COLREGS Word 2

• INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA, 1972 (COLREG)
• HISTORY OF THE COLLISION REGUL ATIONS

• The first International Maritime Conference to consider regulations for preventing collision at
sea was held in Washington in 1889.
• At a further Maritime Conference held in Brussels in 1910 international agreement was
reached on a set of regulations which differed in only minor respects from those drafted at the
Washington Conference. The 19 10 Regulations remained in force until 1954.
• An International Conference on Safety of Life at Sea was convened in London in 1960 by the
Inter-Governmental Maritime Consultative Organization (IMCO), which is now the International
Maritime Organization (IMO).
• The proposals were accepted by IMCO and recommended for use by mariners in 1967.
• An International Conference was convened in London in 1972 by IMCO to consider the revision
of the Regulations.
• STRUCTURE OF COLREG
• Structure of COLREG as they exist today is as follows :
• There are 38 Rules which are grouped under Parts A to E.
 Part A - Rules 1 to 3 .
1. Part B, called Steering and Sailing Rules,
Section I consists of Rules 4 to 10
Section II consists of Rules 11 to 18
Section III consists of only Rule 19.
 Part C consists of Rules 20 to 31 which prescribe the lights and shapes
 Part D consists of Rules 32 to 37 which prescribe the sound signals
• Part E consists of only Rule 38 which prescribes exemptions
• Besides the above Rules there are 5 Annexes as follows :
1. Annex I prescribes the positioning and technical specifications of lights and shapes
2. Annex II prescribes signals for fishing vessels fishing in close proximity
3. Annex III prescribes the technical details of sound signal appliances
4. Annex IV prescribes the distress signals which may be used by any vessel in distress
5. Annex V lays down guidelines of IMO for uniform application of these Rules.
• PART A : GENERAL
• Rule 1 --- Application - Para. (a) :
• These Rules shall apply to all vessels upon the high seas and to all waters connected therewith
navigable by seagoing vessels.
• “All vessels” means that no vessel is exempted from application of these Rules.
• “High sea” is not defined in COLREG. However, by implication it shall include all those sea areas
where a vessel will not be constrained or restricted in taking any appropriate action for avoiding
collision with another vessel.
• “Waters connected with the high seas” means areas like harbours, rivers, lakes, sea areas where
vessels would normally anchor, etc. If these areas are connected with the high seas and are used
by seagoing vessels then COLREG shall also apply in such areas.
• The text of this paragraph is substantially the same as Rule 30 of the 1960 Regulations.
• Road steads are now included among the areas for which an appropriate authority may lay
down special rules.
• A roadstead is an open anchorage, generally protected by shoals, which offers less protection
than a harbour, this means that coastal states or local authorities may make special rules for
areas which lie outside the usual limits of inland waters.
• Mariners should be aware that special rules may be applicable in such areas and should consult
the Sailing Directions and other publications for details
• Rule 1 --- Application - Paras. (b), (c) and (e) :
• This Rule further states that every State has a right to make its own special rules in which case
COLREG shall not apply. However the State shall ensure that such special rules may only be
made for the following purposes :
• For navigating in harbours, rivers, lakes, sea areas where vessels would normally anchor, etc., of
that State, provided these areas are connected with the high seas.
• To provide additional lights, shapes and whistle signals (more than COLREG) for the following
vessels :
• Ships of war.
• Vessels proceeding under convoy.
• Fishing vessels engaged in fishing as a fleet.
• To prescribe special lights, shapes and sound-signaling appliances (different from COLREG) for
vessels of special construction or purpose.
• By this Rule IMO has recognised the sovereign right of every State to make its own special rules
which shall be followed, in lieu of COLREG, by all vessels when they are in the territory of that
State.
• However the State making any special rule shall ensure the following :
• Such special rule is similar to COLREG as far as possible.
• If additional lights, shapes and whistle signals are provided, then these shall be distinct and
shall not be mistaken for those prescribed in COLREG.
• Rule 1 --- Application - Para. (d) :
• Any Traffic Separation Scheme (TSS) promulgated by a State may be adopted by IMO.
• A traffic separation scheme is defined by IMO as follows: ‘A routeing measure aimed at the
separation of opposing streams of traffic by appropriate means and by the establishment of
traffic lanes.’
• A traffic separation scheme is a routeing measure, the particulars of which are laid down in the
IMO publication ‘Ships’ Routeing’. This publication gives details of all traffic schemes adopted by
the Organization.
• Amendments are issued to enable the publication to be kept up to date and information about
new schemes, or amendments to existing schemes, are also promulgated through Notices to
Mariners.
• It is important to keep nautical charts and publications up-dated with respect to any changes
concerning traffic separation schemes.
• Rule 2 --- Responsibility
• This Rule is the essence and the basic philosophy of COLREG. As the title states, it prescribes
very precisely that the owner, Master or crew of every vessel are responsible for avoiding
collision at all costs
• The aim of rule 2 is :
• Emphasize the need for safety
• Comply strictly with rules
• Take safety measures required by
• Good seamanship
• Any particular circumstance
• Nothing in these Rules shall exonerate any vessel, master, owner 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.
