Col Regs PDF

The COLLISION
REGULATIONS
AS AMENDED 1995
The Navigator's Guide to the "Rule of the Road"
FULLY EXPLAINED
Revised by Captain PAUL HAILWOOD
THE COLLISION REGULATIONS
The third edition of this book incorporates all the 1995 amendments in force on the
4th November, 1995 to the International Regulations for Preventing Collision at Sea
1972. Extracts from the Standards of Training, Certification and Watchkeeping
Code1995 and relevant Merchant Shipping Notices are included, providing a
comprehen-sive guide to modern Watchkeeping requirements. This revised book
provides clear practical guidance to any seafarer preparing for examination to gain a
Watchkeeping Certificate of Competency. It will also prove a valuable companion
for those at sea wishing to refresh their knowledge and understanding of the Rules.
Copyright 1999 Brown. Son & Ferguson. Ltd.

All fights reserved. No part of this publication may be produced or transmitted in any form or
by any means, electronic or mechanical, including photocopy. recording or any information
storage or retrieval system, without permission in writing from the publishers.
Printed in Great Britain by Brown, Son & Ferguson, Ltd., Glasgow G41 2SD.
Copyright 2003 Brazers Sharez Corporation. SeaPro Collection


AS AMENDED 1995


AS AMENDED 1995
The Navigator's guide to the "Rule of the Road".
These amended regulations came into force internationally on
4th November 1995.
By: C. H. WRIGHT
Principal, National Sea Training Centre, Liverpool. (Retired).
Revised by:
Captain PAUL HAILWOOD
Extracts from Merchant Shipping Notices and Final Act of the

International Conference on Revision of the International Regulations
for Preventing Collisions at Sea, 1972 are reproduced by permission of
The Department of Transport as amended 1995.
GLASGOW
BROWN, SON & FERGUSON, LTD.
4-10 Darnley Street

Copyright in all Countries signatory to the Berne Convention

All rights reserved
First Edition 1983

Second Edition ( Revised) 1989
Third Edition 1999
ISBN 085174 670 5
1999 BROWN, SON & FERGUSON, LTD., GLASGOW, G41 2SD

Printed and Made in Great Britain

CONTENTS
Page
Foreword
Synopsis of amendments
The International Regulations for Preventing Collision at Sea
Part A General. Rules 1 to 3. 1
Part B Steering and Sailing Rules
Section I Conduct of vessels in any conditions of visibility
Rules 4 to 10 4
Section II Conduct of vessels in sight of one another
Rules 11 to 18 7
Section III Conduct of vessels in restricted visibility
Rule 19 10
Part C Lights and Shapes. Rules 20 to 31. 11
PartD Sound and Light Signals. Rules 32 to 37. 18
Part E Exemptions. Rule 38. 21
Annex I Positioning and Technical Details of Lights
and Shapes 22
Annex II Additional Signals for Fishing Vessels in
Close Proximity 29
Annex III Technical Details of Sound Signals Appliances 30
Annex IV Distress Signals 32
Extracts from SOLAS 34
Recognition of lights and shapes required to be exhibited
Ascertain "how she may lie" 43
Illustrated collision situations 46
Recognition of light combination of stand-on vessels 50
Sailing vessel collision regulations illustrated 51
Explanatory notes on Steering and Sailing rules 52
Some important signals 55
Listing of relevant M Notices 57
Extracts from U.S. Coast Guard Regulations 69
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FOREWORD
The third edition of this book incorporates all amendments

in force on the 4th November, 1995 to the International Regulations
for Preventing Collision at Sea 1972. This IMO regulation became law
for all United Kingdom registered vessels and other vessels within
United Kingdom territorial waters on the 1st May 1996, as the
Merchant Shipping (Distress Signals and Prevention of Collisions)
Regulations 1996. Merchant Shipping Notice M. 1642 was published in
1996 containing the amended regulations.
A number of notices have been included in this book, in order
to clarify various points officially. It is pointed out that these notices
are synonymous with the Rules, Regulations and Recommendations
of IMO and .other Maritime Authorities. Therefore the reader
should pay the same heed to them as he would pay to the Rules,
Regulations and Recommendations of the country under whose flag he
sails.
Ninety per cent of collisions at sea grow out of careless disregard
for the Rules, or out of plain ignorance of them or of their meaning.
A man who will not study the Rules and understand their meaning and
keep on refreshing his memory, will find no short cut method to help
him out.
This book will provide clear practical guidance to any seafarer
preparing for examination for a watchkeeping certificate of
competency. It will prove a valuable companion for those at sea
wishing to refresh their knowledge and understanding of the Rules.
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AMENDMENTS TO THE REGULATIONS SINCE 1983

For ease of reference the amendments have been listed as
extracts from the regulations with the changes underlined. This is
intended to be more informative than quoting the IMO Assembly
resolutions and leaving the reader to discover the changes within the
text.
Rule 8 (f)
Action to avoid collision
(i) A vessel which, by any of these Rules, is required not to impede
the passage or safe passage of another vessel shall, when required
by the circumstances of the case, take early action to allow
sufficient sea-room for the safe passage of the other vessel.
(ii) A vessel required not to impede the passage or safe passage
of another vessel is not relieved of this obligation if
approaching the other vessel so as to involve risk of collision and
shall, when taking action, have full regard to the action which
may be required by the Rules of this Part.
(iii) A vessel the passage of which is not to be impeded remains
fully obliged to comply with the Rules of this Part when the
two vessels are approaching one another so as to involve risk of
collision.
Rule 10
Traffic separation schemes
(a) This Rule applies to traffic separation schemes adopted by the
Organization and does not relieve any vessel of her obligation
under any other Rule.
Rule 26
Fishing Vessels
(a) A vessel engaged in fishing, whether underway or at anchor,
shall exhibit only the lights and shapes prescribed in this Rule.
(b) 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:
(i) 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;
(ii) a masthead light abaft of and higher than the all-round
green light; a vessel of less than 50 metres in length shall not
be obliged to exhibit such a light but may do so;
(iii) when making way through the water, in addition to the
lights prescribed in this paragraph, sidelights and a
sternlight.
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(c) A vessel engaged in fishing, other than trawling, shall exhibit:

(i) 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;
(ii) when there is outlying 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;
(iii) when making way through the water, in addition to the lights
prescribed in this paragraph, sidelights and a sternlight.
(d) The additional signals described in Annex II to these Regulations
apply to a vessel engaged in fishing in close proximity to other vessels
engaged in fishing.
(e) 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.
Note
The signal of a "basket" for vessels under 20 metres has been removed.
ANNEX I
Position and technical details of lights and shapes
3(d). When only one masthead light is prescribed for a power-driven
vessel, this light shall be exhibited forward of amidships; except that a
vessel of less than 20 metres in length need not exhibit this light forward of
amidships but shall exhibit it as far forward as is practicable.
9(b)(ii). If it is impracticable to comply with paragraph (b)(i) of this
section by exhibiting only one all-round light, two all-round lights shall be
used suitably positioned or screened so that they appear, as far as
practicable, as one light at a distance of one mile.
13. High Speed Craft
The masthead light of high speed craft with a length to breadth ratio of
less than 3.0 may be placed at a height related to the breadth of the craft
lower than that prescribed in paragraph 2(a)(i) of this Annex, provided
that the base angle of the isosceles triangles formed by the sidelights and
masthead light, when seen in end elevation, is not less than 27 degrees.
ANNEX II
Additional Signals for Fishing Vessels Fishing in Close Proximity
2. Signals for trawlers
(a) Vessels of 20 metres or more in length when engaged in trawling,
whether using demersal or pelagic gear, shall exhibit:
(i) when shooting their nets, two white lights in a vertical line;
(ii) when hauling their nets, one white light over one red light
in a vertical line;
(iii) when the net has come fast upon an obstruction, two red lights
in a vertical line.
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(b) Each vessel of 20 metres or more in length engaged in

pair trawling shall exhibit:
(i) by night, a searchlight directed forward and in the
direction of the other vessel of the pair;
(ii) when shooting or hauling their nets or when the nets
have come fast upon an obstruction, the lights prescribed
in 2(a) above.
(c) A vessel of less than 20 metres in length engaged in
trawling, whether using demersal or pelagic gear or
engaged in pair trawling, may exhibit the lights prescribed
in paragraphs (a) or (b) of this Section, as appropriate.
ANNEX IV
Distress Signals
l(o) approved signals transmitted by radiocommunication systems,
including survival craft radar transponders.
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INTERNATIONAL REGULATIONS FOR

PREVENTING COLLISIONS AT SEA, 1972
As amended by IMO Resolutions A464 (XII), A626 (15), A678 (16)

and A736 (18)
[The Merchant Shipping (Distress Signals and Prevention of Collisions)
Regulations 1996]
1 May 1996
PART A. GENERAL
Rule 1
Application
(a) These Rules shall apply to all vessels upon the high seas and in all
waters connected therewith navigable by seagoing vessels.
(b) 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.
(c) 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 authorised elsewhere under these Rules.
(d) Traffic separation schemes may be adopted by the Organization for
the purpose of these Rules.
(e) Whenever the Government concerned shall have determined that a
vessel of any special construction or purpose cannot comply 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-signalling 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.
Rule 2
Responsibility
(a) 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.
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(b) 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.
Rule 3
General definitions
For the purpose of these Rules, except where the context otherwise
requires:
(a) The word "vessel" includes every description of water craft, including
non-displacement craft and seaplanes, used or capable of being used
as a means of transportation on water.
(b) The term "power-driven vessel" means any vessel propelled by
machinery.
(c) The term "sailing vessel" means any vessel under sail provided that
propelling machinery, if fitted, is not being used.
(d) The term "vessel engaged in fishing" means any vessel fishing with
nets, lines, trawls or other fishing apparatus which restrict
manoeuvrability, but does not include a vessel fishing with trolling lines
or other fishing apparatus which do not restrict manoeuvrability.
(e) The word "seaplane" includes any aircraft designed to manoeuvre
on the water.
(f) The term "vessel not under command" means a vessel which through
some exceptional circumstance is unable to manoeuvre as required
by these Rules and is therefore unable to keep out of the way of
another vessel.
(g) The term "vessel restricted in her ability to manoeuvre" means a
vessel which from the nature of her work is restricted in her ability to
manoeuvre as required by these Rules and is therefore unable to keep
out of the way of another vessel. The term "vessels restricted in their
ability to manoeuvre" shall include but not be limited to:
(i) a vessel engaged in laying, servicing or picking up a navigation
mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, pro-
visions 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.
(h) 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.
(i) The word "underway" means that a vessel is not at anchor, or made
fast to the shore, or aground.

(J) The words "length" and "breadth" of a vessel mean her length overall
and greatest breadth.
(k) Vessels shall be deemed to be in sight of one another only when one can
be observed visually from the other.
(1) 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.

