmsman used to giving a
particular helm to alter a course may find that the ship either does not turn
or turns very slowly, the correcting helm also is different than usual.
A current also makes a ship behave in the
above manner.
A danger mark or a shallow patch would
cause a vessel to later course less than is required as such the need for a
ship to be within manageable speed where she can be brought out of one danger
without her landing up in another difficult situation.
The draught in relation to the
available depth of water.
As stated previously the draught in
relation to the depth of water – a deep drafted vessel under the circumstances,
has to take special precautions in maintaining her speed, her draft is more
thus the sea room available for her to take effective action to avoid a close
quarter situation has to be effected with the ME performance. Speed thus has to
be controllable and the ship if required has to be stopped short of danger.
Additionally, by vessels with operational radar:-
Today this refers to practically all
ocean-going vessels. When it is stated that the vessel has a
Radar, it implies that the Radar is fully functional and may be used to
keep a Radar watch.
And a good Radar lookout can be kept on it.
The characteristics, efficiency and limitations of the
radar equipment;
A functional Radar may not be operating at
its peak performance, maybe the magnetron has become old, or the centre of the
PPI is burnt out or any other causes where the Radar has got peculiarities
which are readily apparent to a new observer but may be overlooked by a old
ship hand. The Mast and the funnel cast Radar shadows and for a particular ship
the watch keepers have to take that in consideration. These peculiarities may
in emergencies cause other vessel’s not to be tracked
by the Radar.
Any constraints imposed by the radar range scale in
use;
Sometimes a Radar
may be fully functional and good but it may have a defect that is it may not
detect vessel’s at a certain range or may be not very good at low ranges or on
higher ranges.
The effect on radar detection of the sea salt, weather
and other source of interference;
Clutter, a nuisance especially when it is
least wanted. Rain clutter is the raindrops sending their reflection back to
the observer who is more interested in detecting the ships. Rain clutter may
completely obscure an entire region of the horizon on Radar, thus any ships
within that particular region will not be detected. Increasing the Rain clutter
control on the Radar will reduce the rain clutter but will also remove weak
targets.
Sea clutter is another hazard, this is more
affecting around the proximity of the ship than rain clutter, but the effect is
the same the vessels (especially small or when the aspect is poor) are
obscured.
Other sources include soot from the funnel.
Which can seriously impair the performance of the Radar.
The possibility that small vessels, ice and other
floating objects may not be detected by radar at an adequate range;
Every modern Radar has a selective clutter
control, where the logic is that, the microprocessor within the Radar once it
detects a target predicts the next position of the target, if the target fails
to appear it removes the target, of course this sequence is not in one sweep
but in about 5 sweeps, thus a small vessel if it appears in consistently then
the Radar will not detect it.
For Ice it is different, the ice reflects
the EM wave in a direction that is not towards the scanner and is thus lost and
the observer does not see the Ice.
The number, location and movement of vessels detected
by radar;
In
areas of high traffic density, keeping track of what each ship is doing and
also assessing the ship with the most potential risk factor is an exacting
task. However with a Radar tracking unit or an ARPA
the same can be achieved very easily. The only carefulness that has to be
exercised is that the risk factor set data as presented by the Radar, should be
evaluated. And an understanding of the situation has to be done.
The more exact assessment of the visibility that may be possible when
radar is used to determine the range of vessels or other objects in the
vicinity.
Since
Radar observation is not affected to that extent as observation by sight by
poor visibility, using the Radar may do an assessment of the visibility and
noting down at what range the target was actually seen by the observer.
Earlier
visibility was estimated by guess work (experience some may call it), but with
Radar it is an exact figure, also visibility is not the same all around the
ship especially in rain, as such more exact assessment may be done by using the
Radar.
Rule 7
Risk of collision
Every vessel shall use all available means appropriate
to the prevailing circumstances arid conditions to determine if risk of
collision exists. If there is any doubt
such risk shall be deemed to exist.
A famous sentence in the Master’s Night
Order book was ‘Whenever in doubt, call me’. This holds true with the above
Rule. If the watch keeper is in any doubt even the slightest, he should assume
that such risk exists and would have to act according to the Rules.
Of course in judging such risk, he has to
take into consideration the conditions at that time – state of sea, traffic
density, visibility etc.
All available means to assess the risk,
means all that is available to the watch keeper – visual bearings, Radar
tracking or observations and plot, sound signals, VHF traffic, and the like.
In doing the above the chart should be
studied, since this will give an indication of the course that the other vessel
may be following to either head to or from a port or TSS.
Taking all the above the watch keeper has
to judge whether even a slight risk exists and if this slight chance does exist
then he shall note that RISK does exist.
Proper use shall be made of radar equipment if fitted
and operational, including long-range scanning to obtain early warning of risk
of collision and radar plotting or equivalent systematic observation of
detected objects.
Radar
is an AID to navigation and its use today is mandatory and essential. The Radar
should be used so long as it is functional to warn the watch keeper of the
danger in as great a time interval as possible. This implies that the Radar has
to be used for long range scanning to detect the ships and do a radar plot to
determine whether the ship would pose any hazard or not.
Further even if the ARPA is not working the
bearing and distance off if plotted would give a fair idea of the risk of
collision. The bearing may not be very accurate (see Radar) but over a period
of time this in accurate bearing would still indicate whether such risk exists
or not. Radar Plotting of course is very helpful in assessing the above. And
this is termed as systematic observation.
Assumptions shall not be made on the basis of scanty
information, especially scanty radar information.
Scanty Radar information – if the target
has been observed once in a while then the assessment is not correct. The plot
is required and then the plot has to be checked by following it up by further
observations.
ARPA readings may not be accurate in the
first set of figures, the ARPA also keeps predicting
and updating the figures. Small vessels often disappear from Radar,
it does not mean that the ship was never there and that it was a false echo.
Target swap takes place frequently on Radar, this gives rise to scanty and wrong information.
Remember: after judging a vessel’s track
and risk factor it has to be keenly observed to ensure that the data that the
watch keeper has obtained is true.
In determining
if risk of collision exists the following considerations shall be among those
taken into account:
Such risk shall
be deemed to exist if the compass hearing of an approaching vessel does not appreciably change;
This fact is the most important. If the
bearing changes for a ship at an appreciable range then the
risk factor is less, however it has to be remembered that the change of
bearing has to be appreciably or else the CPA would be insignificant and thus
the risk would still exist.
A small change should therefore be viewed
with suspicion and a DOUBT should arise in the mind of the observer.
Such risk may sometimes exist even when an appreciable
bearing change is evident, particularly when approaching a very large vessel or
a tow or when approaching a vessel at close range.
As mentioned above the bearing change
should be very evident, however sometimes this appreciably large change may not
hold true for observations of large vessels which subtend a significant angle
at the observer, if the bow was being observed and the aspect of the ship
changes from end on to a side then too the bearing change would be evident but
that does not mean that the risk does not exist, so for large vessel’s which
subtend n angle at the observer care should be exercised.
The same holds true for vessels at close
range and vessels in tow, where the entire tow and towed present a very large
object.
Rule 8
Action to avoid collision
Any action to avoid collision shall, if the
circumstances of the case admit, be positive, is made in ample time and with
due regard to the observance of good seamanship.
Qualification of the action: The action
should be positive meaning that it should result in the reduction of the risk
of collision, not aggravate it.
Should be made in ample time, implying that
the assessment should be done in time and obviously that means that the
situation should have been observed for quite some time and from a great
distance – distance also correlates to the time interval between the time of
observation, assessment and the time of the action. No daydreaming and then a
wake up call to take action. Be alert.
Good seamanship, here a departure may be
made from the rules, if for vessel very far on the horizon, it is seen that the
vessel lies fine to starboard, also it is noted that for own vessel to alter
course to increase the CPA would mean closing in on another danger, then – note
she has to be at least 30 mins into the future, the own vessel may alter her
course drastically to PORT for some time to increase the CPA. Although it is
not recommended, this action may be necessary under these circumstances, rather
than land up in a situation where you have the vessel on your starboard and you
cannot alter course any further to starboard.
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.
The alteration of course always has to be
large enough to be readily apparent to the other vessel. Small changes are not
noticeable to other vessels since, the aspect during day time and the
navigation light aspect at night may not appreciably differ from what it was
before the small alteration of course, the other vessel then would be in doubt
as to whether you have taken action or not – panic may set in.