• In other words, this Rule requires that every watch keeper shall always comply with every Rule
in COLREG. He shall neither take shelter under any Rule nor use any Rule as an excuse for not
complying with some other Rule
• “Ordinary practice of seaman” means common sense or logical thinking of a seaman.
• In addition to complying with all the Rules, he shall also take appropriate precautions which may
be required by applying one’s common sense or logical thinking or which may become necessary
due to some special situation or circumstances for which there is no specific rule.
• Some examples of such situations are as follows :
• When underway keep clear of a vessel at anchor. But a vessel under way and stopped must not
rely on other vessels keeping out of her way, unless she is not under command and is displaying
the appropriate signals; she must comply with the Rules.
• When a vessel anchors she must do so without endangering other vessels which may be
navigating close by. She must not anchor too close to other anchored vessels. Sufficient cable
must be put out according to circumstances and a second anchor should be used if necessary.
• In thick fog having zero visibility and without Radar, stop or anchor the vessel.
• When rounding a bend in a channel, the vessel running against the tide should keep clear of a
vessel running with the tide.
• In a narrow channel make allowance for shallow water effects and interaction, as it is likely to
affect the steering quality of the vessel, which in turn will affect the action to be taken to avoid
collision.
• If risk of collision exists, make allowance for likely inability of the other vessel to suitably alter
course to the appropriate side due to presence of shallow waters, navigational dangers or
another vessel on that side.
• Do not take action to avoid collision with one vessel which may cause difficulty to another vessel
which is otherwise passing clear.
• When taking action to avoid collision do not cross ahead of the other vessel underway.
• Do not cross ahead of a vessel at anchor to prevent drifting on to her due to tide.
• 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.
• This Rule makes it amply clear that the watchkeeper may depart from a Rule if that is the only
way to avoid immediate danger of collision. This provision has been prescribed because collision
is such a big calamity that it should be avoided at all costs.
• Normally it is expected that a watchkeeper is sufficiently alert to determine if risk of collision is
developing. If he decides that in a given situation collision cannot be avoided by complying with
the appropriate Rule, and he wants to deviate from the Rule, then he should immediately call
the Master who will then use his experience and expertise to decide the correct action.
• Dangers of navigation and collision
• A departure from the Rules may be required due to dangers of navigation or to dangers of
collision.
• For instance, a power-driven vessel meeting another power-driven vessel end on may be unable
to alter her course to starboard, as directed by Rule 14, owing to the presence of shallow water
close by to starboard or to the fact that a third vessel is overtaking her on her starboard side.
• Examples of Special circumstances
• Several ships approach each other at the same time.
• Ships in ice
• Ships in smoke
• Limitations of vessels
• A vessel of particular construction may be limited in her maneouring capacity
• A convoy of war ships may be limited in their maneouring capacity
• A submarine is limited in her maneouring capacity.
• Encountering vessels in convoy
• Single vessels take early action to avoid a risk of collision.
• If there is risk of collision with a vessel in the convoy, steering and sailing rules will apply.
• Departure from rules
• The following criteria need to be satisfied
• Dangers to navigation and collision (shallows/wrecks...etc) and/or
• Special circumstances ( eg: last minute action..etc) and/or
• Limitations of vessels
PLUS
• To avoid immediate danger !!!!!!
• In short,
• This Rule does not give any vessel the right to take action contrary to the Regulations whenever
it is considered to be advantageous to do so.
• A departure is only permitted when there are special circumstances and there is immediate
danger. Both conditions must apply
• Rule 3 --- Definitions - Vessel
• Vessel includes every description of watercraft, including non-displacement craft, Wing-in-
Ground (WIG) craft and seaplanes, used or capable of being used as a means of transportation
on water.
• The word “vessel” is another name for a “watercraft” i.e. any craft floating on water. However
certain special types of crafts stated below, which normally do not float on water, have been
included within the meaning of the word “vessel” so that they shall also comply with COLREG in
order to avoid collision with other watercrafts.
• “Non-displacement craft” is a special craft which is supported by a cushion of air, or in
accordance with hydrodynamic principles, and hence moves just above the surface of water. It
does not float on water but it operates at high speed close to the water surface.
• “Seaplane” has been separately defined below in Para. (e).
• “WIG craft” has been separately defined below in Para. (m).
• Every object which floats on water can be called a watercraft but it will be included within the
meaning of the word “vessel” only if it is used or capable of being used as a means of
transportation on water. Examples of watercrafts which are not used for transportation, and
hence do not qualify as a vessel, are --- buoys, pontoons, floating dry-dock, log of wood, etc.
• Rule 3 --- Definitions - Power Driven Vessel & Sailing Vessel
• Power Driven Vessel means any vessel propelled by machinery
• Sailing Vessel means any vessel under sail provided that propelling machinery, if fitted, is not
being used.
• It means a vessel which moves forward due to pressure of wind on her sails. However it is
possible that she may also be fitted with machinery which may be used for propulsion when the
winds are not favourable. In such a case she shall be treated as a PD vessel. In other words, for a
sailing vessel which is provided with both sails and machinery, following possibilities exist :
• If only sails are being used then she is a sailing vessel.