PART B. STEERING AND SAILING RULES
Section I. Conduct of vessels in any condition of visibility

Rule 4
Application
Rules in this Section apply in any condition of visibility.
Rule 5
Look-out
Every vessel shall at all times maintain a proper look-out by sight
and hearing as well as by all available means appropriate in the prevailing
circumstances and conditions so as to make a full appraisal of the situation
and of the risk of collision.
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:
(a) By all vessels:
(i) the state of visibility;
(ii) the traffic density including concentrations of fishing vessels
or any other vessels;
(iii) the manoeuvrability of the vessel with special reference to
stopping distance and turning ability in the prevailing
conditions;
(iv) at night the presence of background light such as from shore
lights or from back scatter of her own lights;
(iv) the state of wind, sea and current, and the proximity of navi-
gational hazards;
(vi) the draught in relation to the available depth of water.
(b) Additionally, by vessels with operational radar:
(i) the characteristics, efficiency and limitations of the radar equip-
ment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other
sources of interference;
(iv) the possibility that small vessels, ice and other floating objects
may not be detected by radar at an adequate range;
(iv) the number, location and movement of vessels detected by
radar;
(v) 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.

Rule 7
Risk of collision
(a) Every vessel shall use all available means appropriate to the prevailing
circumstances and conditions to determine if risk of collision exists.
If there is any doubt such risk shall be deemed to exist.
(b) 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.
(c) Assumptions shall not be made on the basis of scanty information,
especially scanty radar information.
(d) In determining if risk of collision exists the following considerations
shall be among those taken into account:
(h) such risk shall be deemed to exist if the compass bearing of an
approaching vessel does not appreciably change;
(ii) 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.
Rule 8
Action to avoid collision
(a) Any action taken to avoid collision shall, if the circumstances of the
case admit, be positive, made in ample time and with due regard to
the observance of good seamanship.
(b) Any alteration of course and/or speed to avoid collision shall, if
the circumstances of the case admit, be large enough to be readily
apparent to another vessel observing visually or by radar; a
succession of small alterations of course and/or speed should be
avoided.
(c) If there is sufficient sea-room, alteration of course alone may be the
most effective action to avoid a close-quarters situation provided that
it is made in good time, is substantial and does not result in another
close-quarters situation.
(d) Action taken to avoid collision with another vessel shall be such as
to result in passing at a safe distance. The effectiveness of the action
shall be carefully checked until the other vessel is finally past and
clear.
(e) If necessary to avoid collision or allow more time to assess the
situation, a vessel shall slacken her speed or take all way off by
stopping or reversing her means of propulsion.
(f) (i) A vessel which, by any of these Rules, is required not to impede
the passage or safe passage of another vessel shall, when
required by the circumstances of the case, take early action to
allow sufficient sea-room for the safe passage of the other
vessel.
(ii)A vessel required not to impede the passage or safe passage of
another vessel is not relieved of this obligation if approaching
the other vessel so as to involve risk of collision and shall, when
taking action, have full regard to the action which may be
required by the Rules of this Part.

(iii) A vessel the passage of which is not to be impeded remains fully

obliged to comply with the Rules of this Part when the two vessels are
approaching one another so as to involve risk of collision.
Rule 9
Narrow channels
(a) 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.
(b) A vessel of less than 20 metres 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.
(c) A vessel engaged in fishing shall not impede the passage of any other
vessel navigating within a narrow channel or fairway.
(d) 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 signal
prescribed in Rule 34(d) if in doubt as to the intention of the crossing
vessel.
(e) (i) 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 passing, the vessel intending to overtake shall indicate her
intention by sounding the appropriate 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).
(ii)This Rule does not relieve the overtaking vessel of her obligation
under Rule 13.
(f) A 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).
(g) Any vessel shall, if the circumstances of the case admit, avoid
anchoring in a narrow channel.
Rule 10
Traffic separation schemes
(a) This Rule applies to traffic separation schemes adopted by the
Organization and does not relieve any vessel of her obligation under
any other Rule.
(b) A vessel using a traffic separation scheme shall:
(i) proceed in the appropriate traffic lane in the general direction
of traffic flow for that lane;
(ii)so far as practicable keep clear of a traffic separation line or
separation zone;
(iii)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.

(c) 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.
(d) (i) A vessel shall not use an inshore traffic zone when she can
safely use the appropriate traffic lane within the adjacent traffic
separation scheme. However, vessels of less than 20 metres in
length, sailing vessels and vessels engaged in fishing may use the
inshore traffic zone.
(ii) Notwithstanding sub-paragraph (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.
(e) 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:
(i) in cases of emergency to avoid immediate danger;
(ii) to engage in fishing within a separation zone.
(f) A vessel navigating in areas near the terminations of traffic separation
schemes shall do so with particular caution.
(g) A vessel shall so far as practicable avoid anchoring in a
traffic separation scheme or in areas near its terminations.
(h) A vessel not using a traffic separation scheme shall avoid it by as
wide a margin as is practicable.
(i) A vessel engaged in fishing shall not impede the passage of any
vessel following a traffic lane.
(j) A vessel of less than 20 metres in length or a sailing vessel shall not
impede the safe passage of a power-driven vessel following a traffic
lane.
(k) A vessel restricted in her ability to manoeuvre when engaged in an
operation for the maintenance of safety of navigation in a
traffic separation scheme is exempted from complying with this
Rule to the extent necessary to carry out the operation.
(l) A vessel restricted in her ability to manoeuvre 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.
Section II. Conduct of vessels in sight of one another

Rule 11
Application
Rules in this Section apply to vessels in sight of one another.
Rule 12
Sailing Vessels
(a) 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
other as follows:

(i) 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;
(ii) 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;
(iii) if the 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.
(b) For the purposes 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.
Rule 13
Overtaking
(a) 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.
(b) A vessel shall be deemed to be overtaking when coming up
with another vessel from a direction more than 22.5 degrees
abaft her 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 sternlight of that vessel but neither of her sidelights.
(c) 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.
(d) Any subsequent alteration of the bearing 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.
Rule 14
Head-on situation
(a) 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.
(b) Such a situation shall be deemed to exist when a vessel sees the
other ahead or nearly ahead and by night she would see the mast
head 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.
(c) When a vessel is in any doubt as to whether such a situation
exists she shall assume that it does exist and act accordingly.
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.

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.
Rule 17
Action by stand-on vessel
(a) (i) Where one of two vessels is to keep out of the way the other shall
keep her course and speed.
(ii) The latter vessel may however take action to avoid collision by
her manoeuvre alone, as soon as it becomes apparent to her
that the vessel required to keep out of the way is not taking
appropriate action in compliance with these Rules.
(b) 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.
(c) A power-driven vessel which takes action in a crossing situation in
accordance with sub-paragraph (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.
(d) This Rule does not relieve the give-way vessel of her obligation to
keep out of the way.
Rule 18
Responsibilities between vessels
Except where Rules 9, 10 and 13 otherwise require:
(a) A power-driven vessel underway shall keep out of the way of:
(i) a vessel not under command;
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing;
(iv) a sailing vessel.
(b) A sailing vessel underway shall keep out of the way of:
(ii) a vessel restricted in her ability to manoeuvre;
(iii) a vessel engaged in fishing.
(c) A vessel engaged in fishing when underway shall, so far as possible,
keep out of the way of:
(ii) a vessel restricted in her ability to manoeuvre.
(d) (i) 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;
(ii) A vessel constrained by her draught shall navigate with particular
caution having full regard to her special condition.
(e) A seaplane on the water shall, in general, keep well clear of all vessels
and avoid impeding the navigation. In circumstances, however, where
risk of collision exists, she shall comply with the Rules of this Part.

Section III. Conduct of vessels in restricted visibility

Rule 19
Conduct of vessels in restricted visibility
(a) This Rule applies to vessels not in sight of one another
when navigating in or near an area of restricted visibility.
(b) 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.
(c) Every vessel shall have due regard to the prevailing circumstances
and conditions of restricted visibility when complying with the Rules
of Section I of this Part.
(d) 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 as 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.
(e) 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.

PART C. LIGHTS AND SHAPES

Rule 20
Application
(a) Rules in this Part shall be complied with in all weathers.
(b) 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,
or interfere with the keeping of a proper look-out.
(c) The lights prescribed by these Rules shall, if carried, also be
exhibited from sunrise to sunset in restricted visibility and may be
exhibited in all other circumstances when it is deemed necessary.
(d) The Rules concerning shapes shall be complied with by day.
(e) The lights and shapes specified in these Rules shall comply with the
provisions of Annex I to these Regulations.
Rule 21
Definitions
(a) "Masthead light" means a white light placed over the fore and
aft centreline of the vessel showing an unbroken light over an arc
of the horizon of 225 degrees and so fixed as to show the light
from right ahead to 22.5 degrees abaft the beam on either side of the
vessel.
(b) "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 horizon of 112.5 degrees and so fixed as to show the light
from the right ahead to 22.5 degrees abaft the beam on its
respective side. In a vessel of less than 20 metres in length the
sidelights may be combined in one lantern carried on the fore and aft
centreline of the vessel.
(c) "Sternlight" means a white light placed as nearly as practicable
at the stern showing an unbroken light over an arc of the horizon of
135 degrees and so fixed as to show the light 67.5 degrees from
right aft on each side of the vessel.
(d) "Towing light" means a yellow light having the same
characteristics as the "sternlight" defined in paragraph (c) of this
Rule.
(e) "All-round light" means a light showing an unbroken light over
an arc of the horizon of 360 degrees.
(f) "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:
(a) 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.

(b) 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;
(c) In vessels of less than 12 metres in length:
-a masthead light, 2 miles;
-a sidelight, 1 mile;
(d) In inconspicuous, partly submerged vessels or objects being towed:
-a white all-round light, 3 miles.
Rule 23
Power-driven vessels underway
(a) A power-driven vessel underway shall exhibit:
(i) a masthead light forward;
(ii) 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;
(iii) sidelights;
(iv) a sternlight.
(b) 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.
(c) (i) A power-driven vessel of less than 12 metres in length may in lieu
of the lights prescribed in paragraph (a) of this Rule exhibit an
all-round white light and sidelights;
(ii) a power-driven vessel of less than 7 metres 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;
(iii) the masthead light or all-round white light on a power-driven
vessel of less than 12 metres 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
the 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) A power-driven vessel when towing shall exhibit:
(i) 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 metres, three such lights in a vertical line;

(ii) sidelights;
(iii) a sternlight;
(iv) a towing light in a vertical line above the stemlight;
(v) when the length of the tow exceeds 200 metres, a diamond shape
where it can best be seen.
(b) 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.
(c) A power-driven vessel when pushing ahead or towing
alongside, except in the case of a composite unit, shall exhibit:
(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two
masthead lights in a vertical line;
(ii) sidelights;
(iii) a stemlight.
(d) A power-driven vessel to which paragraph (a) or (c) of this Rule
applies shall also comply with Rule 23(a)(ii).
(e) A vessel or object being towed, other than those mentioned
in paragraph (g) of this Rule, shall exhibit:
(i) sidelights;
(ii) a stemlight;
(iii) when the length of the tow exceeds 200 metres, a diamond shape
where it can best be seen.
(f) Provided that any number of vessels being towed alongside or pushed
in a group shall be lighted as one vessel,
(i) a vessel being pushed ahead, not being part of a composite
unit, shall exhibit at the forward end, sidelights;
(ii) a vessel being towed alongside shall exhibit a stemlight and
at the forward end, sidelights.
(g) An inconspicuous, partly submerged vessel or object, or
combination of such vessels or objects being towed, shall exhibit:
(i) 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;
(ii) if it is 25 metres or more in breadth, two additional all-round
white lights at or near the extremities of its breadth;
(iii) 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;
(iv) 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.
(h) 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.