Regarding speed change it is still harder
to figure out when a vessel reduces from 14 knots to 13 knots, it is apparent
if a vessel reduces from 14 knots to directly 10 knots.
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 arid does not result in
another close-quarter situation.
Rather than speed alteration which being
rather difficult to observe as such is difficult to assess the situation, and
the apparent track remains the same. Thus a course alteration is much more
effective in diffusing a dangerous situation and also is readily apparent to the
other vessel – provided however that the alteration can be observed very easily
by the other vessel.
The action should not be where the
situation becomes worse, so it has to be done in time when the vessels are far
away so that, the action taken can be further assessed, and if rectification is
required may be done.
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.
As explained above, all actions have to be
assessed after taking them. All actions should diffuse the dangerous situation
and the passing of the vessels should be with as wide a margin as possible
under the conditions.
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.
The above would happen
in waters where ships are going in and out of the harbour limits. Since the
ship may not have set a course also that the speed may not have to sufficient,
a vessel may head in some different way, especially when transferring pilot
etc, under these circumstances it is better to either stop and watch the
situation as it develops or even if required to stop the vessel in her tracks –
no movement, and then to assess the situation and then move cautiously.
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 circumstances of the case, take early action to allow sufficient sea room
for the safe passage of the other vessel.
A vessel required not to impede the passage or safe
passage for 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.
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.
All
of the above relate to vessels which have been required to keep out of the way
of other vessels and not to hinder the passage of another vessel. These vessels
should therefore take early action to keep clear, but if they fail then too
they are obliged to follow the Rules to avoid a close quarter situation.
For
the stand on vessel, it still has to follow the Rules irrespective of whether
the other vessel takes action or not. Risk of collision at any costs has to be
avoided.
Rule 9
Narrow Channels
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.
No ambiguity in this part of the Rule, it
is a general advice. As safe and practicable leaves it to the watch keeping
officer to take the ultimate decision to deviate from this Rule. If due to the
draft or width of the ship as well as the contour of the bottom of the channel
it is not safe or is not practicable to comply with this Rule then the watch
keeper has his common sense to guide him, keeping always safety in mind.
A vessel of less than twenty meters in length or a
sailing vessel shall not impede the passage of a vessel which can safely
navigate only within a narrow channel or fairway.
This again is a guideline for small vessels
as well as for sailing crafts to keep away from ships that can safely navigate
only within the narrow channel or fairway, since the small vessels and the
sailing craft can always use the shallower part of the channel they should not
impede the passage of a large ship.
A vessel engaged in fishing shall not impede the
passage of any other vessel navigating within a narrow channel or fairway.
Also a guideline, again please note it is
not a fishing vessel but a fishing vessel engaged in the actual task of
fishing, so no fishing in the narrow channel or fairway.
A vessel shall not cross a narrow channel or fairway
if such crossing impedes the passage of a vessel which can safely navigate only
within such channel or fairway. – The latter vessel may use the sound signals
prescribed in rule 34 (d) if in doubt as to the intention of the crossing vessel.
Crossing vessels are warned not to cross
the channel or fairway if this crossing should come in the way of a vessel
proceeding along the channel who cannot deviate due to
the depth or width restriction of the channel.
Sound signals have been mentioned which may
be used if in any doubt about the intention of either vessel.
It does say that a vessel will not cross a
channel or fairway – she can do so as long as she does not impede the passage
of a ship following the channel.
In a narrow channel or fairway when overtaking can
take place only if the vessel to be overtaken has to take action to permit safe
passage, the vessel intending to overtake shall indicate signal prescribed in
rule 34 c (i). The vessel to be overtaken shall, if
in agreement, sound the appropriate signal prescribed in rule 34 c (ii) and
take steps to permit safe passing. If in doubt she may sound the signals
prescribed in rule 34 d.
In a narrow channel or fairway overtaking
may prove to be difficult, but it may be necessary for some reason, ship behind
gets a priority berthing etc. In this case if the vessel behind wants to
overtake then she has to sound the signal – Two prolonged blasts
followed by one short blast to
mean “I intend to overtake you on your starboard side”;
Two
prolonged blasts followed by two short blasts to mean “I
intend to overtake you on your port side”.
This is a request signal and has to be
answered by the ship ahead either in the affirmative by sounding -, and the
ship ahead should go to one side of the channel and allow sea room for the
other ship to overtake. Or if refusing to accept the offer by sounding – One prolonged,
one short, one prolonged and one short
blast, in that order.
Only once the confirmation has been
received can the ship behind take action. If the answer was positive and
overtaking has been permitted then she should first watch the other ship and
when the passage has been widened for her she should overtake.
If the ship ahead is in any doubt about the
sound signal that she heard or at a later stage while overtaking is in progress
and she feels that a close quarter situation may develop then she may sound the
signal:-
at
least five short and rapid blasts on the whistle.
This rule does not relieve the overtaking vessel of
her obligation under rule 30.
Okay so the ship ahead has agreed to be
overtaken, but the responsibility and obligation as per Rule 30 still remains
on the ship behind, she cannot find fault with the ship ahead, if some mishap
occurs. This is the reason that she has to make sure that after answering in
the positive the ship ahead has made adequate sea room available for her to
overtake. Otherwise even if the sound signal is positive she should not
overtake, if in doubt she may sound the signal again.
The vessel nearing a bend or an area of a narrow
channel or fairway where other vessels may be obscured by an intervening
obstruction shall navigate with particular alertness and caution and shall
sound the appropriate signal prescribed in rule 34 e.
Almost like a car sounds a car horn when
nearing a crossing, it alerts traffic on the blind side of the bend that a ship
is about to cross. This is especially relevant in channels and rivers and
fairways where up and down traffic are numerous.
Any vessel shall, if the circumstances of the case
admit, avoid anchoring in a narrow channel.
A general advice, circumstances of the case
admit means as far as possible she should not anchor, but if due to some
extraordinary circumstances she has to anchor then she should have to warn all
vessels and take special care.
Rule 10
Traffic separation schemes
This Rule applies to traffic separation schemes
adopted by the Organization and does not relieve any vessel of her obligation
under any other Rule.
Meaning: The objective of this rule of the
COLREGS is that although IMO may enforce traffic separation schemes, but the
instructions in this rule shall not go against the rules as stated elsewhere in
the COLREGS. So a vessel even when in a TS has to obey the other rules as well
as this rule on TS.
A vessel using a traffic separation scheme shall:
proceed in the
appropriate traffic lane in the
general direction of traffic flow for that lane;
Meaning: The ship shall go in the direction
of the lane – not opposite and not at too great a
angle to the lane as marked on the chart. The course line as drawn should be
parallel or nearly parallel to the direction of the lane. If the marked lane is
showing a direction of 270° then the course line should be almost close to 270°
and the ship should always steer the course unless of course set and drift make
her steer other course, she should at least have CMG in the general direction
as stated.
so far as
practicable keep clear of a traffic separation line or separation zone;
Meaning: Ships should as far as possible
lay their course line away from the edges of the traffic lane on either side,
and follow the same. Preferable drawn through the centre of
the lane.
normally join or
leave a traffic lane at the termination of the lane, but when joining or
leaving from either side shall do so at as small an angle to the general
direction of traffic flow as practicable.
Meaning: When entering or leaving a TS, make your course line join the TS at the beginning or
at the end of the TS. If however the vessel has to join or leave from the side,
say for engine to be stopped or other emergencies, then the exit or entry
course line should have as small an angle to the general arrow direction as
possible.
It is almost similar to driving on the road, a car indicates her side lights and slowly edges from
the centre of the road to the edge to take the side road. No car suddenly moves
from the centre of the road to the side road.
A vessel shall, so far as practicable, avoid crossing
traffic lanes but if obliged to do
so shall cross on a heading as
nearly as practicable at right angles to the general direction of traffic flow.
Meaning: Case 1: A vessel is not following
a TS, she decides to cross the TS and go over to the other side, in this case
she has to bisect the TS at 90° or nearly so, since that is the shortest
distance to cut and also the other vessels are not in confusion as to what this
vessel is doing.
Case 2: A vessel has to exit the TS under
exceptional circumstances, then first she moves at a small angle and goes to
the edge of the TS and then crosses the opposite TS lane at 90° or nearly so.
A vessel shall not use all inshore traffic zone when she can safely use the appropriate traffic lane
within the adjacent traffic separation scheme.
However, vessels of less than 20 m in length, sailing vessels and
vessels engaged in fishing may use tile inshore traffic zone.