• If only machinery is being used then she is a PD vessel.
• If both sails and machinery are being used then also she is a PD vessel.
• Rule 3 --- Definitions - Vessel engaged in fishing
• Vessel engaged in fishing means any vessel fishing with nets, lines, trawls or other fishing
apparatus which restricts manoeuvrability, but does not include a vessel fishing with trolling
lines or other fishing apparatus which do not restrict manoeuvrability.
• It means that a vessel is said to be engaged in fishing provided she is actually engaged in
catching fish by using an appropriate fishing gear which restricts her ability to take action to
avoid collision with another vessel.
• If such a vessel attempts to take any avoiding action then her fishing gear is likely to be damaged
or the gear may get entangled in its own propeller, thus resulting in tremendous loss to the
vessel.
• From the above explanation following conclusions can be drawn :
• If you come across a fishing vessel i.e. her gear does not allow her to take action to avoid
collision, then you shall be duty bound to take avoiding action.
• When your vessel is at sea and you decide to lower a line over the side to catch fish, then your
vessel cannot be considered to be a vessel engaged in fishing because your fishing line will not
restrict the manoeuvrability of your vessel and you will still be perfectly capable of taking action
to avoid collision
• Rule 3 --- Definitions - Seaplane
• Seaplane includes any aircraft designed to manoeuvre on water.
• It is actually a normal aircraft which has an additional capability of landing on water and moving
slowly over it.
• Rule 3 --- Definitions - Vessel not under command (NUC)
 Vessel not under command (NUC) means a vessel which through some exceptional
circumstances is unable to manoeuvre as required by these Rules and is therefore
unable to keep out of the way of another vessel.
• The vessel has to be underway as explained below in Para. (i) i.e. she cannot be made fast to the
shore or at anchor or aground. She may be making way through the water or stopped and
drifting.
• Some examples of the term “Exceptional circumstances” are as follows :
 Serious damage to the vessel’s structure.
 Excessive list.
 Breakdown of the vessel’s propulsion, steering or power generation machinery.
 Exceptional weather affecting small vessels.
 Dragging anchor.
 Sailing vessel becalmed i.e. there is no wind.
 Emergency on board which makes it necessary for all crew members to come on deck to cope
with it. In such a case it may not be possible to place a Navigating Officer on the Bridge to deal
with any collision like situation. Emergency could be fire, flooding, cargo shift, pollution, hull
damage, accident of one or more crew members, etc.
• From the above explanation it is obvious that if you come across a NUC vessel then you shall be
duty bound to take action to avoid collision with her.
• Rule 3 --- Definitions - Vessel restricted in her ability to manoeuvre (RAM)
• Vessel restricted in her ability to manoeuvre (RAM) 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.
• Examples of such vessels are given in the definition itself. All these vessels are engaged in some
special kind of work but there is nothing wrong with their working condition. If they try to
change their course or speed to avoid collision then it could adversely affect their work by way
of loss of time and effort, and in addition it may lead to accidents.
• Hence it is obvious that if you come across one of these vessels then you shall be duty bound to
take action to avoid collision with them.
• Rule 3 --- Definitions - Vessel constrained by her draught (CBD)
• Vessel constrained by her draught (CBD) 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
• This is generally a large PD vessel floating at deep draft. It can happen that in a particular sea
area near the coast, the depth of water may not be enough for this vessel to navigate. But
within this sea area there may be a channel, either man-made or natural, having sufficient water
depth for this vessel. If so then this vessel can only pass through this channel and it will not be
able to deviate to avoid collision with another vessel, for fear of running aground.
• This means that if your vessel is in the vicinity and you do not have similar draft problem, then
you shall take action to keep clear of her passage and thus avoid collision.
• Rule 3: Definitions
Vessel constrained by draft means a power driven vessel which, because of her draft in relation
to the available depth is severely restricted in her ability to deviate from her present course.
• Rule 3 --- Definitions –(Underway)
• Underway means that a vessel is not at anchor or made fast to the shore or aground.
• By implication it means that the vessel is floating freely i.e. she is not secured to land by any of
the following methods :
 By ropes to a jetty;
 By ropes to a buoy which is connected to the seabed by anchor,
 By her own anchor to the seabed,
 Aground on land.
• While so floating there are two possibilities as follows :
• The vessel may be moving due to her propulsion system i.e. she is said to be “Making way”, OR
• She may be stopped and only drifting due to the effect of wind and current i.e. she is said to be
“Stopped and not making way”.
• Rule 3 --- Definitions
• Length and breadth of a vessel means her overall length and greatest breadth.
• Vessels shall be deemed to be in sight of one another when one can be observed visually
from the other.
 This means that the watchkeeper can see the other vessel with his eyes. Even if he uses a
binocular or telescope to enlarge the image of the other vessel because she may be far away, it
would still mean that he has sighted the other vessel visually. However detecting a vessel by
Radar or other electronic devices would not mean sighting visually or in sight of one another.
• Rule 3 --- Definitions - Restricted visibility
• Restricted visibility means any condition in which visibility is restricted by fog, mist, falling
snow, heavy rainstorms, sandstorms or any other similar condition.