(i) 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) A sailing vessel underway shall exhibit:
(i) sidelights;
(ii) a sternlight.
(b) In a sailing vessel of less than 20 metres 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.
(c) 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.
(d) (i) A sailing vessel of less than 7 metres 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.
(ii) 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.
(e) 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) A vessel engaged in fishing, whether underway or at anchor,
shall exhibit only the lights and shapes prescribed in this Rule.
(b) 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:
(i) 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;
(ii) a masthead light abaft of and higher than the all-round green
light; a vessel of less than 50 metres in length shall not be obliged
to exhibit such a light but may do so;

(c) A vessel engaged in fishing, other than trawling, shall exhibit:
(i) 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;
(ii) when there is outlying 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;
(d) The additional signals described in Annex II to these
Regulations apply to a vessel engaged in fishing in close proximity
to other vessels engaged in fishing.
(e) 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) A vessel not under command shall exhibit:
(i) two all-round red lights in a vertical line where they can best be
seen;
(ii) two balls or similar shapes in a vertical line where they can best
be seen;
(iii) when making way through the water, in addition to the
lights prescribed in this paragraph, sidelights and a sternlight.
(b) A vessel restricted in her ability to manoeuvre, except a vessel
engaged in mine-clearance operations, shall exhibit:
(i) 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;
(ii) 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;
(iii) 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);
(iv) 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.
(c) A power-driven vessel engaged in a towing operation such as
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.

(d) A vessel engaged in dredging or underwater operations, when

restricted in her ability to manoeuvre, shall exhibit the lights and
shapes prescribed in sub-paragraphs (b)(i), (ii) and (iii) of this
Rule and shall in addition, when an obstruction exists, exhibit:
(i) two all-round red lights or two balls in a vertical line to indicate
the side on which the obstruction exists;
(ii) two all-round green lights or two diamonds in a vertical line to
indicate the side on which another vessel may pass;
(iii) when at anchor, the lights or shapes prescribed in this
paragraph instead of the lights or shape prescribed in Rule 30.
(e) 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:
(i) 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;
(ii) a rigid replica of the International Code flag "A" not less
than 1 metre in height. Measures shall be taken to ensure its all-
round visibility.
(f) 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 metres of the mine clearance
vessel.
(g) Vessels of less than 12 metres in length, except those engaged in
diving operations, shall not be required to exhibit the lights and
shapes prescribed in this Rule.
(h) 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 may, in addition to the lights
prescribed for power-driven 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) A vessel engaged on pilotage duty shall exhibit:
(i) at or near the masthead, two all-round lights in a vertical line,
the upper being white and the lower red;
(ii) when underway, in addition, sidelights and a sternlight;
(iii) 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.
(b) 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) A vessel at anchor shall exhibit where it can best be seen:
(i) in the fore part, an all-round white light or one ball;
(ii) at or near the stern and at a lower level than the light
prescribed in sub-paragraph (i), an all-round white light.
(b) 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.
(c) 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.
(d) 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:
(i) two all-round red lights in a vertical line;
(ii) three balls in a vertical line.
(e) 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.
(f) 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
(a) The word "whistle" means any sound signalling appliance capable of
producing the prescribed blasts and which complies with the
specifications in Annex III to these Regulations.
(b) The term "short blast" means a blast of about one-second's duration.
(c) The term "prolonged blast" means a blast of from four to six seconds'
duration.
Rule 33
Equipment for sound signals
(a) A vessel of 12 metres or more in length shall be provided with
a whistle and a bell and a vessel of 100 metres 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 or 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.
(b) A vessel of less than 12 metres in length shall not be obliged to
carry the sound signalling appliances prescribed in paragraph (a)
of this Rule but if she does not, she shall be provided with some
other means of making an efficient sound signal.
Rule 34
Manoeuvring and warning signals
(a) 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".
(b) 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:
(i) 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";
(ii) 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;
(iii) 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.

(c) When in sight of one another in a narrow channel or fairway:

(i) 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";
(ii) 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.
(d) 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.
(e) 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.
(f) 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) A power-driven vessel making way through the water shall sound
at intervals of not more than 2 minutes one prolonged blast.
(b) 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.
(c) 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 in towing
or pushing another vessel shall, instead of the signals prescribed in
paragraphs (a) or (b) of this Rule, sound at intervals of not more
than 2 minutes three blasts in succession, namely one prolonged
followed by two short blasts.
(d) 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 (c) of this
Rule.

(e) A vessel towed or if more than one vessel is towed the last vessel of
the tow, if manned, shall at intervals of not 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.
(f) 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 shall give the signals prescribed in
paragraphs (a) or (b) of this Rule.
(g) 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 100 metres or
more 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.
(h) 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 in
addition sound an appropriate whistle signal.
(i) A vessel of less than 12 metres in length shall not be obliged to give
the above-mentioned signals but, if she does not, shall make some
other efficient sound signal at intervals of not more than 2 minutes.
(j) A pilot vessel when engaged on pilotage duty may in addition to the
signals prescribed in paragraphs (a), (b) or (g) of this Rule sound an
identity 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
Any vessel (or class of vessels) provided that she complies with the
requirements of the International Regulations for Preventing Collisions at
Sea, 1960 (see note (a)), the keel of which is laid or which is at a
corresponding stage of construction before the entry into force of these
Regulations may be exempted from compliance therewith as follows:
(a) The installation of lights with ranges prescribed in Rule 22, until
4 years after the date of entry into force of these Regulations.
(b) The installation of lights with colour specifications as prescribed in
Section 7 of Annex I to these Regulations, until 4 years after the date
of entry into force of these Regulations.
(c) The repositioning of lights as a result of conversion from Imperial
to metric units and rounding off measurement figures, permanent
exemption.
(d) (i) The repositioning of masthead lights on vessels of less than 150
metres in length, resulting from the prescriptions of Section 3(a)
of Annex I to these Regulations, permanent exemption.
(ii) The repositioning of masthead lights on vessels of 150 metres
or more in length, resulting from the prescriptions of Section
3(a) of Annex I to these Regulations, until 9 years after the date
of entry into force of these Regulations.
(e) The repositioning of masthead lights resulting from the prescriptions
of Section 2(b) of Annex I to these Regulations, until nine years after
the date of entry into force of these Regulations.
(f) The repositioning of sidelights resulting from the prescriptions of
Sections 2(g) and 3(b) of Annex I to these Regulations, until 9 years
after the date of entry into force of these Regulations.
(g) The requirements for sound signal appliances prescribed in Annex III
to these Regulations, until 9 years after the date of entry into force
of these Regulations.
(h) The repositioning of all-round lights resulting from the prescription
of Section 9(b) of Annex I to these Regulations, permanent exemption.

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
(a) On a power-driven vessel of 20 metres or more in length
the masthead lights shall be placed as follows:
(i) 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;
(ii) when two masthead lights are carried the after one shall be
at least 4.5 metres vertically higher than the forward one.
(b) 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.
(c) The masthead light of 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.
(d) 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 sternlight 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 1 metre higher than the sidelights.
(e) 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.
(f) (i) 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 sub-paragraph (ii).
(ii) When it is impracticable to carry the all-round 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 the
after masthead light(s) provided that in the latter case

the requirement of Section 3(c) of this Annex shall be

complied with.
(g) 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.
(h) 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.
(i) When the Rules prescribe two or three lights to be carried in a
vertical line, they shall be spaced as follows:
(i) 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;
(ii) on a vessel of less than 20 metres in length such lights shall
be spaced not less than 1 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
gunwale;
(iii) when three lights are carried they shall be equally spaced.
(j) 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.
(k) 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 placed at a height of not less than 6 metres above
the hull.
3. Horizontal positioning and spacing of lights
(a) 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.
(b) 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.
(c) 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 vessels in the athwartship
direction.
(d) When only one masthead light is prescribed for a power-driven
vessel, this light shall be exhibited forward of amidships; except
that a vessel of less than 20 metres in length need not exhibit this
light forward of amidships but shall exhibit it as far forward as
is practicable.

4. Details of location of direction-indicating lights for fishing vessels,

redgers and vessels engaged in underwater operations
(e) The light indicating the direction of the outlying gear
from a essel engaged in fishing as prescribed in Rule
26(c)(ii) shall be laced at a horizontal distance of not less
than 2 metres and not ore than 6 metres away from the
two all-round red and white ights. This light shall be
placed not higher than the all-round hite light prescribed
in Rule 26(c)(i) and not lower than the idelights.
(a) The lights and shapes on a vessel engaged in dredging or
nderwater operations to indicate the obstructed side and/or
he side on which it is safe to pass, as prescribed in Rule 27(d)(i)
nd (ii), shall be placed at the maximum practical horizontal
istance, but in no case less than 2 metres, from the lights or
hapes prescribed in Rule 27(b)(i) and (ii). In no case shall the
pper of these lights or shapes be at a greater height than the
ower of the three lights or shapes prescribed in Rule 27(b)(i)
nd (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 a single vertical filament and a very
narrow division between the green and red sections, external screens
need not be fitted.
6. Shapes
(a) Shapes shall be black and of the following sizes:
(i) a ball shall have a diameter of not less than 0.6 metre;
(ii) a cone shall have a base diameter of not less than 0.6 metre
nd a height equal to its diameter;
(iii) a cylinder shall have a diameter of at least 0.6 metre and a
eight of twice its diameter;
(iv) a diamond shape shall consist of two cones as defined in
(ii) above having a common base.
(b) The vertical distance between shapes shall be at least 1.5 metres.
(c) 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
The chromaticity of all navigation lights shall conform to the
following standards, which lie within the boundaries of the area of the
diagram specified for each colour by the International Commission on
Illumination (CIE).
The boundaries of the area for each colour are given by indicating the
corner co-ordinates, which are as follows:
(i) White
x 0.525 0.525 0.452 0.310 0.310 0.443
y 0.382 0.440 0.440 0.348 0.283 0.382

(ii) Green
x 0.028 0.009 0.300 0.203
y 0.385 0.723 0.511 0.356
(iii) Red
x 0.680 0.660 0.735 0.721
y 0.320 0.320 0.265 0.259
(iv) Yellow
x 0.612 0.618 0.575 0.575
y 0.382 0.382 0.425 0.406
8. Intensity of lights
(a) The minimum luminous intensity of lights shall be calculated
by using
I = 3.43 x 106 x T x D2 x K-D;
where I is luminous intensity in candelas under service conditions,
T is threshold factor 2 x 10-7 lux,
D is range of visibility (luminous range) of the light in nautical
miles,
K is atmospheric transmissivity.
For prescribed lights the value of K shall be 0.8, corresponding to a
meteorological visibility of approximately 13 nautical miles.
(b) A selection of figures derived from the formula is given in
the following table:
Range of visibility Luminous intensity of
(luminous range) of light in candelas for
light in nautical miles K = 0.8
D I
1. 0.9
2. 4.3
3. 12.0
4. 27.0
5. 52.0
6. 94.0
Note: The maximum luminous intensity of navigation lights should be
limited to avoid undue glare. This shall not be achieved by a variable
control of the luminous intensity.
9. Horizontal sectors
(a) (i)In the forward direction, sidelights as fitted on the vessel
shall show the minimum required intensities. The intensities
shall decrease to reach practical cut-off between 1 degree
and 3 degrees outside the prescribed sectors.
(ii)For sternlights and masthead lights and at 22.5 degrees
abaft the beam for sidelights, the minimum required
intensities shall be maintained over the arc of the horizon
up to 5 degrees within the limits of the sectors prescribed
in Rule 21. From 5 degrees within the prescribed sectors
the intensity may decrease by 50 per cent up to the
prescribed limits: it shall decrease steadily to reach
practical cut-off at not more than 5 degrees outside the
prescribed sectors.