Meaning: IMO has demarcated Inshore TZ,
this is not supposed to be used by any vessel, so no course lane or navigation
may be done within the zone, however, vessels less than 20m in length, sailing
vessels and fishing vessels (only if they are fishing) may use them.
Since this is equivalent to a road divider
– and as we know that cars are do not drive on road dividers.
Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when en route to or from a port, offshore
installation or structure, pilot station or any other place situated within the
inshore traffic zone, or to avoid immediate danger.
Meaning: Ships may use the TSZ in
exceptional circumstances. Like when using a facility by the
side of these zones or in case of emergencies.
A vessel other than a crossing vessel or a vessel
joining or leaving a lane shall not
normally enter a separation zone or cross a separation line except:
in cases of
emergency to avoid immediate danger,-
Meaning: as explained above
to engage in
fishing within a separation zone.
Meaning: as explained above
A vessel navigating in areas near the terminations of traffic separation schemes shall
do so with particular caution.
Meaning: When a ship is near a terminal
area like the joining or leaving point to a TSC, the ships should be alert,
look outs should be posted, Radar’s should be working – at least 2, the engines
to be on standby and the person steering should be alert. All emergency
measures for change over should be tried out. The engine room should be
informed. This because this is when the ships sailing at their normal safe
speed will be quite close to each other and anything may happen.
A vessel shall so far as
practicable avoid anchoring in a traffic separation scheme or in areas near its
terminations.
Meaning: No anchoring is permitted within
the TSC or around its terminations, except in emergencies when a ship may
anchor – please make sure about the extreme emergency.
A vessel not using a traffic separation scheme shall
avoid it by as wide a margin as is practicable.
Meaning: If a vessel is not going to use
the TSC, then they should be as far away as possible from the TSC, this so that
they do not cause confusion for the ships which are heading to or leaving the
TSC.
A vessel engaged in
fishing shall not impede the passage of any vessel following a traffic
lane.
Meaning: Fishing vessels while fishing in a
TS Zone should not come into the TSC and thus obstruct the safe passage of
another ship sailing along the TSC, because this would defeat the purpose of
the TSC if the ships have to weave through the fishing vessels and their nets.
A vessel of less than 20metres in length or a sailing
vessel shall not impede the safe passage of a power driven vessel following a
traffic lane.
Meaning: These small vessels should not
come and disturb the passage of a ship following a TSC,
they can sail along the TS Zone to which they are permitted.
A vessel restricted in her ability to manouevre when
engaged in an operation for the maintenance of navigation in a traffic
separation scheme is exempted from complying with this rule in the extent
necessary to carry out the operation.
Meaning: Let us say that a ship which is
repairing a buoy or renewing it within a TSC. Then obviously the vessel is
restricted in her ability to manouevre, in this case the work has to be done
for the safety of the ships in the TSC, so this vessel would not have to follow
the rules for vessels in the TSC. For other ships the signals as hoisted by the
working vessel should be carefully noted and the ship should pass clear of the
restricted vessel, the restricted vessel may not comply with the rules of TSC.
A vessel restricted in her ability to manouevre when
engaged in an operation for the laying, servicing or picking up of a submarine
cable, within a traffic separation scheme, is exempted from complying with this
rule to the extent necessary to carry out the operation.
Meaning: Like the above explanation, these
vessels are also exempt. Thus the alertness on the part of other vessels is to
be very sharp. However once the work is finished the restricted ship no longer
enjoys the exemption from complying with this part of the rule.
Rule 11
Application
Rules in this section apply to vessels in sight of one another.
Rule 12
Sailing vessels
When two sailing vessels are approaching one
another, so as to involve risk of collision, one of them shall keep out of the
way of the way as follows:
when each has the wind
on a different side, the vessel which has the wind on the port side shall keep
out of the way of the other;
when both have the wind on the same side, the vessel
which is to windward shall keep Out of the way of the vessel which is to
leeward; if a vessel with the wind on the port side sees a vessel to windward
and cannot determine with certainty whether the other vessel has the wind on
the port or on the starboard side, she shall keep out of the way of the other.
For the purpose of this Rule the windward side shall
be deemed to be the side opposite to that on which the mainsail is carried or,
in the case of a square rigged vessel, the side opposite to that on which the
largest fore-and-aft sail is carried.
Rule13
Overtaking
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.
Meaning:
It does not make a difference whether any ship ahead of own vessel has
permitted by signalling that overtaking may take place.
As
far as the Rules are concerned especially Rule 13, the overtaking vessel is
duty bound to keep clear.
A vessel shall be deemed to be overtaking when coming
up with another vessel from a direction more than 22.5˚ abaft the 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 stern light of that vessel but
neither of her sidelights.
Meaning:
This part determines whether or not a vessel would be deemed to be overtaking
or not.
In
general overtaking is a clear cut understanding, however in certain
circumstances, it becomes difficult to judge whether a ship is overtaking or
not. So this Part clarifies what is overtaking.
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.
Meaning:Again the same instruction – when in any doubt
whether a vessel is overtaking or not, it is accepted that the vessel is overtaking.
Any subsequent alteration of the hearing between the
two 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.
Meaning:
A vessel which has overtaken another, but is not very clear of the overtaken
vessel, cannot alter her course and cross the bows of the other vessel claiming
to be a crossing vessel.
If
a vessel has overtaken then the other vessel would have to be left absolutely
clear and then only the overtaking vessels responsibility ends.
Rule 14
Head-on situation
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.
Meaning:
It is a clear instruction when the vessels are head on perfectly, the thing to
remember is that when the vessels are nearly on reciprocal courses, then too
the vessels are asked to alter course to starboard.
Nearly
reciprocal course would deem that the vessels would be passing very close to
each other, and the situation can become a close quarter situation when the
ships are quite close.
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 and/or both
sidelights and by day she observes the corresponding aspect of the other
vessel.
Meaning:
The Rule is very clear about the sightings and has explained what is to be
termed as Head On, a number of cases have come about when this basic Rule is
forgotten and the watch keeper relies on the ARPA to give him the CPA.
The Radar and the ARPA are assistances for
the watch keeper and do not replace the Rule instructions.
When a vessel is in any doubt as to whether such a
situation exists she shall assume that it does exist and act accordingly.
Meaning:
Again the same word ‘Doubt’. So even if the CPA as per the
ARPA is marginal but a positive figure, the determination of Head On would
still be by this Rule of sighting.
Rule 15
Crossing situation
When two 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.
Meaning:
This situation would frequently arise and it is always better to avoid a close
quarter situation and go right around the stern of the other vessel rather than
cross ahead of the other vessel.
Of
course going around the stern may not be practical at all times but if the
situation permits then it should be followed if the crossing would result in a
small CPA.
Rule 16
Action by give-way vessel
Every vessel which is directed to keep out of
the way of another vessel shall, so far as possible, take early and substantial
action to keep well clear.
Meaning:
Give way vessels should take action well in time, estimate the speed of
approach between the two vessels, estimate the approximate time interval and
then take action, do not take a late action, since this would make the stand on
vessel apprehensive and she may then take an action which would be detrimental
to both vessels.
Rule 17
Action by stand-on vessel
Where one of two vessels is to keep out of the way the other shall keep her
course and speed.
Meaning:
As long as the give way vessel takes a action well in
time there is no problem and the stand on vessel follows the above Rule, and
the stand on vessel is required not to take action, but it does not mean that
she would not be alert and monitor the situation.
The latter vessel may however take action to avoid collision by her manouevre
alone, as soon as it becomes
apparent to her that the vessel
required to keep out of the way is net
taking appropriate action in compliance with
these Rules.
Meaning:
The watch keeper on the stand on vessel has to be alert and should have been
monitoring the situation as it developed. His plan of action for evasive action
should be ready at all instances, since he would have to take evasive action if
the give way vessel fails to take action or if the action is not sufficient to
clear the impending danger.
When, from any cause, the vessel required to keep her
course and speed finds herself so close that collision
cannot be avoided by the action of the give-way vessel alone, she shall take
such action as will best aid to avoid collision.
Meaning:
The action that the stand on vessel finally takes to avoid the situation
depends on on what is the nature of the action of the
give way vessel, if the action is insufficient to clear the close quarter
situation then the stand on vessel has to take action which will get the two
ships safely away from each other.