 At sea normally a mariner should be able to see a vessel upto the horizon. But due to certain
weather conditions as listed in this definition, it is possible that the horizon is not visible, which
means a vessel beyond a certain distance from your vessel may not be visible. Then the visibility
is said to be restricted. This restriction is due to weather conditions and not by land or other
obstruction.
• Rule 3 --- Definitions - Wing-in-Ground (WIG)
• Wing-in-Ground (WIG) craft means a multi-modal craft which, in its main operational mode,
flies in close proximity to the surface by utilizing surface-effect action.
• This is a special type of craft which is capable of flying at reasonable speed close to the water
surface by creating an air cushion below itself, due to surface-effect action. But it cannot fly high
above the water.
• PART B : SECTION I
• CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY
• Rule 4 --- Application
• This Rule states that the Rules 5 to 10 shall apply in any condition of visibility. It means that
whether visibility is restricted due to weather conditions or not, these Rules shall always apply.
• The Steering and Sailing Rules are now divided into three sections.
• The Rules in the first section are of a general nature, applying in all conditions of visibility.
• Regulations relating to speed, proper use of radar, avoidance of a succession of small
alterations, and the necessity to check the effectiveness of avoiding action are made applicable
to vessels in clear visibility for the first time in the 1972 Regulations.
• Rule 5 --- Lookout
• Every vessel shall at all times maintain a proper lookout 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 situation and of the risk of collision.
• “Every vessel” means any vessel of any type, size, speed, mode of propulsion, operational
condition, nature of work, etc., without exception.
• “At all times” means in any circumstances i.e. by day or night, in hot or cold weather, in good or
bad visibility, good or bad weather, raining or not, underway or not, regardless of own ship’s
operational condition, etc.
• On all but the smallest vessels a seaman should normally be posted on look-out duty from dusk
to dawn and sometimes by day, especially when the visibility is restricted.
• Maintaining a proper look-out is an important element of safe watchkeeping.
• Requirements for safe watchkeeping are laid down in Chapter VIII of the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978 as
amended. Mandatory standards regarding watchkeeping, including standards for keeping a
proper look-out, are contained in Part A, Chapter VIII of the STCW Code.
• Guidance on watchkeeping arrangements and principles to be observed is given in Part B of the
STCW Code.
• Duty Of look-out
• The look-out should report any lights, vessels or large floating objects which he sees, and, in low
visibility, any fog signals which he hears.
• However, in crowded waters, he could not be expected to report everything he sees; he must
use his discretion and report the lights or objects which are likely to bring risk of collision,
especially small craft which may not have been observed from the bridge.
• In addition to keeping lookout by sight and hearing, the watchkeeper shall also use “All
available means” appropriate in the prevailing circumstances and conditions to detect the
presence of another vessel in the vicinity. “Available means” may include following devices :
• Radar – Be aware of the effects of clutter, presence of small targets and the range and
limitations of the set.
• ARPA
• Clear view screen or window wiper.
• Sun shades.
• Binoculars
• Heating system for the window glass to defrost it.
• Automatic Identification System.
• ECDIS – Ensure that the vessel is not moving into any danger.
• VHF – Listen for any information but do not call other vessels as it could cause distraction and
delay.
• Echo-sounder – Monitor the depth of water frequently as sea-bed is often the nearest point of
danger.
• Above devices shall be used in addition to sight and hearing, and not in lieu of these.
• Lookout shall be maintained so as to make “Full appraisal of the situation and of the risk of
collision”.
• If the watchkeeper keeps a proper lookout then he shall detect another vessel when it is still far
away. This will give him enough time to fully assess the situation and take appropriate action to
avoid collision.
• “Full appraisal” means ascertaining the following data before taking an avoiding action :
• Type of the vessel.
• Her mode of operation (sails or machinery).
• Is she making way, not making way, anchored, aground, etc.?
• If both vessels continue on their respective courses and speeds will there be a risk of collision?
• Direction of approach of the other vessel.
• If there is a risk of collision then, as per Rules, which vessel is primarily responsible for taking
action to avoid collision?
• What action should you take as per Rules?
• Is there sufficient space around you for taking appropriate action?
• Are there any other vessels in the vicinity or are there any shallow water areas around your
vessel which could hamper the action which you propose to take?
• If you do not keep a proper lookout then either you may sight the vessel very late or not sight
her at all. Hence you will not be able to assess the situation in detail as stated above. The net
result will be that either you will not take any action or take the wrong action, which would lead
to a disaster.
• Take following precautions to maintain a “Proper lookout” :
• Take adequate rest before coming on duty. Rest may include sleeping, reading, writing, chit-
chat, physical fitness exercise, listening to music, watching television, etc., but none of these,
except sleep, should be in excess.
• You should be physically fit and mentally alert i.e. not under the influence of alcohol or drugs,
not suffering from any fever, pain, mental stress, etc.
• Take proper wash so that you are wide awake and alert.
• When coming on night duty you should adapt your eyes to darkness by standing in darkness for
few minutes, before actually taking over duty.