(b) (i) All-round lights shall be so located as not to be obscured

by masts, topmasts or structures within angular sectors of
more than 6 degrees, except anchor lights prescribed in
Rule 30, which need not be placed at an impractical height
above the hull.
(ii) If it is impracticable to comply with paragraph (b)(i) of this
section by exhibiting only one all-round light, two all-round
lights shall be used suitably positioned or screened so that
they appear, as far as practicable, as one light at a distance
of one mile.
10. Vertical sectors
(a) The vertical sectors of electric lights as fitted, with the exception
of lights on sailing vessels underway shall ensure that:
(i) at least the required minimum intensity is maintained at
all angles from 5 degrees above to 5 degrees below
the horizontal;
(ii) at least 60 per cent of the required minimum intensity is
maintained from 7.5 degrees above to 7.5 degrees below
the horizontal.
(b) In the case of sailing vessels underway the vertical sectors
of electric lights as fitted shall ensure that:
(i) at least the required minimum intensity is maintained at
all angles from 5 degrees above to 5 degrees below the
horizontal;
(ii) at least 50 per cent of the required minimum intensity is
maintained from 25 degrees above to 25 degrees below the
horizontal.
(c) In the case of lights other than electric these specifications shall
be met as closely as possible.
11. Intensity of non-electric lights
Non-electric lights shall so 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 this Annex the
manoeuvring light described in Rule 34(b) 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. High Speed Craft
The masthead light of high speed craft with a length to breadth ratio
of less than 3.0 may be placed at a height related to the breadth of the
craft lower than that prescribed in paragraph 2(a)(i) of this Annex,
provided that the base angle of the isosceles triangles formed by the
sidelights and masthead light, when seen in end elevation, is not less than
27 degrees.

14. 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.

THE SCREENING OF SIDELIGHTS.
Horizontal Sector
Vertical Sector
Masthead and sternlights are to be screened in such a manner as to cut-

off in the same angles as a sidelight, both horizontally and vertically.
Sidelight screens to be painted matt black.

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
(a) Vessels of 20 metres or more in length when engaged in
trawling, whether using demersal or pelagic gear, shall exhibit:
(i) when shooting their nets, two white lights in a vertical line;
(ii) when hauling their nets, one white light over one red light
in a vertical line;
(iii) when the net has come fast upon an obstruction, two
red lights in a vertical line.
(b) Each vessel of 20 metres or more in length engaged in
pair trawling shall exhibit:
(i) by night, a searchlight directed forward and in the
direction of the other vessel of the pair;
(ii) when shooting or hauling their nets or when the nets have
come fast upon an obstruction, the lights prescribed in 2(a)
above.
(c) A vessel of less than 20 metres in length engaged in
trawling, whether using demersal or pelagic gear or
engaged in pair trawling, may exhibit the lights prescribed in
paragraphs (a) or (b) of this Section, as appropriate.
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 l(c) below.
(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 1 metre from it, a sound
pressure level in at least one l/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.
l/3rd-octave band
Length of vessel level at 1 meter in Audibility
in metres dB referred to range in
2 x 10-5 N/m2 nautical miles
200 or more 143 2
75 but less than 200 138 1.5
20 but less than 75 130 1
Less than 20 120 0.5
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 background 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
The sound pressure level of a directional whistle shall be not more
than 4dB below the prescribed sound pressure level on the axis at any
direction in the horizontal plane within 45 degrees of the axis. The
sound pressure level at any other direction in the horizontal plane shall be

not more than l0 dB below the prescribed sound pressure level on the axis,
so that the range in any direction will be at least half the range on the
forward axis. The sound pressure level shall be measured in that I/3rd-
octave band which determines the audibility range.
(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
minimise 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.
(g) Combined whistle systems
If due to the presence of obstructions the sound field of a single
whistle or one of the whistles referred to in paragraph l(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 a combined system shall be located at a
distance apart of not more than 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.
2. Bell or gong
(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 1 metre from it.
(b) Construction
Bells and gongs shall be made of corrosion-resistant material 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
1. The following signals, used or exhibited either together or separately,

indicate distress and need of assistance:
(a) a gun or other explosive signal fired at intervals of about a
minute;
(b) a continuous sounding with any fog-signalling apparatus;
(c) rockets or shells, throwing red stars fired one at a time at short
intervals;
(d) a signal made by radiotelegraphy or by any other signalling
method consisting of the group . . . - - - . . . (SOS) in the
Morse Code;
(e) a signal sent by radiotelephony consisting of the spoken word
"Mayday";
(f) the International Code Signal of distress indicated by N.C.;
(g) a signal consisting of a square flag having above or below it a ball
or anything resembling a ball;
(h) flames on the vessel (as from a burning tar barrel, oil barrel,
etc.);
(i) a rocket parachute flare or a hand flare showing a red light;
(j) a smoke signal giving off orange-coloured smoke;
(k) slowly and repeatedly raising and lowering arms outstretched to
each side;
(1) the radiotelegraph alarm signal;
(m) the radiotelephone alarm signal;
(n) signals transmitted by emergency position-indicating radio
beacons;
(o) approved signals transmitted by radiocommunication 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.

ANNEX IV DISTRESS SIGNALS
A red parachute flare Flames Red flare Yellow smoke.
The flags "N.C." A square flag having above or below it a ball.
S.O.S. by light or sound.
Slowly and repeatedlyraising and lowering the arms -

outstretched.

Extracts from:
THE MERCHANT SHIPPING (DISTRESS SIGNALS AND
PREVENTION OF COLLISION) REGULATIONS 1996.
STATUTORY INSTRUMENT NUMBER 75
Application
2(1) These Regulations apply to the following vessels:
(a) United Kingdom ships wherever they may be, and other ships
while within the United Kingdom or territorial waters thereof.
Signals of Distress
3(1) The signal of distress which shall be used by vessels to
which regulation 2(1 )(a) of these regulations apply are those set out
in Annex III to the International Regulations.
(2) No signal of distress shall be used by any ship unless the master
of the ship so orders.
(3) The master of the ship shall not order any signal of distress to
be used by his ship unless he is satisfied:
(a) that his ship is in a serious and imminent danger, or that
another ship or aircraft is in serious and imminent danger
and cannot send the signal: and
(b) that the ship in danger (whether his own vessel or another
vessel) or the aircraft or person in danger, as the cause may be,
requires immediate assistance in addition to any assistance then
available.
(4) The master of a ship which has sent any signal of distress by any
means of radio or other means shall cause that signal to be revoked
by all appropriate means as soon as he is satisfied that the ship or
aircraft or person to which the signal relates is no longer in need
of assistance as aforesaid.
SOLAS 1974
as applicable 1 July 1997
Chapter V. Regulation 9.
Misuse of distress signals
The use of an international distress signal, except for the purpose of
indicating that a ship, aircraft or person is in distress, and the use of any
signal which may be confused with an international distress signal, are
prohibited.
Chapter V. Regulation 7.
Speed near ice
When ice is reported on or near his course the master of every
ship at night is bound to proceed at a moderate speed or to alter his
course so as to go well clear of the danger zone.

RECOGNITION OF THE LIGHTS AND SHAPES REQUIRED TO BE
EXHIBITED BY THE INTERNATIONAL REGULATIONS FOR THE
PREVENTION OF COLLISIONS AT SEA
Rule 23.
A power - driven vessel
underway.
Bow - on. Starboard side - to.

A power-driven vessel of less than 50 metres may carry a main-mast light
but she is not obliged to do so.
A power-driven vessel of less than 20 metres may carry a combined lantern
for sidelights.
A power-driven vessel of less than 12 metres in length may substitute an
all-round light for the masthead light.
Bow -on. Starboard side - to.

An air cushion vessel shall, in
addition, exhibit an all-round
yellow flashing light.
Optional light for a power - driven vessel of less than 7 metres (23 feet) in length and whose
speed does not exceed 7 knots, underway.
These vessels may
not impede other vessels in narrow channels,
or traffic zones.
Rule 25.
Optional light for a vessel under sail of less than 7 metres
(23 feet) in length and for a vessel under oars.
N.B. An electric torch may be substituted for the lighted lantern on these vessels when under
sail or oars.

Rule 25. A sailing vessel underway
or a vessel under oars.
POWER-DRIVEN VESSELS KEEP
CLEAR EXCEPT WHEN IN A
NARROW CHANNEL OR FAIR- Optional lights.
WAY OR TRAFFIC ZONE.
Rules 9 & 10.
Bow - on.
Day signal
Optional light for a sailing vessel for a vessel
of less than 20 metres (65 feet) under sail
in length underway. Or a vessel and power.
under oars.
Bow - on
Rule 24.
A power-driven vessel towing when
the length of the tow exceeds
200 metres (650 feet)
Lights for the towing vessel

when the length of the towing vessel Bow - on Starboard side - to
is less than 50 metres (165 feet).
Day signal
to be
exhibited
by both
towing and
towed
Inconspicuous, partly submerged vessels or objects Bow - on vessels
being towed shall exhibit the light(s) regardless
and shape(s) required by Rule 24(g). Where this is impracticable, measures of length of
shall be taken to light the vessel or at least indicate its presence, and illuminate tow
the towline.

A power - driven vessel towing when the length of the tow is less than 200 metres
(650 feet) or when towing alongside or pushing (except a composite vessel).

Lights for a power-driven vessel towing when the length of the tow is
less than 200 metres and the length of the towing vessel is less than 50 metres
(165 feet) or when towing alongside or pushing (except a composite vessel).
Towing alongside
on starboard
side.
Bow - on.
Any number of vessels being either pushed or towed alongside shall be lighted as one vessel.
Rule 27(c).When a power-driven vessel
towing is unable to deviate
from her course. Length of tow
exceeding 200 metres.

(When the length of the tow is less than 200
metres the towing vessel will exhibit 2 foremast lights and
the singlediamond day signal will not be exhibited.)
Day signal.
(When the length of the towing vessel is less than 50 metres
the mainmast light is optional.)

Rule 27.
A vessel not under command
making way throught the
water.
Optional for vessels less than
12 metres in length.
KEEP CLEAR
Not making
way through
the water.
Bow -on. Day Signal.

When not making way through the water, sidelights and sternlight will not be exhibited.
A vessel restricted in her ability Night

to manoeuvre, making way not making
through the water. way.
KEEP CLEAR
Option for vessels less than 12
metres in length.
When not making way through

starboard side - to
the water, sidelights, masthead
lights and sternlight will not be
exhibited.
The main masthead light is optional
for vessels of less than 50 metres.
A vessel restricted in her ability

to manoeuvre, at anchor.
Option for vessels less than
KEEP
CLEAR
Starboard side - to Day signal.
The after anchor light is optional for vessels of less than 50 metres (165 feet) in length.