THE
BASIC FACT OF THESE RULES ARE THAT ALTHOUGH THE STAND ON VESSEL NEED NOT TAKE
ACTION INITIALLY, SHE MUST, REPEAT MUST CLOSELY MONITOR THE OTHER SHIP AND PLAN
OUT ACTIONS AT EVERY STEP.
A power-driven vessel which takes action in a crossing situation in accordance with
subparagraph (a) (ii) of this Rule to avoid collision with another power-driven
vessel shall, if the circumstances of the case admit, not alter course to port
for a vessel on her own port side.
Meaning:
The action that the stand on vessel takes should not develop into a catastrophe, rather it should enhance the clearing action.
However
the advice is not to alter course to Port for a give way vessel which is on her
port side.
But
it is a recommendation and if the situation demands please refer to Rule 2 and
take a well planned decision which may deviate from the above Rule.
This Rule does not relieve the give-way vessel of her
obligation to keep out of the way.
Meaning:
Just because the stand on vessel has been forced to take action does not mean
that the give way vessel has passed the buck to the stand on vessel. She is
still obliged as per the Rules to keep out of the way.
Rule 18
Responsibilities between vessels
Except
where Rules 9, 1 0 and 1 3 otherwise require:
A power-driven vessel underway shall keep out of
the way of:
a vessel not under
command;
a vessel restricted in
her ability to manouevre
a vessel
engaged in fishing,-
a sailing
vessel.
Understanding,
and complying with the Rules, the above are to be committed to memory and
applied when meeting any of the named type of vessels.
Except if the situation is within a TSS or
a narrow channel or if a overtaking situation arises.
Then the Rules named above would take precedence if they so require.
A sailing vessel underway shall keep out of the way
of:
a vessel not
under command;
a vessel
restricted in her ability to manouevre;
a vessel
engaged in fishing.
A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of:
a vessel not
under command;
a vessel
restricted in her ability to manoeuvre.
Any vessel other than a vessel not under command or a
vessel restricted in her ability to manoeuvre shall, if the circumstances of
the case admit, avoid impeding the safe passage of a vessel constrained by her
draught, exhibiting the signals in Rule 28.
Understanding,
and complying with the Rules, the above are to be committed to memory and
applied when meeting this type of vessels.
Except if the situation is within a TSS or
a narrow channel or if a overtaking situation arises.
Then the Rules named above would take precedence if they so require.
For example in a TSS or a Narrow channel if
a vessel cannot permit an overtaking by a Deep drafted vessel then although she
is a way impeding the passage but as per that particular Rule she is within
complying with the Rules.
A vessel constrained by her draught shall navigate
with particular caution having full regard to her special condition.
Meaning: The deep drafted vessel
should not take undue advantage of her condition and impose on other vessels to
give way to her. She should navigate with full alertness and with regard to her
draft. She should be within safe speed and be able to be stopped or slowed down
to avoid risky situations.
A seaplane on the water shall, in general, keep well
clear of all vessels and avoid impeding their navigation. In circumstances, however, where risk of
collision exists, she shall comply with the Rules of this part.
Meaning: Since a
sea plane being not very maneuverable, may cause undue uncertainty for other
vessels she has to keep clear, if however a risk exists then she has to behave
as a vessel and take action as per the Rules.
Rule 19
Conduct of vessels in restricted visibility
This Rule applies to vessels not in sight of one
another when navigating in or near an area of restricted visibility.
Meaning that this Rule applies to such
vessels that may be close to each other but cannot visually see each other,
electronic devices and sound signals may be the only possible means of
detection and thus the action that would be taken would not be visible by the
other vessel.
The areas are not only in areas of poor
visibility but also areas near to that. Meaning that ships should be careful
when approaching a fog bank, or a area of poor
visibility caused maybe by any weather or other condition.
Every vessel shall proceed at a safe speed adapted to
the prevailing circumstances and conditions of restricted visibility. A power-driven vessel shall have her engines
ready for immediate manoeuvre.
Every vessel shall have due regard to the prevailing
circumstances and conditions of restricted visibility when complying with the
Rule of Section I of this Part.
(i) an alteration
of course to port for a vessel forward of the beam, other than for a vessel
being overtaken;
Meaning: In restricted visibility when the
vessels cannot see each other as required by the Rules, the above are to be
complied with.
Of course alteration of course to Port has
been advised against, and it should be followed as far as practicable, if the
situation deems that an alteration of course other than to Port is required
then that may be done.- Rule 2, use your head.
For overtaking situation after the Risk
factor has been assessed the alteration may be done either way.
(ii) an alteration of course towards a vessel abeam or abaft the beam.
Here too since the vessels are not in sight
of one another and the observations are being carried out by electronic means ,
the proper assessment of the aspect of the vessel is not obtained, as such the
above guidelines
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. If so,
she shall take avoiding action in ample time, provided that when such action
consists of an alteration of course, so far a possible the following shall be
avoided:
(i) an alteration
of course to port for a vessel forward of the beam, other than for a vessel
being overtaken;
(ii) an alteration of course towards a vessel abeam or abaft the beam.
Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.
Rule 20
Application
Rules in
this part shall be complied with in all weathers.
The Rules concerning lights shall be complied with
from sunset to sunrise, and during such times no other lights shall be
exhibited, except such lights as cannot be mistaken for the lights specified in
these Rules or do not impair their visibility or distinctive character,
interfere with the keeping of a proper look-out.
The lights prescribed by these Rules shall, if
carried, also be exhibited from sunrise to sunset and in restricted visibility
and may be exhibited in all other circumstances when it is deemed necessary.
Meaning: Under all circumstances where the
watch keeper may determine that the showing of the
Navigation lights would enhance the visibility of the ship or would enhance own
ship’s aspect better to an observing vessel.
The Rules concerning shapes shall be complied with by
day.
The lights and shapes specified in these Rules shall
comply with the provisions of annex I to these Regulations.
Rule 21
Definitions
Masthead
light means a white light placed over the fore-and-aft centerline of the
vessel showing an unbroken light over an arc of the horizon of 225˚ and so
fixed as to show the light from right ahead to 22.5˚ abaft the beam on
either side of the vessel.
Sidelights means a
green light on the starboard side and a red light on the port side each showing
an unbroken light over an arc of the horizontal of 112.5˚ and so fixed as
to show the light from right ahead to 22.5˚ abaft the beam on its
respective side.
In a vessel of less than 20 m in length the sidelights may be combined in one lantern carried on the fore-and-aft centreline of the vessel.
Sternlight means a
white light placed as nearly as practicable at the stern ii showing an unbroken
light over an arc of the horizon of 135˚ and so fixed as to show the light
67.5˚ from right aft on each side of the vessel.
Towing
light means a yellow light having the same characteristics as the sternlight defined in paragraph (c) of
this Rule.
All-round
light means a light showing an unbroken light over an arc of the
horizon of 360˚.
Flashing
light means a light flashing at regular intervals at a frequency of
120 flashes or more per minute.
Rule 22
Visibility of lights
The lights prescribed in these Rules shall have an intensity as specified in Section 8 of Annex I to these
Regulations so as to be visible at the following minimum ranges:
In vessels of 50 metres or more in length:
a masthead
light, 6 miles; a sidelight, 3 miles;
a
sternlight, 3 miles;
a towing
light, 3 miles;
a white, red, green or yellow all-round light, 3 miles.
In vessels of 12 metres or more in length but less
than 50 metres in length:
a masthead
light, 5 miles; except that where the length of the vessel is less than 20
metres, 3 miles;
a sidelight,
2 miles;
a
sternlight, 2 miles;
a towing
light, 2 miles;
a white, red, green or yellow all-round light, 2 miles.
MORE THAN 20 METRES LESS
THAN 20 METRES
In vessels of less than 12 metres in length:
a masthead light, 2
miles;
a sidelight,
1 mile;
a
sternlight, 2 miles;
a towing
light, 2 miles;
a white, red, green or yellow all-round light, 2 miles.
In inconspicuous, partly submerged
vessels or objects being towed:
a white
all-round light, 3 miles.
Rule 23
Power-driven vessels underway
A power-driven vessel underway shall exhibit:
a masthead
light forward;
a second masthead light abaft of and higher than the
forward one; except that a vessel of less than 50 metres in length shall not be
obliged to exhibit such light but may do so;
sidelights;
a sternlight.
An air cushion
vessel when operating in the non-displacement mode shall, in addition to the
lights prescribed in paragraph (a)
of this Rule, exhibit an all-round flashing yellow light.