• Maintain 360° lookout for shore or vessel’s lights, and any floating objects or vessels.
• Wear proper clothes suitable for the prevailing weather conditions so that you can freely move
around outside the wheelhouse.
• Do not engage yourself in any other work e.g. maintaining navigational records, routine
paperwork, chart corrections, etc. If such duties prevent you from concentrating on lookout
duty, then a separate lookout man should be appointed.
• Do not engage in any unnecessary conversation or other modes of relaxation like reading,
writing, listening to music, etc., as all these will distract you from your primary duty of keeping a
proper lookout.
• Bridge wings are the best location for a dedicated lookout man.
• 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.
• The wording of Rule 6 and its location with respect to the other Rules should leave no doubt
that the setting of a safe speed is a prerequisite in all conditions of visibility.
• It is, of course, in restricted visibility that the need to moderate the speed generally applies and
the state of visibility is listed first among the factors to be taken into account in determining a
safe speed.
• Unlimited visibility should not, however, be considered as justifying full speed under all
circumstances.
• “Every vessel” has the same meaning as explained in Rule 5 above. The requirement to proceed
at a safe speed at all times applies to every vessel.
• This point may have special significance with respect to vessels constrained by their draught,
and to some vessels restricted in their ability to manceuvre which may not be justified in
maintaining a high speed when other vessels are in the vicinity because of their limited
maneuvrability.
 “At all times” has the same meaning as explained in Rule 5 above.
 This Rule does not prescribe the value of safe speed. It is decided by the Master depending on
the circumstances and based on his own experience.
• Normally a watchkeeper will have to take permission of the Master before reducing speed but
he should do so on his own if the situation demands.
• The IMO Recommendation relating to watchkeeping states that ‘the officer of the watch should
bear in mind that the engines are at his disposal and he should not hesitate to use them in
case of need. However, timely notice of intended variations of engine speed should be given
when possible’.
• The word ‘safe’ is intended to be used in a relative sense.
• Every vessel is required to proceed at a speed which could reasonably be considered safe in the
particular circumstances.
• If a ship is invlved in a collision it does not necessarily follow that she was initially proceeding at
an unsafe speed.
• In clear visibility collisions can generally be attributed to bad look-out, or to wrongful action
subsequent to detection, rather than to a high initial speed.
• The Rule prescribes following two principles for deciding the safe speed :
• Speed should be such that in any circumstances a vessel should be able to take “Proper and
effective action to avoid collision” by altering her course and/or speed.
• She should be able to “Stop within a distance appropriate to the circumstances”.
• Proper and effective action to avoid collision
• A vessel may be unable to take proper and effective action due to the speed being too high or,
in some circumstances, too low. For instance, in restricted visibility the speed of a vessel without
operational radar may be too high to enable effective avoiding action to be taken on sighting
another ship or, in the case of a vessel using radar, too high to enable proper assessment to be
made after detection especially after the detection of small vessels.
• On the other hand, in certain circumstances, it may be dangerous to reduce speed to such an
extent that the steering becomes ineffective.
• She should be able to “Stop within a distance appropriate to the circumstances”.
• This means that in a given situation if the other vessel is at some distance from your vessel and
stopping your vessel is the best action to avoid collision, then your present speed should be such
that you should be able to bring your vessel to a complete stop within about half the present
distance between the two vessels. The stopping distances for different speeds are prescribed in
the manoeuvring data of the vessel.
• Within a distance appropriate to. . .
• The term ‘moderate speed’ was previously interpreted as meaning a speed which would enable
a vessel to be stopped within half the range of visibility.
• To comply with the above two principles, various factors are prescribed in the Rule which should
be seriously considered by the Master in deciding the safe speed.
• The state of visibility;
• The visibility, if the visibility is affected by any condition then adequate precautions should be
taken and the me may be required, the helmsman should also be stand by and if permissible the
stand by steering motor switched on.
• Rule 19 requires a power-driven vessel to have her engines ready for immediate manceuvre in
restricted visibility and every vessel, when risk of collision exists, to reduce her speed to the
minimum at which she can be kept on her course when a fog signal is heard forward of the
beam, or when a close quarters situation cannot be avoided with another vessel forward of the
beam. This Rule therefore places further limitations on the value of safe speed in restricted
visibility
• The traffic density including concentration of fishing vessels or any other vessels;
• If the traffic density is heavy, and a lot of ships are moving around then the ME has to be on
stand by since the vessel may have to take emergency measures to avoid danger.
• The alteration of courses may not be possible due to other vessels in the vicinity.
• The maneuverability of the vessel with special reference to stopping distance and turning
ability in the prevailing conditions;
• This relates to the peculiar maneuvering characteristics of different vessels, a large fully laden
tanker may have stopped her engines after being on full ahead, she then takes emergency
action to stop the vessel by going emergency full astern, but the momentum of the vessel is
such that she would come to a full stopped condition only after traveling a further distance of
maybe a mile.
• A smaller cargo vessel or the same tanker on ballast in such a condition may have stopped in
the water in a distance of maybe less that quarter of a mile.