A vessel restricted in her ability to manoeuvre, engaged in dredging or underwater operations,
when an obstruction exists. When making way through the water,masthead, sidelights and a
sternlight are exhibited. When not making way through the water or when at anchor,
masthead, sidelights, sternlight and anchor lights or shapes are not exhibited. A main
masthead light is optional for a power driven
vessel of less than 50 metres in
length. All the lights and shapes
are optional for vessels less than
Rule 27(d) Obstruction on the star-board side
KEEP CLEAR . Starboard side-to making way Bow-on not making way.
Rule 27(e)
When the size of a vessel engaged in diving operations
makes it impracticable to exhibit the prescribed shapes,
a rigid replica of the International Code Flag "A" not
less than 1 metre (3 feet 3 inches) in height shall be
exhibited. At night, 3 all-round lights in a vertical line, Red-white-red.
Rule 27(f) A main masthead light optional for vessels of less than 50 metres in length.
A vessel engaged in mineclearance
KEEP CLEAR. 1,000 Metres
ASTERN AND 500 Metres
EITHER SIDE
Option for vessels less than 12 meters

inlength.
Starboard side - to. Bow - on. Day signal
Rule 28.A vessel constrained by her draught.
KEEP CLEAR
Main masthead light optional for

vessels of less than 50 metres in
length. Starboard side to Bow on Day signal

Rule 29. A vessel engaged on pilotage The after anchor light is optional for
duty. Day signal flown by a British a vessel of less than 50 metres (165
pilot vessel when feet) in length.
engaged on pilot
duty.
Starboard side - to. Day signal.

(-- When under way ---) (--When at anchor--)
(except a vessel engaged in fishing, dredging or underwater operations).
Rule 30.
A vessel at anchor
KEEP CLEAR
Beam on Less than 50 m Day signal
The after anchor light is optional for a vessel of less than 50 metres (165 feet) in length,
A vessel of 100 metres (328 feet) or more in length shall also use the
available working lights to illuminate her decks. Optional otherwise.
A vessel aground. KEEP CLEAR
The after anchor light is optional
for vessels of less than 50 metres.
Beam on Day signal.
Vessels of less than 12 metre s in length are Vessels of less than 7 metres in length are
not required to exhibit not required to exhibit anchor lights
grounded lights or shapes. or shapes when clear of traffic routes

Rule 26. Fishing .vessels engaged in fishing. Optional day

A vessel engaged in trawling when making way signal for a vessel
through the water. of less than 20
The main masthead light is optional for vessels of metres (65 feet)
less than 50 metres (165 feet) in length. in length.
KEEP CLEAR
Fishing vessels may not impede other vessels in

narrow channels or in traffic separation zones.
Starboard side-to. Bow-on. Day signal.

When not making way through the
When shooting their nets: water, sidelights and sternlight will not
be exhibited.
--------------------------------
ANNEX II Additional signals for use -
When hauling their nets: when in close proximity to other fishingvessels.
These lights are to be carried at a lower level than
-------------------------------- the all-round green and white lights.
When their nets have come
fast upon an obstruction:
Day Signal.
Hag "T" hoisted
at the foremast.
"Keep clear of me; I am engaged in pair
trawling,
At night, when engaged in pair trawling: A searchlight directed from forward and
toward the other vessel of the pair.

A vessel engaged in fishing other than trawling (excluding trolling lines).

When making way through the water with outlying gear extending more than
150 metres (500 feet) horizontally, to starboard.
When outlying gear extends less than 150 metres (500 feet) horizontally, the
additional directional light or cone will not be exhibited.
KEEP CLEAR OF GEAR.
Day signal's as
Day signal prescribed for
trawlers.
Starboard side-to. Bow-on. Bow-on.

(Gear extending more than 150 metres horizontally. ) Gear extending less
than 150 metres.)
When not making way through the water, sidelights and sternlights will not be
exhibited.
ANNEX II. Additional optional signal for vessels

fishing with purse seine gear in close
proximity to other fishing vessels. These
lights to flash alternately every second,
and may be exhibited only when the
vessel is hampered by its fishing gear.
Two flashing yellow lights in a vertical line:-

TO ASCERTAIN FROM A VESSEL'S SIDELIGHT. BETWEEN
WHICH POINTS OF THE COMPASS HER COURSE MUST LIE.
The observer places himself at the centre of the compass.

The course steered by the oberver's vessel is immaterial.

TO ASCERTAIN FROM A SAILING VESSEL'S SIDELIGHT, BETWEEN
WHICH POINTS OF THE COMPASS HER COURSE MUST LAY.
It must be appreciated that a sailing vessel cannot normally sail any
closer to the wind, than six points from it. Therefore, having ascertained
between which points a power - driven vessel could be heading, it will
be necessary to disallow any of those points which are less than six
points from the wind.
It is well to bear in mind that some fore and aft rigged sailing vessels are
capable of sailing within four and possibly three points from the wind.


Green to green, or red to red

Perfect safety, Go ahead
Both in safety and in doubt
Always keep a good look-out
In danger, with no room to turn
Ease her - Stop her - Go astern.
The vessel on your starboard side could, for some legitimate reason, alter course and show you
her port sidelight. It would then be your duty to keep clear of her. She should however, first
signal her intentions on the whistle.
Rule 34.

Two power - driven vessels meeting end-on.
Each should make a

substantial alteration
of course to starboard,
and resume their course
Signal by giving one short

blast on the whistle.
Rule 8, Rule 14 and Rule 34.
When you see three lights ahead -

Starboard wheel, and show your red.
(Right rudder)

Crossing vessels.
Rule 8 and Rule 15.

It is the duty of this vessel to keep clear
of you.
Her best course may be to pass under
your stern, unless the compass
bearing is changing rapidly.
When the compass bearing is

not changing rapidly.
With a vessels red sidelight on
your own starboard side. A substan -
tial alteration of course to starboard
to bring her well on your own port
side, will allow you to pass clear.
Do not resume your course until you
have passed under her stern.
Signal with one short blast on the

whistle.
Rule 8, Rule 15 and Rule 34.

If to your starboard red appear,
It is your duty to keep clear;
To act as judgement says is proper,
To Port, or Starboard, Back or Stop her.
But when upon your Port is seen
A Steamer's Starboard light of Green,
There's not so much for you to do,
The Green light must keep clear of you.

A crossing situation
where doubt might
exist. Collision point.
Rules 8, 13, 15 and 17.
Two power - driven vessels green

and red are proceeding at app -
roximately the same speed on
slightly converging courses
toward point "A" and the
compass bearings do not
appreciably alter.
With red altering course to starboard,

shows how red's stern could collide
with green, particularly if at the same
time, green alters course
to starboard.
Red
considers
that as she
Green considers that red is an over - has green on
taking vessel and should keep clear her port side,
Rule 13. green should
Under Rule 17, she could keep clear.
(a) reduce speed considerably and so
allow red to cross ahead; Red does not consider herself an over -
(b) signal her intentions Rule 34 taking vessel. Rule 15.
and alter course to starboard to Under Rule 17, she could reduce speed
enable her to pass astern or red. considerably and so allow green to
or if she so wished, signal her cross ahead or signal her intention
intention, and alter course to port. Rule 34, and alter course to starboard
to pass astern of green.
In a close quarters situation she should
RED SHOULD NOT, IF IT CAN BE be careful not to allow her stern to
AVOIDED, ALTER COURSE TO collide with green.
PORT. Rule 17
Combinations of lights of which a power - driven vessel should keep clear.
Rules 3, 13, 18, 23, 24, 25, 26, 27, 28, 29 and 30.
Rule 13. ANY vessel overtaking another from 22.5 degrees abaft
the beam or more, is required to keep clear of the overtaken vessel.

Sailing vessels underway.
Rule 12.
A sailing vessel underway keeps
clear of:-
(i) Hampered vessels Rule 18.
(ii) Power-driven vessels in narrow
channels, fairways and traffic
seperation zones. Rules 9 & 10.

Explanatory Notes on the Rules.

The Regulations are laid out in a precise and articulate manner
attempting to avoid any misunderstanding or ambiguity of meaning.
Certain Rules are worthy of further comment in order to identify the
importance of essential phrases or words. The rules not mentioned require
little explanation beyond the original text.
Rule 2 Responsibility
The rule clearly establishes the responsibility of complying with
the Rules on the Owner, Master and Crew of the vessel and the
importance of good seamanship. The statement "make a departure
from these Rules necessary to avoid immediate danger" accepts that
there may be special occasion when it is safer not to abide by these
rules. The Rules cannot be blindly followed to the point of collision.
The watchkeepers need to be constantly aware of any special
circumstance and condition affecting the vessel and act with good
judgement based on good seamanship.
Rule 5 Look-out
A proper look-out is a person who has been correctly briefed on what
to look-out for and is competent to perform that duty.
Rule 8 Action to avoid collision
(a)(c) Any action to avoid collision has to be made in ample time or
good time; that is to say not at the last possible moment. Ample
time implies a period which allows the action to be taken
and the effectiveness of the action monitored with a safe
distance remaining between the vessels involved.
(f)(i) A vessel instructed not to impede by any of these rules must
allow sufficient sea-room for the safe passage of the other vessel.
This would mean that the vessel instructed not to impede must
navigate in such a manner so as not to allow a risk of
collision to develop with the vessel whose passage should
not be impeded.
(f )(ii) If a vessel required not to impede has allowed a risk of collision
to develop, then she is still required to avoid the other vessel. An
example of this would be a sailing vessel with a vessel on a steady
bearing, port bow, displaying constrained by draught signals.
The sailing vessel is required not to impede the other vessel but
has allowed a risk of collision to develop, she is still
obliged to avoid the other vessel and at no time becomes the
stand on vessel. In acting to avoid the other vessel, the sailing
vessel needs to consider the possible actions of the vessel
constrained by draught.
(f)(iii) When a vessel whose passage is not to be impeded is involved in
a risk of collision, that vessel is obliged to comply with the
appropriate rule. In the example of a vessel constrained by
draught with a sailing vessel on a steady bearing and range
closing, she is obliged to give way to that vessel.

Rule 10 Traffic separation schemes

(a) The organisation mentioned is the International Maritime
Organisation (IMO). Adopted traffic separation schemes are listed
in the Annual Summary of Notices to Mariners. This rule still
requires power-driven vessels over 20 meters to follow the entire
rules including Rule 15 Crossing situation. A power-driven vessel
following a traffic lane with another power-driven vessel crossing
on her starboard side is required to give way if risk of collision
exists.
(c) Vessels crossing traffic lanes are required to cross with a heading
as near to right angles to the direction of traffic flow. It is important
that the crossing vessel presents a clear crossing aspect to vessels
in the lane irrespective of set and drift.
(d) Inshore zones can become congested by through traffic not using
the adjacent appropriate lane. MGN27 and MGN28 are a
clear indication of the serious implications of abusing this part
of the rule.
(j) Sailing vessels and vessels less than 20 metres are required to avoid
impeding power-driven vessels following a traffic lane. This is still the
case when the sailing vessel or vessel less than 20 metres is also
following the traffic lane. When these vessels encounter a power-
driven vessel crossing the lanes Rule 18 applies and the sailing
vessel is required to stand on.
Rule 12 Sailing Vessels
A sailing vessel approaching another sailing vessel by more than
22.5 degrees abaft the beam is the give way vessel regardless of wind
direction as Rule 13 applies. Large sailing ships are still bound by this rule
when under sail and approaching small sailing yachts. Rule 2 covers this
apparent difficulty. If by following Rule 12 the large vessel were to be in a
position of danger such as being too close to a lee shore, good seamanship
dictates another cause of action.
Rule 13 Overtaking
The overtaking vessel has the prime responsibility of giving way in
all cases. This overrides Rule 18 and 12. This includes vessels not under
command and vessels restricted in ability to manoeuvre, as these vessels
are normally able to reduce speed. Rule 2 and good seamanship are
important considerations when being overtaken by a hampered vessel. The
overtaking vessel is required to keep clear until finally passed and clear,
that is to say in such a position relative to the other vessel that no risk of
collision can develop. Only then may the overtaking vessel be relieved of
the obligation to keep clear.
Rule 14 Head-on situation
This rule applies only to power-driven vessels in sight of one another,
both vessels having equal responsibility to give way. If there is any doubt
that a head on situation exists or not, it is deemed to exist. This removes
any ambiguity as to the application of this rule.