A power-driven vessel of less than 12 m in length may in lieu of the
lights prescribed
in paragraph (a) of this Rule exhibit an
all-round white light and sidelights,
a power-driven vessel of less than 7 m in length whose
maximum speed does not exceed 7 knots may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit
an all-round white light and shall, if practicable, also exhibit sidelights;
the masthead light or all-round white light on a
power-driven vessel of less than 12 m in length may be displaced from the fore
and aft centreline of the vessel if centreline fitting is not practicable, provided that the sidelights are combined in one
lantern which shall be carried on the fore-and-aft centreline of tile vessel or
located as nearly as practicable in the same fore-and-aft line as the masthead
light or the all-round white light.
Rule 24
Towing and pushing
A power-driven vessel when towing shall exhibit:
instead of the light
prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line.
When the length of the tow, measuring from the stern of the towing vessel to the after
end of the tow, exceeds 200 m, three such lights in a vertical line;
sidelights,
a sternlight;
a towing
light in a vertical line above the
sternlight light
when the length
of the tow exceeds 200 m, a diamond shape where it can best be seen.
TOWING VESSEL LENGTH OF TOW LESS THAN 200M
TOWING
VESSEL LENGTH OF TOW MORE THAN 200M
When a pushing vessel and a vessel being pushed ahead
are rigidly connected in a composite unit they shall be regarded as a power
driven vessel and exhibit the lights prescribed in Rule 23.
A power-driven vessel when pushing ahead or towing
alongside, except in the case of a composite unit, shall exhibit:
instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line,
sidelights;
a
Sternlight
A power-driven ii vessel to which paragraph (a) or (c)
of this Rule applies shall also comply with Rule 23(a)(ii).
A vessel or object being towed, other than those
mentioned in paragraph (g) of this Rule, shall exhibit:
sidelights;
a
sternlight;
when the length of the tow exceeds 200 metres, a diamond shape where it can best be seen.
More than 200m – Day signal
Provided that any number of vessels being towed
alongside or pushed in a group shall be lighted as one vessel:
a vessel
being pushed ahead, not being part of a composite unit, shall exhibit at the
forward end, sidelights;
a vessel
being towed alongside shall exhibit a sternlight and at the forward end,
sidelights.
An inconspicuous, partly submerged vessel or object,
or combination of such vessels or objects being towed, shall exhibit:
if it is
less than 25 metres in breadth, one all-round white light at or near the
forward end and one at or near the after end except that dracones
need not exhibit a light at or near the forward end;
if it is 25
metres or more in breadth, two additional all-round white lights at or near the
extremities of its breadth;
if it exceeds 100 metres in length, additional
all-round white lights between the lights prescribed in sub-paragraphs (i) and (ii) so that the distance between the lights shall
not exceed 100 metres;
a diamond shape at or near the aftermost extremity of
the last vessel or object being towed and if the length of the tow exceeds 200
metres an additional diamond shape where it can best be seen and located as far
forward as is practicable.
Where from any sufficient cause it is impracticable
for a vessel or object being towed to exhibit the lights or shapes prescribed
in paragraph (e) or (g) of this Rule, all possible measures shall be taken to
light the vessel or object towed or at least to indicate the presence of such
vessel or object.
Where from any sufficient cause it is impracticable
for a vessel not normally engaged in towing operations to display the lights
prescribed in paragraph (a) or (c) of this Rule, such vessel shall not be
required to exhibit those lights when engaged in towing another vessel in
distress or otherwise in need of assistance.
All possible measures shall be taken to indicate the nature of the
relationship between the towing vessel and the vessel being towed as authorized
by Rule 36, in particular by illuminating the towline.
Rule 25
Sailing vessels underway and vessels under oars
A sailing vessel underway shall exhibit:
sidelights;
a
sternlight.
In a sailing vessel of less than 20 m in length the
lights prescribed in paragraph (a) of this Rule may be combined in one lantern
carried at or near the top of the mast where it can best be seen.
A sailing vessel underway may, in addition to the
lights prescribed in paragraph (a) of this Rule, exhibit at or near the top of
the mast, where they can best be seen, two all-round lights in a vertical line,
the upper being red and the lower green, but these lights shall not be
exhibited in conjunction with the combined lantern permitted by paragraph (b)
of this Rule.
A sailing vessel of less than 7 m in length shall, if
practicable, exhibit the lights prescribed in paragraph (a) or (b) of this
Rule, but if she does not, she shall have ready at hand an electric torch or
lighted lantern showing a white light which shall be exhibited in sufficient
time to prevent collision.
A vessel under oars may exhibit the lights prescribed
in this Rule for sailing vessels, but if she does not, she shall have ready at
hand an electric torch or lighted lantern showing a white light which shall be
exhibited in Sufficient time to prevent collision.
A vessel proceeding under
sail when also being propelled by machinery shall exhibit forward where it can
best be seen a conical shape, apex downwards.
Rule 26
Fishing vessels
A vessel engaged in fishing, whether underway or
at anchor, shall exhibit only the lights and shapes prescribed in this Rule.
A vessel when engaged in trawling, by which is meant the dragging through the water of a
dredge net or other apparatus used as a fishing appliance, shall exhibit:
two
all-round lights in a vertical line, the upper being green and the lower white,
or a shape consisting of two cones with their apexes together in a vertical
line one above the other; a vessel of less than 20 metres in length may instead
of this shape exhibit a basket.
a masthead light abaft of and higher than the
all-round green light, a vessel of less than 50 m in length shall not be
obliged to exhibit Such a light but may do so;
when making way
through the water, in addition to the lights prescribed in this paragraph,
sidelights and a sternlight.
Trawling vessels – Less than 50m Trawling + Making Way
Trawling vessels – More than 50m Trawling + Making Way
Trawling vessels
– Less than 50m Trawling + Under Way
Trawling vessels
– More than 50m Trawling + Under Way
A vessel engaged in fishing, other than trawling shall exhibit:
two all-round lights in a vertical line, the upper
being red and the lower white, or a shape consisting of two cones with apexes
together in a vertical line one above the other; a vessel of less than 20
metres in length may instead of this shape exhibit a basket;
when there is outlaying gear extending more than 150
metres horizontally from the vessel, an all-round white light or a cone apex
upwards in the direction of the gear;
when making way
through the water, in addition to the lights prescribed in this paragraph,
sidelights and a sternlight.
More than 20m, with outlying gear astern of the boat
Fishing vessels-
Fishing and Making Way
Fishing vessels-
Not Fishing and
Fishing vessels-
Fishing and Under Way
A vessel engaged in fishing in close proximity to
other vessels engaged in fishing may exhibit the additional signals described
in Annex II to these Regulations.
A vessel when not engaged in fishing shall not exhibit
the lights or shapes prescribed in this Rule, but only those prescribed for a
vessel of her length.
Rule 27
Vessels not under command or restricted in their ability to manoeuvre
A vessel not
under command shall exhibit:
two all-round
red lights in a vertical line where they can best be seen;
two balls or
similar shapes in a vertical line where they can best be seen;
when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.
Vessels not
under command or restricted in their ability to manoeuvre
NUC Day Signal
Vessels not
under command or restricted in their ability to manoeuvre
Making Way through the water
Vessels not
under command or restricted in their ability to manoeuvre
NOT Making Way through the water
A vessel
restricted in her ability to manoeuvre, except a vessel engaged in mine
clearance operations, shall exhibit:
Three all-round lights in a vertical line where they
can best be seen.
The highest and lowest of these lights shall be red and the middle light
shall be white;
three shapes in
a vertical line where they can best be seen.
The highest and lowest of these shapes shall be balls and the middle one
a diamond;
when making way through the water, a masthead light or
lights, sidelights and a sternlight, in addition to the lights prescribed in
sub-paragraph (i);
when at anchor, in addition to the lights or shapes prescribed in sub-paragraphs (i) and (ii), the light, lights or shape prescribed in Rule 30.
Vessels not
under command or restricted in their ability to manoeuvre
Making Way through the water- Day Signal
Vessels not
under command or restricted in their ability to manoeuvre
Making Way through the water- Night Signal
Vessels not
under command or restricted in their ability to manoeuvre
Making Way through the Water – STERN
Vessels not
under command or restricted in their ability to manoeuvre
Underway - STOPPED in the Water
Vessels not
under command or restricted in their ability to manoeuvre
at Anchor
A power-driven vessel engaged in a towing operation
such a severely restricts the towing vessel and her tow in their ability to
deviate from their course shall, in addition to the lights or shapes prescribed
in Rule 24 (a), exhibit the lights or shapes prescribed in sub-paragraphs (b) (i) and (ii) of this Rule.