• The maneuverability of the vessel with special reference to stopping distance and turning
ability in the prevailing conditions;
• Again a large tanker fully laden will take a lot of time to initially begin her turn after the wheel is
put hard over, and once the vessel starts her swing she keeps swinging and to stop her swing it
takes a lot of time wherein the ship may have done a near 360° turn and landed up in another
critical situation.
• A smaller vessel or the same tanker on ballast may not have such problem.
• At night the presence of background light such as from shore lights or from back scatter of her
own lights;
• The above refers to the state of visibility, a vessel when she leaves a port is surrounded by a lot
of bright shore lights, and her navigation lights may be cluttered up with these lights.
• A lookout on another vessel would not be able to see the vessel departing the port until she
comes to a position where the background is dark.
• At night the presence of background light such as from shore lights or from back scatter of her
own lights;
• The second case refers to back scatter of a vessel’s own lights. Backscatter of ships lights is the
effect of a brightly lit ship (say at anchor or at sea with the bridge front port holes not covered).
• The light, which emanates from these sources pick up the microscopic particles of the
atmosphere and they are seen as a filter before an observer’s vision.
• In cases where this filter is bright it may obscure a distant vessels navigation lights and a look
out may detect the vessel when she is quite close.
• The state of wind, sea and current, and the proximity of navigational hazards;
• In rough weather with high winds and waves it is difficult to quickly alter the course of a ship the
wind and/or the waves prevent or haste the alteration as such the helmsman used to giving a
particular helm to alter a course may find that the ship either does not turn or turns very slowly,
the correcting helm also is different than usual.
The state of wind, sea and current, and the proximity of navigational hazards;
• A current also makes a ship behave in the above manner.
• A danger mark or a shallow patch would cause a vessel to alter course less than is required as
such the need for a ship to be within manageable speed where she can be brought out of one
danger without her landing up in another difficult situation
• The draught in relation to the available depth of water.
• As stated previously the draught in relation to the depth of water – a deep drafted vessel under
the circumstances, has to take special precautions in maintaining her speed, her draft is more
thus the sea room available for her to take effective action to avoid a close quarter situation has
to be effected with the ME performance.
• Speed thus has to be controllable and the ship if required has to be stopped short of
danger.
• Additionally, by vessels with operational radar:-
• Today this refers to practically all ocean-going vessels. When it is stated that the vessel has a
Radar, it implies that the Radar is fully functional and may be used to keep a Radar watch and a
good Radar lookout can be kept on it.
From the context of the Rule it is apparent that the term ‘operational radar’ means radar in use.
• However, it must be appreciated that radar is required to be used, when appropriate, both for
keeping a proper look-out and for determining risk of collision ( Rules 5 and 7) provided, of
course, that it is in working order
• The characteristics, efficiency and limitations of the radar equipment;
• A considerable choice of radar equipment is available ranging from the relatively small, low cost,
installations which are intended for use on small vessels to the highly sophisticated computer-
aided systems fitted to some of the larger ships.
• Even the most efficient equipment cannot be regarded as a complete substitute for the human
eye. Radar may fail to detect small targets, alterations of course made by other vessels are
usually less apparent and the use of radar bearings is more likely to result in a faulty
appreciation of risk of collision than visual bearings taken by compass.
• However, the use of radar in clear visibility does give some advantages such as range indication
and, with some systems, the prediction of the distance of nearest approach and an indication of
the effectiveness of proposed manceuvres to avoid collision.
• All vessels of 10,000 gross tons and upwards are required to be fitted with automatic radar
plotting aids (ARPA) by the IMO Safety of Life at Sea (SOLAS) Convention. Such equipment is
being fitted to an increasing proportion of smaller ships. When advanced equipment of this type
is provided it is expected to be put to effective use.
• A functional Radar may not be operating at its peak performance, maybe the magnetron has
become old, or the centre of the PPI is burnt out or any other causes where the Radar has got
peculiarities which are readily apparent to a new observer but may be overlooked by a old ship
hand.
• The Mast and the funnel cast Radar shadows and for a particular ship the watch keepers have to
take that in consideration. These peculiarities may in emergencies cause other vessel’s not to be
tracked by the Radar.
• The efficiency of the equipment for the purpose of detecting the presence of other vessels and
determining whether risk of collision exists must also be related to the competence of those
observing it and the way it is being used.
• Occasional glances at the radar screen would hardly constitute proper use of the equipment to
justify a high speed in restricted visibility.
• Any constraints imposed by the radar range scale in use;
• Sometimes a Radar may be fully functional and good but it may have a defect that is it may not
detect vessel’s at a certain range or may be not very good at low ranges or on higher ranges.
• Any constraints imposed by the radar range scale in use;
• Constraints may be imposed by every range scale that can be used.
• When using the longer range scales definition and discrimination are reduced and small targets
are less likely to be detected, whereas shorter range scales do not permit early detection of
targets and do not enable the observer to obtain an overall assessment when several vessels
are in the vicinity.
• The range scale which is most suitable for the locality should be selected but the scale should
be changed at regular intervals. The scale should not be changed when there is a dangerous
target at close range.