Rule 17 Action by stand-on vessel

This rule divides the action of the stand on vessel into three different
stages.
Stage 1. Risk of collision has been established and the stand on
vessel is required to maintain course and speed. This does not require the
stand on vessel to stand into navigational danger, to avoid such danger
she can alter course or speed.
Stage 2. When the stand on vessel is in doubt as to the intentions
of the give way vessel she shall indicate that doubt by sounding five or
more short blasts on the whistle (Rule 34d). The stand on vessel may then
take action to avoid the other vessel if the give way vessel continues to
close. This allows the stand on vessel to take action in ample time and
avoid an extreme close quarters situation. If possible an alteration of
course to port shall be avoided. Such an alteration would be dangerous if
the give way vessel alters to starboard at the same moment.
Stage 3. When the only way to avoid collision is by both vessels
taking action, the stand on vessel shall take action. The rule provides no
guidance at this point as to what action to take as it depends on the
particular circumstance of the case. If at this stage only an alteration of
course to port would avoid the collision, then that is the required action.
Rule 19 Conduct of vessels in restricted visibility

THERE ARE NO STAND ON VESSELS
IN RESTRICTED VISIBILITY
This rule applies to vessels navigating in or near an area of restricted
visibility. A vessel must still comply with this rule and sound the
appropriate signals when near an area of restricted visibility although she
may be in clear weather at the time. If all vessels act correctly in
accordance with this rule, they will turn away from each other to avoid a
close quarters situation. When considering what action to take to avoid a
close quarters situation whilst in restricted visibility, it is vital to consider
the possible actions of the other vessel, especially when overtaking. The
overtaking vessel is allowed to alter course to port or starboard, the vessel
being overtaken must alter course away from the overtaking vessel.

SOME IMPORTANT SIGNALS

The INTERNATIONAL CODE OF SIGNALS
A. I am engaged in diving operations.
B. I am taking in, or discharging, or carrying dangerous goods.
D. Keep clear of me; I am manoeuvring with difficulty.
E. I am directing my course to starboard.
F. I am disabled; Communicate with me.
I. I am altering my course to port.
J. I am on fire and have dangerous cargo aboard; keep well clear of me.
S. I am using astern propulsion.
T. Keep clear of me; I am engaged in pair trawling.
U. You are running into danger.
V. I require assistance.
YG You appear to be contravening the rules of a traffic separation
scheme. (The master of any vessel receiving this signal by whatever means
should take immediate action to check his course and position and any
further steps which appear to him appropriate in the circumstances).

LIGHT AND SOUND SIGNALS

Manoeuvring signals for power-driven vessels when underway and in sight of
one another
E One short I am altering my course to starboard.
I Two short I am altering my course to port.
S Three short I am operating astern propulsion.
When in a narrow channel or fairway.
T One long On approaching a blind bend, as a warning.
G Two long one short I intend to overtake you on your starboard
side.
Z Two long two short I intend to overtake you on your port side.
C One long one short I am in agreement.
one long one short
At any time.
5 five short I am in doubt regarding your intentions.
When engaged in fishing. (International Code of Signals)
Z Two long two short I am shooting nets.
G Two long one short I am hauling nets.
P One short two long My nets have come fast upon an obstruction.
one short
Signals for vessels in restricted visibility, (sound only)
T One long (every 2 min) A power-driven vessel making way.
M Two long (every 2 min) A power-driven vessel not making way.
D One long two short A sailing vessel or a hampered vessel.
(every 2 min). (whether making way or stopped, or a
hampered vessel at anchor)
B One long three short The last vessel of a tow.
This signal to follow the tugs signal.
TH One long four short A pilot vessel making way.
(every 2 min).
or
MH Two long four short A pilot vessel not making way.
(every 2 min).
R One short one long I am at anchor or aground, approach with
one short caution.
A rapid ringing of a A vessel at anchor.
bell (every min)
(i) Followed by a rapid A vessel of 100 metres or more at anchor.
ringing of a gong,
(ii) When preceded and A vessel aground.
followed by three single
strokes on a bell.
(iii) When followed by four A pilot vessel at anchor.
short blasts on the
whistle.
Vessels of less than 12 metres in length are required to make an efficient sound
signal every two minutes when underway and at anchor.

DEPARTMENT OF TRADE MERCHANT SHIPPING NOTICE No. M.1020

KEEPING A SAFE NAVIGATIONAL WATCH ON
BOARD FISHING VESSELS
Notice to Owners, Operators, Skippers, Mates and Crews of Fishing
Vessels, and to Nautical Schools
The Inter-Governmental Maritime Consultative Organisation (IMCO)
has adopted Resolution A.484(XII) "Basic Principles to be Observed in
Keeping a Navigational Watch on board Fishing Vessels" relating to the
principles to be observed in order to ensure that a safe navigational watch is
maintained.
2. The basic principles are reproduced in the Annex to this Notice and
should be observed by all concerned.
3. Candidates for all fishing certificates of competency will, with effect
from 1 June 1982, be expected to have a thorough knowledge of the
content and application of the basic principles.
Department of Trade Marine Division
London WC1V 6LP
May 1982
BASIC PRINCIPLES TO BE OBSERVED IN

KEEPING A SAFE NAVIGATIONAL WATCH ON BOARD
FISHING VESSELS
1. These basic principles are to be observed by skippers and
watchkeeping personnel to ensure that a safe navigational watch is
maintained at all times.
2. The skipper of every fishing vessel is bound to ensure that watch-
keeping arrangements are adequate for maintaining a safe navigational
watch. Under the skipper's general direction, the officers of the watch are
responsible for navigating the vessel's safely during their periods of duty
when they will be particularly concerned with avoiding collision and
stranding.
3. The basic principles, including but not limited to the following, should be
taken into account on all fishing vessels. However, very small fishing
vessels may be excluded from fully observing the basic principles.
References to the wheelhouse should, in such vessels, be construed as
meaning the position from which the navigation of the ship is controlled.
4. En route to or from fishing grounds
4.1 Arrangements of the navigational watch
4.1.1 The composition of the watch should at all times be adequate
and appropriate to the prevailing circumstances and conditions and
should take into account the need for maintaining a proper look-out.

4.1.2 When deciding the composition of the watch the following

factors, inter alia, should be taken into account:
4.1.2.1 at no time should the wheelhouse be left unattended;
4.1.2.2 weather conditions, visibility and whether there is daylight
or darkness;
4.1.2.3 proximity of navigational hazards which may make it
necessary for the officer in charge of the watch to carry out
additional navigational duties;
4.1.2.4 use and operational condition of navigational aids such
as radar or electronic position-indicating devices and any other
equipment affecting the safe navigation of the vessel;
4.1.2.5 whether the vessel is fitted with automatic steering;
4.1.2.6 any unusual demands on the navigational watch that may
arise as a result of special operational circumstances.
4.2 Fitness for duty

4.2.1 The watch system should be such that the efficiency of
watchkeeping personnel is not impaired by fatigue. Duties should be
so organised that the first watch at the commencement of a voyage
and the subsequent relieving watches are sufficiently rested and
otherwise fit for duty.
4.3 Navigation
4.3.1 The intended voyage should, as far as practicable, be planned

in advance taking into consideration all pertinent information and
any course laid down should be checked before the voyage
commences.
4.3.2 During the watch the course steered, position and speed should
be checked at sufficiently frequent intervals, using any available
navigational aids necessary, to ensure that the vessel follows the
planned course.
4.3.3 The officer in charge of the watch should have full knowledge
of the location and operation of all safety and navigational
equipment on board the vessel and should be aware and take account
of the operating limitations of such equipment.
4.3.4 The officer in charge of a navigational watch should not be
assigned or undertake any duties which would interfere with the safe
navigation of the vessel.

4.4 Navigational equipment

4.4.1 The officer in charge of the watch should make the most
effective use of all navigational equipment at his disposal.
4.4.2 When using radar the officer in charge of the watch should
bear in mind the necessity to comply at all times with the provisions
on the use of radar contained in the applicable regulations for
preventing collisions at sea.
4.4.3 In cases of need the officer of the watch should not hesitate
to use the helm, engines and sound signalling apparatus.
4.5 Navigational duties and responsibilities

4.5.1 The officer in charge of the watch should:
4.5.1.1 keep his watch in the wheelhouse which he should in
no circumstances leave until properly relieved;
4.5.1.2 continue to be responsible for the safe navigation of the
vessel despite the presence of the skipper in the wheelhouse until
the skipper informs him specifically that he has assumed that
responsibility and this is mutually understood.
4.5.1.3 notify the skipper when in any doubt as to what action
to take in the interest of safety;
4.5.1.4 not hand over the watch to a relieving officer if he
has reason to believe that the latter is obviously not capable of
carrying out his duties effectively, in which case he should notify
the skipper accordingly.
4.5.2 On taking over the watch the relieving officer should satisfy
himself as to the vessel's estimated or true position and confirm its
intended track, course and speed and should note any dangers to
navigation expected to be encountered during the watch.
4.5.3 Whenever practicable a proper record should be kept of
the movements and activities during the watch relating to the
navigation of the vessel.
4.6 Look-out
4.6.1 In addition to maintaining a proper look-out for the purpose
of fully appraising the situation and the risk of collision, stranding
and other dangers to naviation, the duties of the look-out should
include the detection of ships or aircraft in distress, shipwrecked
persons, wrecks and debris. In maintaining a look-out the following
should be observed;

4.6.1.1 The look-out must be able to give full attention to

the keeping of a proper look-out and no other duties shall be
undertaken or assigned which could interfere with that task.
4.6.1.2 The duties of the look-out and helmsman are separate
and the helmsman should not be considered to be the look-out
while steering except where an unobstructed all-round view is
provided at the steering position and there is no impairment of
night vision or other impediment to the keeping of a proper look-
out. The officer in charge of the watch may be the sole look-out in
daylight provided that on each such occasion;
4.6.1.2.1 the situation has been carefully assessed and it has
been established without doubt that it is safe to do so;
4.6.1.2.2 full account has been taken of all relevant factors
including, but not limited to:
state of weather
visibility
traffic density
proximity of danger to navigation
the attention necessary when navigating in or near traffic
separation schemes;
4.6.1.2.3 assistance is immediately available to be summoned
to the wheelhouse when any change in the situation so requires.
4.7 Protection of the marine environment

4.7.1 The skipper and the officer in charge of the watch should be
aware of the serious effects of operational or accidental pollution of
the marine environment and should take all possible precautions to
prevent such pollution particularly within the framework of relevant
international and port regulations.
4.8 Weather conditions

4.8.1 The officer in charge of the watch should take relevant
measures and notify the skipper when adverse changes in weather
could affect the safety of the vessel, including conditions leading to
ice accretion.
5. Navigation with pilot embarked

5.1 Despite the duties and obligations of a pilot, his presence on board
does not relieve the skipper or officer in charge of the watch from their
duties and obligations for the safety of the vessel. The skipper and the pilot
should exchange information regarding navigation procedures, local

conditions and the vessel's characteristics. The skipper and the officer of
the watch should co-operate closely with the pilot and maintain an
accurate check of the vessel's position and movement.
6. Vessels engaged in fishing or searching for fish

6.1 In addition to the principles enumerated in section 4, the
following factors should be considered and properly acted upon by the
officer in charge of the watch:
6.1.1 other vessels engaged in fishing and their gear;
6.1.2 safety of the crew on deck;
6.1.3 adverse affects on the safety of the vessel and its crew through
reduction of stability and freeboard caused by exceptional forces
resulting from fishing operations, catch handling and stowage, and
unusual sea and weather conditions;
6.1.4 the proximity of offshore structures, with special regard
to the safety zones;
6.1.5 wrecks.
6.2 When stowing the catch, attention should be given to the
essential requirements for adequate freeboard and adequate stability at
all times during the voyage to the landing port taking into
consideration consumption of fuel and stores, risk of adverse
weather conditions and, especially in winter, risk of ice accretion on
or above exposed decks in areas where ice accretion is likely to occur.