A vessel engaged in dredging or underwater operations,
when restricted in lieu ability to manoeuvre, shall exhibit the lights and
shapes prescribed in subparagraphs (b)(i), (ii) and (iii) of this Rule and shall in addition, when
an obstruction exists, exhibit:
two all-round
red lights or two bails in a vertical line to indicate the side on which the
obstruction exists;
two all-round
green lights or two diamonds in a vertical line to indicate the side on which
another vessel may pass;
when at anchor,
the lights or shapes prescribed in this paragraph instead of the lights or
shape prescribed in Rule 30.
Vessels not
under command or restricted in their ability to manoeuvre
Green Balls: Clear Side Red Balls:
Obstructed Side
Vessels not
under command or restricted in their ability to manoeuvre
Green Balls:
Clear Side Red
Balls: Obstructed Side
Whenever the size of a vessel engaged in diving
operations makes it impracticable to exhibit all lights and shapes prescribed
in paragraph (d) of this Rule, the following shall be exhibited:
three all-round
lights in a vertical line where they can best be seen. The highest and lowest of these lights shall
be red and the middle light shall be white,
a rigid
replica of the International Code flag “A” not less than 1 m in height lit. Measures
shall be taken to ensure its all-round visibility.
A vessel engaged in mine clearance operations shall in
addition to the lights prescribed for a power-driven vessel in Rule 23 or to
the lights or shape prescribed for a vessel at anchor in Rule 30 as
appropriate, exhibit three all-round green lights or three balls. One of these lights or shapes shall be
exhibited near the foremast head and one at each end of the fore yard. These lights or shapes indicate that it is
dangerous for another vessel to approach within 1000 m of the mine clearance vessel.
Vessels of less than 12 m in length, except those
engaged in diving operations, shall not be required to exhibit the lights and
shapes described in this Rule.
The signals
prescribed in this Rule are not signals of vessels in distress and requiring
assistance. Such signals are contained
in annex IV to these Regulations.
Rule 28
Vessels constrained by their draught
A vessel constrained by her draught lit may, in
addition to the lights prescribed for power-driven ii vessels in Rule 23,
exhibit where they can best be seen three all-round red lights in a vertical
line, or a cylinder.
Rule 29
Pilot vessels
A vessel engaged on pilotage
duty shall exhibit:
at or near the
masthead, two all-round lights in a vertical line, the upper being white and
the lower red;
when underway, in
addition, sidelights and a sternlight;
when at anchor, in
addition to the lights prescribed in sub-paragraph (i),
the light, lights or shape prescribed in Rule 30 for vessels at anchor.
A pilot vessel when not engaged on pilotage
duty shall exhibit the lights or shapes prescribed for a similar vessel of her
length.
Rule 30
Anchored vessels and vessels aground
A vessel at anchor shall exhibit where it can
best be seen:
in the fore part, an
all-round white light or one ball;
at or near the stern
and at a lower level than the light prescribed in sub-paragraph (i), an all-round white light.
A vessel of less than 50 metres in length may exhibit
an all-round white light where it can best be seen instead of the lights
prescribed in paragraph (a) of this Rule.
A vessel at anchor may, and a vessel of 100 metres and more in length shall, also use the available working
or equivalent lights to illuminate her decks.
A vessel aground shall exhibit the lights prescribed
in paragraph (a) or (b) of this Rule and in addition, where they can best be
seen:
two all-round
red lights in a vertical line;
three balls in a
vertical line.
A vessel of less than 7 metres in length, when at
anchor, not in or near a narrow channel, fairway or anchorage, or where other
vessels normally navigate, shall not be required to exhibit the lights or shape
prescribed in paragraphs (a) and (b) of this Rule.
A vessel of less than 12 metres in length, when
aground, shall not be required to exhibit the lights or shapes prescribed in
sub-paragraphs (d) (i) and (ii) of this Rule.
Rule 31
Seaplanes
Where it is impracticable for a seaplane to
exhibit lights and shapes of the characteristics or in the positions prescribed
in the Rules of this Part she shall exhibit lights and shapes as closely
similar in characteristics and position as is possible.
PART D -
SOUND AND LIGHT SIGNALS
Rule 32
Definitions
The word whistle
means any sound signaling appliance capable of producing the prescribed
blasts and which complies with the specifications in annex III to these
Regulations.
The term short
blast means a blast of about one second’s duration.
The term prolonged
blast means a blast of four to six seconds’ duration.
Rule 33
Equipment for sound signals
A vessel of 12 m or more in length shall be
provided with a whistle and a bell and a vessel of 100 m or more in length
shall, in addition, be provided with a gong, the tone and sound of which cannot
be confused with that of the bell.
The whistle, bell and gong shall comply with the
specifications in annex III to these Regulations.
The bell of gong or both may be replaced by other
equipment having the same respective sound characteristics, provided that
manual sounding of the prescribed signals shall always be possible.
A vessel of less than 12 m in length shall not be
obliged to carry the sound signaling appliances prescribed in paragraph (a) of
this Rule but if she does not, she shall be provided with some other i-means of making an
efficient sound signal.
Rule 34
Manoeuvring and warning signals
When vessels are in sight of one another, a
power-driven vessel underway, when manoeuvring as authorized or required by
these Rules, shall indicate that manoeuvre by the following signals on her
whistle:
one short
blast to mean “I am altering my course to starboard”;
two short
blasts to mean “I am altering my course to port”;
three short
blasts to mean “I am operating astern propulsion”.
Any vessel may supplement the whistle signals
prescribed in paragraph (a) of this Rule by light signals, repeated as
appropriate, whilst the manoeuvre is being carried out:
these light signals
shall have the following significance:
one flash to mean “I am
altering my course to starboard”;
two flashes to mean “I
am altering my course to port”;
three flashes to mean
“I am operating astern propulsion”;
the duration
of each flash shall be about one second, the interval between flashes shall be
about one second, and the interval between successive signals shall be not less
than ten seconds;
the light used for this signal shall, if fitted, be an
all-round white light, visible at a minimum range of 5 miles, and shall comply
with the provisions of Annex I to these Regulations.
When in
sight of one another in a narrow channel or fairway:
a vessel
intending to overtake another shall in compliance with Rule 9 (e) (i) indicate her intention by the following signals on her
whistle:
two prolonged
blasts followed by one short blast to mean “I intend to overtake you on your
starboard side”;
two prolonged
blasts followed by two short blasts to mean “I intend to overtake you on your
port side”.
the vessel
about to be overtaken when acting in accordance with Rule 9 (e) (i) shall indicate her agreement by the following signal on
her whistle:
one prolonged,
one short, one prolonged and one short blast, in that order.
When vessels in sight of one another are
approaching each other and from any cause either vessel fails to understand the
intentions or actions of the other, or is in doubt whether sufficient action is
being taken by the other to avoid collision, the vessel in doubt shall
immediately indicate such doubt by giving at least five short and rapid blasts
on the whistle. Such signal may be
supplemented by a light signal of at least five short and rapid flashes.
A vessel nearing a bend or an area of a channel or
fairway where other vessels may be obscured by an intervening obstruction shall
sound one prolonged blast. Such signal
shall be answered with a prolonged blast by any approaching vessel that may be
within hearing around the bend or behind the intervening obstruction.
If whistles are fitted on a vessel at a distance apart
of more than 100 metres, one whistle only shall be used for giving manoeuvring
and warning signals.
Rule 35
Sound signals in restricted visibility
In or near
an area of restricted visibility, whether by day or night, the signals
prescribed in this Rule shall be used as follows:
A power-driven
vessel making way through the water shall sound at intervals of not more than 2
minutes one prolonged blast.
A power-driven vessel underway but stopped and making
no way through the water shall sound at intervals of riot more than 2 minutes
two prolonged blasts in succession with an interval of about 2 seconds between
them.
A power-driven vessel making way through the water
shall sound at intervals of not more than 2 minutes one prolonged blast.
A
power-driven vessel underway but stopped and making no way through the water
shall sound at intervals of not more than 2 minutes two prolonged blasts in
succession with an interval of about 2 seconds between them.