• When two radar displays are available and in use it may be advantageous to select a different
range scale on each display to avoid the necessity of switching scales.
• The effect on radar detection of the sea state, weather and other source of interference;
• Clutter, a nuisance especially when it is least wanted.
• Rain clutter is the raindrops sending their reflection back to the observer who is more interested
in detecting the ships. Rain clutter may completely obscure an entire region of the horizon on
Radar, thus any ships within that particular region will not be detected.
• Increasing the Rain clutter control on the Radar will reduce the rain clutter but will also remove
weak targets.
• Sea clutter is another hazard, this is more affecting around the proximity of the ship than rain
clutter, but the effect is the same the vessels (especially small or when the aspect is poor) are
obscured.
• Other sources include soot from the funnel which can seriously impair the performance of the
Radar.

• Proper use of controls should normally enable ship echoes to be distinguished from clutter due
to waves and precipitation but such interference may sometimes be so severe that even large
targets may be obscured.
• Echoes from small craft are especially likely to remain undetected when such interference is
present.
The effect on radar detection of the sea state, weather and other source of interference;
• The effect of rain clutter is much less when using l0 cm wavelength than when using 3 cm. This is
often also the case with clutter caused by sea return.
• Vessels fitted with two radars, one of each wavelength, would be expected to make use of the
10 cm wavelength for detecting other vessels in conditions likely to cause severe clutter,
particularly in heavy tropical rain squalls.
• In 1979 the Atlantic Empress and the Aegean Captain, two very large laden tankers, collided off
Tobago near the edge of a tropical rain squall. The Aegean Captain had just passed through the
heavy rain. Both vessels were proceeding at full speed and in each case detection was not
achieved until the range was less than 2 miles.
• At the subsequent inquiry in Greece it was considered that both vessels did not make effective
use of their radar equipment and were proceeding at excessive speed for the conditions of
visibility.
• The possibility that small vessels, ice and other floating objects may not be detected by radar
at an adequate range;
• Every modern Radar has a selective clutter control, where the logic is that, the microprocessor
within the Radar once it detects a target predicts the next position of the target, if the target
fails to appear it removes the target, of course this sequence is not in one sweep but in about 5
sweeps, thus a small vessel if it appears inconsistently then the Radar will not detect it.
• For Ice it is different, the ice reflects the EM wave in a direction that is not towards the scanner
and is thus lost and the observer does not see the Ice.
• Minor targets such as small coastal vessels and trawlers should normally be detected at
distances greater than 6 miles, provided the set is properly adjusted, but yachts, open boats and
other small craft, especially boats of fibreglass construction, usually give poor echoes and may
not be detected in time to take effective avoiding action.
• The fitting of an efficient radar reflector is likely to considerably increase the probability of being
detected and may double the range of detection for a small vessel.
• The Safety of Life at Sea Convention (SOLAS) requires all ships of less than 150 gross tons to be
fitted, if practicable, with a radar reflector or other means, to enable detection by radar at both
9 and 3 GHz.
• The reflector should be of an approved type complying with minimum performance standards,
preferably mounted at a minimum height of 4 m above water level.
• In April 1961, the South African Pioneer was on a voyage from Charleston, South Carolina to
New York. In visibility of approximately 11 miles the engines were placed on stand-by, resulting
in a speed of approximately 10 knots.
• The radar was on the 8 mile range, and sea clutter was observed to extend approximately 3
miles out from the centre of the display. No targets had been observed by radar, but a light was
sighted 10" on the starboard bow.
• This later proved to have been the sidelight of the Powhatan, a 78 foot wood hull fishing vessel.
Despite drastic helm and engine action the South African Pioneer was unable to avoid collision.
• The number, location and movement of vessels detected by radar;
• The greater the number of targets indicated on the radar display the more difficult it may be to
determine risk of collision and to assess the effect of possible manceuvres, although some radar
systems are capable of providing information of this kind.
• Vessels detected ahead, or fine on the bow, proceeding in the opposite direction, will obviously
present a greater threat than vessels observed to be approaching from abaft the beam with a
low closing speed.
• The number, location and movement of vessels detected by radar;
• Where traffic separation schemes apply a ship using a traffic lane in restricted visibility may find
it dangerous to reduce to a very low speed when proceeding in the general direction of traffic
flow as this may result in her being frequently overtaken by other ships passing at close
distances. However, a high speed is not necessarily justified in order to keep pace with other
vessels in a traffic lane. The possibility of encountering crossing vessels and small craft must be
taken into account.
• In areas of high traffic density, keeping track of what each ship is doing and also assessing the
ship with the most potential risk factor is a difficult task.
• However with a Radar tracking unit or an ARPA the same can be achieved very easily.
• 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.
• When fog or mist is considered likely to develop the radar should be in operation.
• It may be possible to determine the extent of the visibility by observing the radar ranges at
which other vessels or navigation marks are first visually sighted, or at which they disappear
from view.
• At night the probable presence of fog may be indicated by failure to see the lights of a vessel
which gives a strong echo within the normal visual range.
• Proceeding at reduced speed has following advantages :
 CPA will increase thus reducing risk of collision.