DEPARTMENT OF TRANSPORT MERCHANT SHIPPING NOTICE No. M.1221
DYNAMICALLY POSITIONED VESSELS AND THE DANGERS

TO DIVERS OPERATING FROM SUCH VESSELS
Notice to Shipowners, Masters and Officers of Merchant Ships and

Fishing Vessels
This Notice supersedes Notice No. M.895
1. The attention of mariners is drawn to the special limitations imposed
on Dynamically Positioned Vessels by the nature of their work and the
need for them to operate in sea conditions as favourable as possible.
Further, these vessels when operating in the diving support mode are
required to hold position most accurately often very close to the legs of
platforms. In the event of movement of the vessel, which may be due, for
example, to the wash of a passing ship, risk of serious injury to the divers
and/or damage to the vessel or platform could occur.
2. In view of these considerations, mariners are requested to give as wide
a berth as possible to vessels displaying the signals required by Rule 27
paragraphs (b) and (d) as applicable of the International Regulations for
Preventing Collisions at Sea 1972, as amended. If they are unable to pass
at least 1/2 mile-clear, they should reduce speed when navigating near such
vessels. To assist in identification Dynamically Positioned Diving Support
Vessels should, when engaged in diving operations, also use the single
letter "A" of the International Code of Signals using any method of
signalling which may be appropriate.
3. It is also recommended that a Dynamically Positioned Vessel should,
before commencing diving operations, ascertain that no other vessel is
operating in its immediate vicinity. The vessel should also broadcast on
the appropriate frequencies a navigation warning to all ships indicating
the nature of its operation and such broadcast should be repeated at
intervals whilst the operation is in progress. Additionally the vessel should
ensure that the broadcasts are acknowledged by the appropriate coastal
radio station who will rebroadcast them in their routine schedules.
4. Attention is also drawn to the provisions of Rule 36 of the Regulations
referred to in paragraph 2 above which enables a vessel to make signals to
attract attention of another vessel to alert her to a danger which may exist.
Department of Transport
Marine Directorate
London WC1V6LP
April 1987
Note: Further details on the operations of Dynamically Positioned Vessels are contained in a
publication issued by the Department of Energy entitled "Guidelines for the Specifications and
Operations of Dynamically Positioned Diving Support Vessels" (Ref ISBN 82 7257-123-1).
This publication can be obtained from the Diving Section of the Department of Energy
Thames House South, Millbank, London SW1P 4ZJ.

DEPARTMENT OF TRANSPORT MERCHANT SHIPPING NOTICE No. M.1255
MERCHANT SHIPPING ACT 1979: PENALTIES AND OFFENCES

Notice to Owners, Masters, Officers and Seamen of Merchant Ships and
Other Seagoing Vessels and to Owners, Skippers and Crew of Fishing
Vessels
This Notice supersedes Merchant Shipping Notice No. M.939: it describes the
provisions of the Merchant Shipping Act 1979 dealing with penalties and
offences, and takes into account of amendments to those provisions made
since 1979. In particular all maximum fines, other than those referred to in
paragraph I below, have been doubled.
PENALTIES
1. Five offences carry an exceptional high penalty of a maximum fine
of 50,000 on summary conviction, or of an unlimited fine on conviction
on indictment.
These offences are:
(i) of failing to render assistance following a collision (para 6
of Part VII of Schedule 6);
(ii) proceeding to sea from a UK port in contravention of a
detention order (para 10 of Part VII of Schedule 6);
(iii) carrying passengers in excess of the certificated maximum
(para 15 of Part VI of Schedule 6);
(iv) proceeding against the traffic flow on a traffic separation
scheme [Merchant Shipping (Distress Signals and
Prevention of Collisions) Regulations 1983 S.I. No. 708]; and
(v) that a ship is unfit to go to sea without serious danger to
life (section 44(i) (See paragraph 3 of this Notice).
The Courts are required by law to have regard to the means of the accused
when determining the level of the fine imposed in any particular case.
2. The maximum fines on summary conviction for many offences
under the Merchant Shipping Acts other than those listed above
have been increased because their impact has been eroded by inflation.
Maximum fines range between 100 and 2000 on summary conviction to
an unlimited fine (with, in some cases, imprisonment) on conviction on
indictment.
OFFENCES
3. In the case of an unseaworthy ship, it used to be an offence only if
the ship was actually sent to sea. It is now an offence if a ship in port is
found to be unfit to go to sea without serious danger to human life
because of the condition of its hull, equipment, or machinery or
because it is under-manned, overloaded or improperly loaded. This
offence applies to all ships in UK ports and to UK ships in foreign ports.
In any proceedings it would be a defence to show that arrangements
had been made to rectify the deficiencies or that it was not reasonable to
have made such arrangements.

4. Other offences have also been changed. In order to supplement the

powers of Section 27 of the Merchant Shipping Act 1970, that Section, as
amended by Section 45(1) of the Merchant Shipping Act 1979, makes it an
offence for any seaman to act in such a way as to cause, or be likely, to
cause, serious damage to machinery, navigational equipment or safety
equipment on the ship or the death of, or serious personal injury to, a
person on board the ship or to omit to do anything required to avoid
such a consequence. This will include acts or omissions as a result of
being under the influence of drink or a drug. In the case of a fishing vessel
it will additionally be an offence under Section 28 of the 1970 Act, as
amended by Section 45(2) of the 1979 Act and by the Safety at Sea Act
1986 for the skipper or a seaman to be under the influence of drink or a
drug to the extent that the capacity to carry out duties is impaired
whether or not the offender is on duty at the time. Finally, the offence
of combining with other seamen to impede the progress of a voyage or
the navigation of a ship while at sea now applies to fishing vessels as well
as to merchant ships (Section 45(3)).
Department of Transport
Marine Directorate
London WC1V 6LP
October 1986

MSN 1682 (M)

SAFE MANNING, HOURS OF WORK AND WATCHKEEPING.
APPLICATION OF STCW 95
April 1997
Summary
This Merchant Shipping Notice contains the detailed mandatory
requirements specified by the Secretary of State under the Merchant
Shipping (Safe Manning, Hours of Work and Watchkeeping) Regulations
1997 and gives guidance on the application of the regulations. These
Regulations implemented in the UK and the requirements of the 1978
International Convention on Standards of Training, Certification and
Watchkeeping for Seafarers (STCW 78), as amended.
Watchkeeping
2.7 The Regulations require the master of any ship to be responsible for
the overall safety of the ship. He must also ensure that the Watchkeeping
arrangements are adequate for maintaining safe navigational watches at all
times, including the provision of a lookout as required by the International
Regulations for the Prevention of Collisions at Sea 1972, as amended.
The chief engineer officer of any ship is required to ensure the engineering
watch arrangements for the ship are adequate at all times for
maintaining a safe engineering watch.
2.8 The principles applying to the keeping of a safe watch are in section
A-VIII/2 of STCW Code and must be followed in order to comply with
the regulations.
MGN 18(M)
DANGERS OF INTERACTION
February 1998
Summary
This note draws attention to the effects of hydrodynamic interaction on
vessel manoeuvrability and describes some incidents, which illustrate the
dangers.
Key Points
Understand that sudden sheering may occur when passing
another vessel at close range.
Appreciate the need to reduce speed in narrow channels.
Be aware of the dangerous effects on tugs when manoeuvring
close to larger vessels.
Be aware that unexpected turning moments may result when
stopping in shallow, confined basins.
Appreciate the need to make appropriate allowances for squat.
Note the results of laboratory work.

MGN 25(M+F)
USE OF NOT UNDER COMMAND (NUC) SIGNALS
June 1997
Summary
Seafarers are reminded that NUC signals should only be used by "vessels
not under command" as defined in Rule 3(f) of the International
Regulations for Preventing Collisions at Sea 1972 (as amended).
A vessel which is underway and stopped (unless a vessel not under
command) must not use the NUC signal but continue to show the lights
and shapes for a power-driven vessel underway and must take action to
avoid collision as required.
MGN 27(M+F)
DANGERS IN THE USE OF VHF RADIO
IN COLLISION AVOIDANCE
August 1997
Summary
There have been a significant number of cases when it has been found
that at some stage before the collision VHF radio was being used by one
or both parties in an attempt to avoid collision. The use of VHF radio in
this role is not always helpful and may even prove dangerous.
Key Points
False identification of vessels
Poor interpretation of messages
Time wasted instead of complying with the Collision
Regulations
Distraction of the officer of the watch
MGN 28(M+F)
OBSERVANCE OF TRAFFIC SEPARATION SCHEMES
August 1997
Summary
This note provides guidance on the observance of Traffic Separation
Schemes and is complementary to MGN 29
Key Points
Application
Procedure within a Traffic Lane
Inshore Zones
Anchoring within a Separation Zone
Vessels not using a Scheme
Fishing Vessels
Sailing Vessels and Small Craft
Vessels engaged in the Safety of Navigation Operations
Cable Lying Operations
Precautionary Areas
Signal - YG

MGN 29(M+F)
NAVIGATION IN THE DOVER STRAIT
August 1997
Summary
The Dover Straits and its approaches are among the busiest shipping
lanes in the world and pose serious problems for the safety of navigation.
This note contains guidance on the observance of traffic separation
schemes in general.
Key Points
Abuse of Inshore Traffic Zones will result in legal action.
Crossing traffic need to select the point where a lane is to be
crossed so that the collision risk situations can be anticipated
and are not allowed to develop.
Vessels using the traffic lanes in accordance with Rule 10
have no privilege or right of way that they would not have
elsewhere.
All vessels are advised to keep clear of boundary separation
lines or zones in accordance with Rule 10(b)(ii).
MGN 46(M+F)
NAVIGATION IN FOG
November 1997
Summary
A number of casualties to ships have resulted from serious disregard
for the basic principles of good seamanship and prudent navigation in bad
visibility. Sensible use of radar and other aids to navigation greatly assists
the conduct of ships in fog, but these aids have not reduced the need to
fully comply with the Collision Regulations: to proceed at a safe speed,
pay special attention to good watch-keeping, and navigate with proper
caution. This Note outlines three casualties showing how lack of sensible
caution, combined with over-reliance on radar leads to accidents.
MGN 47(M+F)
THE MARKING OF SEISMIC STREAMERS
November 1997
Summary
IMO approved the following recommendations on the marking
of arrays of seismic steamers towed by survey vessels:
Towed streamers should be marked with tail buoys.
Another buoy should be towed a short distance behind the
towing vessel.
All buoys should display by day and night an all-round high
intensity white light flashing the Morse signal "U" - "You are
running into danger".
The area of danger to approaching ships lies between the
buoys.
The use of radar transponders in congested waters around the
UK is not normally permitted.