A vessel not under command, a vessel restricted in her
ability to manoeuvre, a vessel constrained by her draught, a sailing vessel, a
vessel engaged in fishing and a vessel engaged ii-i
towing or pushing another vessel shall, instead of the signals prescribed in
paragraphs (a) or lb) of this Rule, sound at intervals of riot more than 2
minutes three blasts in succession, namely one prolonged followed by two short
blasts.
A vessel engaged in fishing, when at anchor, and a
vessel restricted in her ability to manoeuvre when carrying out her work at
anchor, shall instead of the signals prescribed in paragraph (g) of this Rule
sound the signal prescribed in paragraph © of this Rule.
A vessel towed or if more than one vessel is towed the
last vessel of the tow, if manned, shall at intervals of riot more than 2
minutes sound four blasts in succession, namely one prolonged followed by three
short blasts. When practicable, this
signal shall be made immediately after
the signal made by the towing vessel.
When a pushed vessel and a vessel being pushed ahead
are rigidly connected in a composite unit they shall be regarded as a power
driven vessel and shall give the signals prescribed in paragraphs (a) or (b) of this Rule.
A vessel at anchor shall at intervals of not more than
one minute ring the bell rapidly for about 5 seconds. In a vessel of I 00 m or ignore in length the
bell shall be sounded in the forepart of the vessel and immediately after the
ringing of the bell the gong shall be sounded rapidly for about 5 seconds in
the after part of the vessel. A vessel
at anchor may in addition sound three blasts in succession, namely one short,
one prolonged and one short blast, to give warning of her position and of the
possibility of collision to an approaching vessel.
A vessel aground shall give the bell signal and if
required the gong signal prescribed in paragraph (g) of this Rule and shall, in
addition, give three separate and distinct strokes on the bell immediately
before and after the rapid ringing of the bell.
A vessel aground may ill addition sound an appropriate whistle signal.
A vessel of less than 12 m in length shall not be
obliged to give tile above-mentioned signals but, if she does not, shall make
some other efficient sound signal at intervals of not more than 2 minutes.
A pilot vessel when engaged on pilotage
duty may in addition to the signals prescribed in paragraphs (a), lb) or (g) of
this Rule sound an identify signal consisting of four short blasts.
Rule 36
Signals to attract attention
If necessary to attract the attention of another
vessel any vessel may make light or sound signals that cannot be mistaken for
any signal authorized elsewhere in these Rules, or may direct the beam of her
searchlight in the direction of the danger, in such a way as not to embarrass
any vessel.
Any light to attract the attention of another vessel
shall be such that it cannot be mistaken for any aid to navigation.
For the purpose of this Rule the use of high intensity
intermittent or revolving lights, such as strobe lights, shall be avoided.
Rule 37
Distress signals
When a vessel is in distress and requires assistance
she shall use or exhibit the signals described in Annex IV to these
Regulations.
PART E -
EXEMPTIONS
Rule 38
Exemptions
PLEASE
READ FROM THE NOTES AND FROM THE COLREGS
Annex I
Positioning and technical details of lights and shapes
1
Definition
The term “height above the hull” means height
above the uppermost continuous deck.
This height shall be measured from the position vertically beneath the
location of the light.
2 Vertical
positioning and spacing of lights
On a power-driven vessel of 20 metres or more in
length the masthead lights shall be placed as follows:
The forward masthead light, or if only one
masthead light is carried, then that light, at a height above the hull of not
less than 6 metres, and, if the breadth of the vessel exceeds 6 metres, then at
a height above the hull not less than such breadth, so however that the light
need not be placed at a greater height above the hull than 12 metres;
On a vessel of less than 20 metres in length
such lights shall be spaced not less than 1metre apart and the lowest of these
lights shall, except where a towing light is required, be placed at a height of
not less than 2 metres above the gunwale.
The vertical separation of masthead lights of power-driven vessels shall be such that in all normal conditions of trim the after light will be seen over and separate from the forward light at a distance of 1,000 metres from the stem when viewed from sea level.
The masthead light of a power-driven vessel of 12 metres but less than 20 metres in length shall be placed at a height above the gunwale of not less than 2.5 metres.
A power-driven vessel of less than 12 metres in length
may carry the uppermost light at a height of less than 2.5 metres above the
gunwale. When however a masthead light is
carried in addition to sidelights and a stemlight or
the all-round light prescribed in Rule 23 (c) (i) is
carried in addition to sidelights, then such masthead light or all-round light
shall be carried at least I metre higher than the sidelights.
One of the two or three masthead lights prescribed for
a power-driven vessel when engaged in towing or pushing another vessel shall be
placed in the same position as either the forward masthead light or the after
masthead light; provided that, if carried on the aftermast,
the lowest after masthead light shall be at least 4.5 metres vertically higher
than the forward masthead light.
The masthead light or lights prescribed in Rule 23 (a)
shall be so placed as to be above and clear of all other lights and obstructions
except as described in subparagraph (ii),
When it is impracticable to carry the allround lights prescribed by Rule 27 (b) (i) or Rule 28 below the masthead lights, they may be
carried above the after masthead light(s) or vertically in between the forward
masthead light(s) and after masthead light(s), provided that in the latter case
the requirement of Section 3 (c) of this Annex shall be complied with.
The sidelights of a power-driven vessel shall be placed at a height above the hull not greater than three-quarters of that of the forward masthead light. They shall not be so low as to be interfered with by deck lights.
The sidelights, if in a combined lantern and carried
on a power-driven vessel of less than 20 metres in length, shall be placed not
less than 1 metre below the masthead light.
When the Rules prescribe two or three lights to be
carried in a vertical line, they shall be spaced as follows:
on a vessel of 20 metres in length or more such
lights shall be spaced not less than 2 metres apart, and the lowest of these
lights shall, except where a towing light is required, be placed at a height of
not less than 4 metres above the hull;
When the Rules prescribe two or three lights to be
carried in a vertical line, they shall be spaced as follows:
on a vessel of less than 20 metres in
length such lights shall be spaced not less than I metre apart and the lowest
of these lights shall, except where a towing light is required, be placed at a
height of not less than 2 metres above the hull.
When three lights are carried they shall be equally
spaced.
The lower of the two all-round lights prescribed for a
vessel when engaged in fishing shall be at a height above the sidelights not
less than twice the distance between the two vertical lights.
The forward anchor light prescribed in Rule 30 (a)(i), when two are carried, shall
not be less than 4.5 metres above the after one. On a vessel of 50 metres or more in length
this forward anchor light shall be place at a height of not less than 6 metres
above the hull.
3
Horizontal positioning and spacing of lights
When two masthead lights are prescribed for a
power-driven vessel, the horizontal distance between them shall not be less
than one-half of the length of the vessel but need not be more than 100
metres. The forward light shall be
placed not more than one-quarter of the length of the vessel from the stem.
On a power-driven vessel of 20 metres or more in
length the sidelights shall not be placed in front of the forward masthead
lights. They shall be placed at or near
the side of the vessel.
When the lights prescribed in Rule 27 (b) (i) or Rule 28 are placed vertically between the forward
masthead light(s) and the after masthead light(s) these all-round lights shall
be placed at a horizontal distance of not less than 2 metres from the fore and
aft centreline of the vessel in the athwartship direction.
4 Details
of location of direction-indicating lights for fishing vessels, dredgers and
vessels engaged in underwater operations
The light indicating the direction of the outlying
gear from a vessel engaged in fishing as prescribed in Rule 26 (c) (ii) shall
be placed at a horizontal distance of not less than 2 metres and not more than
6 metres away from the two allround red and white
lights. This light shall be placed not
higher than the all-round white light prescribed in Rule 26 (c) (i) and not lower than the sidelights.
The lights and shapes on a vessel engaged in dredging
or underwater operations to indicate the obstructed side and/or the side on
which it is safe to pass, as
prescribed in Rule 27 (d) (i) and (ii), shall be
placed at the maximum practical horizontal distance, but in no case less than 2
metres, from the lights or shapes prescribed in Rule 27 (b) (i) and (ii). In no
case shall the upper of these lights or shapes be at a greater height than the
lower of the three lights or shapes prescribed in Rule 27 (b) (i) and (ii).
5 Screens for sidelights
The sidelights
of vessels of 20 metres or more in length
shall be fitted with inboard screens painted matt black, and meeting the
requirements of Section 9 of this Annex.
On vessels of less than 20 metres in length the sidelights, if necessary
to meet the requirements of Section 9 of this Annex, shall be fitted with inboard
matt black screens. With a combined
lantern, using d single vertical filament and a very narrow division between
the green and red sections, external screens need not be fitted.