MGN 54(M+F)
USE OF AUTOMATIC PILOTS
(HEADING CONTROL SYSTEMS)
January 1998
Summary
This Note warns against improper use or over reliance on automatic
pilots.
Key Points
Automatic pilots do not remove the need to keep a proper
lookout.
Be familiar with the procedure for changing from automatic
to manual steering.
Ensure that both the manual steering and the automatic pilot
are regularly tested.
Reference: The Merchant Shipping (Automatic Pilot and Testing of
Steering Gear) Regulations 1981 (SI 1981 No571 )
MGN 72 (M+F)
NAVIGATIONAL SAFETY
August 1998
Summary
This notice draws attention to the need for systematic planning of all
stages of a voyage. The Annex provides guidance on passage planning for
masters and watchkeepers.
Key Points
Appraise all relevant information
Plan the intended passage
Execute the plan taking account of prevailing conditions
Continuously monitor the vessel's progress against the plan.
Passage planning does not stop during pilotage.

EXTRACTS FROM SEAFARERS' TRAINING, CERTIFICATION

AND WATCHKEEPING (STCW) CODE 1995
CHAPTER VIII
Standards regarding watchkeeping
Section A-VIII/2
Watchkeeping arrangements and principles to be observed
Part 3-1 Principles to be observed in keeping a navigational watch
12 The officer in charge of the navigational watch is the master's
representative and is primarily responsible at all times for the safe
navigation of the ship and for complying with the International Regulations
for Preventing Collisions at Sea, 1972.
Look-out
13 A proper look-out shall be maintained at all times in compliance with
rule 5 of the International Regulations for Preventing Collisions at
Sea, 1972 and shall serve the purpose of:
.1 maintaining a continuous state of vigilance by sight and hearing
as well as by all other means, with regard to any significant change
in the operating environment;
.2 fully appraising the situation and the risk of collision, stranding
and other dangers to navigation; and
.3 detecting ships or aircraft in distress, shipwrecked persons,
wrecks, debris and other hazards to safe navigation.
14 The look-out must be able to give full attention to the keeping of a
proper look-out and no other duties shall be undertaken or assigned which
could interfere with that task.
15 The duties of the look-out and helmsperson are separate and
the helmsperson shall not be considered to be the look-out while
steering, except in small ships where an unobstructed all-round view is
provided at the steering position and there is no impairment of night
vision or other impediments to the keeping of a proper look-out. The
officer in charge of the navigational watch may be the sole look-out in
daylight provided that on each such occasion:
.1 the situation has been carefully assessed and it has been
established without doubt that it is safe to do so;
.2 full account has been taken of all relevant factors, including, but
not limited to:
- state of weather
- visibility,
- traffic density,
- proximity of dangers to navigation, and
- the attention necessary when navigating in or near traffic
separation schemes; and
.3 assistance is immediately available to be summoned to the
bridge when any change in the situation so requires.

16 In determining that the composition of the navigational watch is
adequate to ensure that a proper look-out can continuously be
maintained, the master shall take into account all relevant factors,
including those described in this section of the Code, as well as the
following factors:
visibility, state of weather and sea;
traffic density, and other activities occurring in the area in which
the vessel is navigating;
the attention necessary when navigating in or near traffic
separation schemes or other routing measures;
the additional workload caused by the nature of the ship's
functions, immediate operating requirements and anticipated
manoeuvres;
the fitness for duty of any crew member on call who is assigned
as members of the watch;
knowledge of and confidence in the professional competence of
the ship's officers and crew;
the experience of each officer of the navigational watch, and
the familiarity of that officer with the ship's equipment,
procedures, and manoeuvring capability;
activities taking place on board the ship at any time,
including radiocommunication activities, and the availability of
assistance to be summoned immediately to the bridge when
necessary;
the operational status of bridge instrumentation and controls,
including alarm systems;
rudder and propeller control and ship manoeuvring characteristics;
the size of the ship and the field of vision available from the conning
position;
the configuration of the bridge, to the extent such configuration
might inhibit a member of the watch from detecting by sight or
hearing any external development; and
any other relevant standard, procedure or guidance relating to
watchkeeping arrangements and fitness for duty which has
been adopted by the Organisation.
Watchkeeping under different conditions and in different areas
Clear visibility
43 The officer in charge of the navigational watch shall take frequent
and accurate compass bearings of approaching ships as a means of early
detection of risk of collision and bear in mind that such a risk may
sometimes exist even when an appreciable bearing change is evident,
particularly when approaching a very large ship or a tow or when
approaching a ship at close range. The officer in charge of the navigational
watch shall also take early and positive action in compliance with the
applicable International Regulations for Preventing Collisions at Sea,
1972 and subsequently check that such action is having the desired
effects.
44 In clear weather, whenever possible, the officer in charge of the

navigational watch shall carry out radar practice.

Restricted visibility
45 When restricted visibility is encountered or expected, the first
responsibility of the officer in charge of the navigational watch is to
comply with the relevant rules of the International Regulations for
Preventing Collisions at Sea, 1972 with particular regard to the sounding
of fog signals, proceeding at a safe speed and having the engines ready
for immediate manoeuvre. In addition, the officer in charge of the
navigational watch shall:
.inform the master;
post a proper look-out;
exhibit navigation lights; and
operate and use the radar.

Notes regarding U.S. Inland Waterway Regulations 1980

These rules apply to all vessels upon the inland waters of the United
States, and to vessels of the United States on the Canadian waters of the
Great Lakes to the extent that there is no conflict with Canadian law. It
is important to note that with the exception of Annex V to the Inland
Rules, the International and Inland Rules and Annexes are very similar in
both content and format. However differences do occur and mariners
navigating in these waters must be familiar with the Inland Rules.
Extracts from U.S. Department of Transportation

United States Coast Guard
Inland Navigation Rules
ANNEX V
88.01 Purpose and applicability
This part applies to all vessels operating on United States inland
waters and to United States vessels operating on Canadian waters of the
Great Lakes to the extent there is no conflict with Canadian law.
88.05 Copy of Rules
After January 1 1983 the operator of each self-propelled vessel
12 meters or more in length shall carry onboard and maintain for
ready reference a copy of the Inland Navigation Rules.
88.11 Law enforcement vessels.
(a) Law enforcement vessels may display a flashing blue light when
engaged in direct law enforcement or public safety activities. This
light must be located so that it does not interfere with the visibility of
the vessel's navigation lights.
(b) The blue light described in this section may be displayed by law
enforcement vessels of the United States and the States and their
political subdivisions.
88.22 Public Safety Activities
(a) Vessels engaged in government sanctioned public safety activities,
and commercial vessels performing similar functions, may display an
alternately flashing red and yellow light signal. This identification
light must be located so that it does not interfere with the visibility of
the vessel's navigation lights. The identification light may be used only
as an identification light signal and conveys no special privilege.
Vessels using the identification light signal during public safety
activities must abide by the inland Navigation rules, and must not
presume that the light or the exigency gives them precedence or right
of way.
(b) Public safety activities include but are not limited to patrolling marine
parades, regattas, or special water celebrations; traffic control;
salvage; fire-fighting; medical assistance; assisting disabled vessels;
and search and rescue.

PENALTY PROVISIONS
2303 Duties related to marine casualty assistance and information
(a) The master or individual in charge of a vessel involved in a marine
casualty shall;
(1) render necessary assistance to each individual affected to save
that affected individual from danger caused by the marine
casualty, so far as the master or individual in charge can do so
without serious danger to the master's or individual's vessel or to
individuals on board; and
(2) give the master's or individual's name and address and identi-
fication of the vessel to the master or individual in charge of any
other vessel involved in the casualty, to any individual injured,
and to the owner of any property damaged.
(b) An individual violating this section or regulation prescribed under this

section shall be fined not more than $1,000 or imprisoned for not
more than 2 years. The vessel also is liable in rem to the United States
Government for the fine.
(c) An individual complying with subsection (a) of this section or
gratuitously and in good faith rendering assistance at the scene of a
marine casualty without objection by the individual assisted, is not
liable for damages as a result of rendering assistance or for an act
or omission in providing or arranging salvage, towage, medical
treatment, or other assistance when the individual acts as an ordinary,
reasonable, and prudent individual would have acted under the
circumstances.
2304 Duty to provide assistance at sea
(a) A master or individual in charge of a vessel shall render assistance
to any individual found at sea in danger of being lost, so far as the
master or individual in charge can do so without serious danger to the
master's or individual's vessel or individuals on board.
(b) A master or individual violating this section shall be fined not more
than $1,000, imprisoned for not more than 2 years, or both.

ISBN 0-85174-670-5
BROWN, SON & FERGUSON, LTD

4-16 Darnley Street, Glasgow, G41 2SD
ROR0270

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The COLLISION

Copyright 1999 Brown. Son & Ferguson. Ltd.

Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

THE COLLISION REGULATIONS

Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

THE COLLISION REGULATIONS

Captain PAUL HAILWOOD

Extracts from Merchant Shipping Notices and Final Act of the

Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

Copyright in all Countries signatory to the Berne Convention

First Edition 1983

ISBN 085174 670 5

1999 BROWN, SON & FERGUSON, LTD., GLASGOW, G41 2SD

Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

v Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

The third edition of this book incorporates all amendments

vi Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

AMENDMENTS TO THE REGULATIONS SINCE 1983

vii Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

(c) A vessel engaged in fishing, other than trawling, shall exhibit:

viii Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

(b) Each vessel of 20 metres or more in length engaged in

ix Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

INTERNATIONAL REGULATIONS FOR

As amended by IMO Resolutions A464 (XII), A626 (15), A678 (16)

1 Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

2 Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

3 Copyright 2003 Brazers Sharez Corporation. SeaPro Collection

PART B. STEERING AND SAILING RULES

Section I. Conduct of vessels in any condition of visibility

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(iii) A vessel the passage of which is not to be impeded remains fully

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Section II. Conduct of vessels in sight of one another

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Section III. Conduct of vessels in restricted visibility

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PART C. LIGHTS AND SHAPES

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(d) A vessel engaged in dredging or underwater operations, when

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PART D. SOUND AND LIGHT SIGNALS

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(c) When in sight of one another in a narrow channel or fairway:

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the requirement of Section 3(c) of this Annex shall be

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4. Details of location of direction-indicating lights for fishing vessels,

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(b) (i) All-round lights shall be so located as not to be obscured

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