6 Shapes
Shapes shall be black and of the following sizes:
a ball shall
have a diameter of not less than 0.6 metre;
a cone shall
have a base diameter of not less than 0.6 metre and a height equal to its
diameter;
a cylinder
shall have a diameter of at least 0.6 metre and a height of twice its
diameter;
Shapes shall be black and of the following sizes:
a diamond
shape shall consist of two cones as defined in (ii) above having a common base.
The vertical distance between shapes shall be at least
1.5 metre.
In a vessel of less than 20 metres in length shapes of lesser dimensions but commensurate with the size of the vessel may be used and the distance apart may be correspondingly reduced.
7 Colour specification of lights
PLEASE
READ FROM THE NOTES AND FROM THE COLREGS
8 Intensity
of lights
PLEASE
READ FROM THE NOTES AND FROM THE COLREGS
9
Horizontal sectors
PLEASE
READ FROM THE NOTES AND FROM THE COLREGS
10 Vertical
sectors
PLEASE
READ FROM THE NOTES AND FROM THE COLREGS
11 Intensity of non-electric lights
Non-electric lights shall as far as practicable comply
with the minimum intensities, as specified
in the Table given in Section 8 of this Annex.
12
Manoeuvring light
Notwithstanding the provisions of paragraph 2
(f) of Annex the manoeuvring light described in Rule U ib) shall be
placed in the:
same fore and aft vertical plane as the masthead light or
lights and,
where
practicable, at a minimum height of 2 metres vertically above the forward
masthead light,
provided that it
shall be carried not less than 2 metres vertically above or below the after
masthead light.
On a vessel where only one masthead light is carried
the manoeuvring light, if fitted, shall be carried where it can best be seen,
not less than 2 metres vertically apart from the masthead light.
13 Approval
The construction of lights and shapes and the
installation of lights on board the vessel shall be to the satisfaction of the
appropriate authority of the State whose
flag the vessel is entitled to fly.
Annex II
Additional signals for Fishing vessels Fishing in
close proximity
1 General
The lights mentioned herein shall, if exhibited
in pursuance of Rule 26 (d), be placed where they can best be seen.
They shall be at least 0.9 metre apart but at a lower
level than lights prescribed in Rule 26 (b) (i) and
(c) (i).
The lights shall be visible all round the horizon at a
distance of at least 1 mile but at a
lesser distance than the lights prescribed by these Rules for fishing vessels.
2 Signals
for trawlers
Vessels when engaged in trawling, whether using demersal or pelagic gear, may exhibit:
when shooting
their nets: two white lights in a vertical line;
when hauling
their nets: one white light over one red light in a vertical line;
when the net
has come fast upon an obstruction: two red lights in a vertical line.
Each vessel engaged in pair trawling may exhibit:
by night, a
searchlight directed forward and in the direction of the other vessel of the
pair;
when shooting
or hauling their nets or when their nets have come fast upon an obstruction,
the lights prescribed in 2 (a) above.
3 Signals
for purse seiners
Vessels engaged in
fishing with purse seine gear may exhibit two yellow lights in a vertical
line.
These lights shall flash alternately every second and
with equal light and occultation duration.
These lights may be exhibited only when the vessel is
hampered by its fishing gear.
Annex III
Technical details of sound signal appliances
1 Whistles
(a) Frequencies and range of audibility
The fundamental frequency of the signal shall
lie within the range 70-700 Hz.
The range of audibility of the signal from a whistle
shall be determined by those frequencies, which may include the fundamental
and/or one or more higher frequencies, which lie within the range 180-700 Hz (±
1 per cent) and which provide the sound pressure levels specified in paragraph
1 (c) below.
1 Whistles
(b) Limits of fundamental frequencies
To ensure a wide variety of whistle
characteristics, the fundamental frequency of a whistle shall be between the
following limits:
(i) 70-200 Hz,
for a vessel 200 metres or more in length;
(ii) 130-350
Hz, for a vessel 75 metres but less than 200 metres in length;
(iii) 250-700 Hz, for a
vessel less than 75 metres in length.
c) Sound
signal intensity and range of audibility
A whistle
fitted in a vessel shall provide, in the direction of maximum intensity of the
whistle and at a distance of I metre from it, a sound pressure level in at
least one 1/3rd-octave band within the range of frequencies 180-700
Hz (± 1 per cent) of not less than
the appropriate figure given in the table
below.
c) Sound
signal intensity and range of audibility
The range of audibility in the
table above is for information and is approximately the range at which a whistle may be heard on its
forward axis with 90 per cent
probability in conditions of still air on board a vessel having average
back-ground noise level at the listening posts (taken to be 68 dB in the octave
band centred on 250 Hz and 63 dB in the octave band centred on 500 Hz).
In practice the range at which a whistle may be heard
is extremely variable and depends critically on weather conditions; the values
given can be regarded as typical but under conditions of strong wind or high
ambient noise level at the listening post the range may be much reduced.
(d) Directional properties
(e) Positioning
of whistles
When a directional whistle is to be used as the
only whistle on a vessel, it shall be installed with its maximum intensity
directed straight ahead.
A whistle shall be placed as high as practicable on a
vessel, in order to reduce interception of the emitted sound by obstructions
and also to minimize hearing damage risk to personnel. The sound pressure level of the vessel’s own
signal at listening posts shall not exceed 110 dB (A) and so far as practicable
should not exceed 100 dB (A).
f) Fitting
of more than one whistle
If whistles are fitted at a distance apart of more
than 100 metres, it shall be so arranged that they are not sounded simultaneously.
Combined
whistle systems
If due
to the presence of obstructions the sound field of single whistle or of one of
the whistles referred to in paragraph I (f) above is likely to have a zone of
greatly reduced signal level, it is recommended that a combined whistle system
be fitted so as to overcome this
reduction. For the purposes of the Rules
a combined whistle system is to be regarded as a single whistle. The whistles of combined system shall be
located at a distance apart of not more 100 metres and arranged to be sounded
simultaneously. The frequency of any one
whistle shall differ from those of the others by at least 10 Hz.
(a) Intensity of signal
A bell or gong, or other device having similar sound
characteristics shall produce a sound pressure level of not less than 110 dB at
a distance of I metre from it.
(b) Construction
Bells and gongs shall be made of corrosion resistant
materials and designed to give a clear tone.
The diameter of the mouth of the bell shall be not less than 300 mm for
vessels of 20 metres or more in length, and shall be not less than 200 mm for vessels of 12 metres or more but
of less than 20 metres in length. Where
practicable, a power-driven bell striker is recommended to ensure constant
force but manual operation shall be possible.
The mass of the striker shall be not less than 3 per cent of the mass of
the bell.
3 Approval
The construction of sound signal appliances, their
performance and their installation on board the vessel shall be to the
satisfaction of the appropriate authority of the State whose flag the vessel is
entitled to fly.
Annex IV
Distress signals
The following signals, used or exhibited either together or separately,
indicate distress
and need of assist
1. a gun or other explosive signal fired at intervals of about a minute;
2. a continuous sounding with
any fog-signalling apparatus;
3. rockets or shells,
throwing red stars fired one at a time at short intervals;
4. a signal made by
radiotelegraphy or by any other signalling method consisting of the group (SOS) in
the Morse Code;
5. a signal sent by
radiotelephony consisting of the spoken word “Mayday”;
6. the International Code
Signal of distress indicated by N.C.;
7. a signal consisting of a
square flag having above or below it a ball or anything resembling a ball;
8. flames on the vessel (as from a burning tar
barrel, oil barrel, etc.);
9. a rocket parachute flare
or a hand-flare showing a red light;
10. a smoke signal giving off
orange-coloured smoke
11. slowly and repeatedly
raising and lowering arms outstretched to each side;
12. the radiotelegraph alarm
signal;
13. the radiotelephone
alarm signal;
14. signals transmitted
by emergency positioning-indicating radio beacons;
15. approved signals
transmitted by radio communication systems, including survival craft radar
transponders.
2 The use or exhibition of any of the
foregoing signals except for the Purpose of indicating distress and need of
assistance and the use of other signals which may be confused with any of the
above signals is prohibited.
3 Attention is drawn to the relevant
sections of the International Code of Signals, the Merchant Ship Search and
Rescue Manual and the following signals:
(a) a piece of
orange-coloured canvas with either a black square and circle or other
appropriate symbol (for identification from the air);
(b) a dye marker.