 It gives more time to think, assess and act.
 It allows you to stop more effectively.
 Resulting damage due to collision will be considerably less.
• Do not proceed at high speed by relying on information obtained from single navigational
equipment. Always double-check with other equipment.
• Maintaining high speed for commercial reasons is no excuse.
• Constantly monitor the situation and change speed as situation demands.
• 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.
• As in the case of speed and look-out, the determining of risk of collision has been given greater
emphasis in the 1972 Regulations by introducing a rule which deals specifically with this aspect
of collision avoidance and which requires the proper use of radar in appropriate circumstances.
• Rules 12, 14, 15 and 18 require one vessel to keep out of the way of another when risk of
collision exists,
• When one of two vessels in sight of one another is required to keep out of the way the other
must keep her course and speed (Rule 17).
• “Every vessel” has the same meaning as explained in Rule 5 above.
• To determine risk of collision following “All available means” shall be used as appropriate to the
prevailing circumstances and conditions and as explained in Rule 5 :
• Radar
• ARPA.
• Automatic Identification system.
• Magnetic compass.
• Gyro compass and repeaters.
• Azimuth ring / Pelorus.
• ECDIS
• VHF
• Appropriate to the prevailing circumstances
• The phrase ‘appropriate to the prevailing circumstances and conditions’ indicates that it is not
always necessary to use radar to determine whether risk of collision exists.
• However, paragraph (a) should not be interpreted as only requiring radar to be used in
restricted visibility.
• Visual compass bearings are generally preferable to radar bearings when vessels are in sight of
one another, but the use of radar enables ranges to be taken.
• A stand-on vessel can use radar to determine whether the vessel required to keep out of the
way is not taking appropriate action or is so close that collision cannot be avoided by the action
of the give-way vessel.
• A vessel which is obliged to pass close to another vessel when overtaking can use radar to
ensure that there is a safe passing distance. The effects of interaction and the possibility of a
steering defect should be taken into account.
• The expression “Risk of collision” has not been defined in COLREG. However by common sense it
means that if the two vessels continue to proceed on their respective courses and speeds, then
they are likely to collide or pass dangerously close to each other.
• If CPA is ≤ 0.5 mile then assume that risk of collision exists.
• If you have any doubt whether the risk of collision exists or not, then you shall take it for
granted that it exists and take action accordingly.
• Proper use shall be made of Radar equipment if fitted and operational, including long-range
scanning, to obtain early warning of risk of collision, and Radar plotting or equivalent
systematic observation of detected objects.
• Radar is an AID to navigation and its use today is mandatory and essential. The Radar should be
used so long as it is functional to warn the watch keeper of the danger in as great a time interval
as possible.
• This implies that the Radar has to be used for long range scanning to detect the ships and do a
radar plot to determine whether the ship would pose any hazard or not.
• Proper use shall be made of Radar equipment if fitted and operational,
• Rules 6, 7, 8 and 19 contain specific references to the use of radar and there is an important
implied reference in Rule 5.
• Proper use of radar to obtain early warning of risk of collision requires that all controls should be
at their optimum settings and that the appropriate range scale should be used.
• In addition the choice of display may be important. Where a true motion display is provided it
should be used in conditions favourable to this type of presentation. An alteration of course
made by another vessel moving at fairly high speed is likely to be more readily apparent on the
true motion display from the change in direction of the echo trail.
• True motion is generally more suitable for use with the lower range scales in congested waters
rather than in the open sea. On vessels fitted with two radars in close proximity it may be
advantageous to use the relative motion display on one radar and the true motion display on
the other.
• Further even if the ARPA is not working the bearing and distance off if plotted would give a fair
idea of the risk of collision. The bearing may not be very accurate ,but over a period of time this
inaccurate bearing would still indicate whether such risk exists or not. Radar Plotting of course is
very helpful in assessing the above. And this is termed as systematic observation.
• “Long range scanning” means changing the range scale of the radar frequently to obtain targets,
if any, at long range.
• “Systematic observation” is carried out by ARPA.
• Assumptions shall not be made on the basis of scanty information, specially scanty radar
information.
• It is common sense that you should decide whether there is risk of collision or not only after
obtaining complete information about the existing situation. Any half information could result in
wrong assessment of the situation and hence increase the risk of collision.
• Scanty Radar information – if the target has been observed once in a while then the assessment
is not correct. The plot is required and then the plot has to be checked by following it up by
further observations.
• ARPA readings may not be accurate in the first set of figures, the ARPA also keeps predicting and
updating the figures. Small vessels often disappear from Radar, it does not mean that the ship
was never there and that it was a false echo.
• Target swap takes place frequently on Radar, this gives rise to scanty and wrong information.
• Remember: after judging a vessel’s track and risk factor it has to be keenly observed to ensure
that the data that the watch keeper has obtained is true.
• In determining if risk of collision exists the following considerations shall be among those
taken into account :
1. Such risk of collision shall be deemed to exist if the compass bearing of an approaching vessel
does not appreciably change.
2. Risk of collision 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.
• “Compass bearing” means :
• The direction of the other vessel as measured from your vessel with the help of a Magnetic or
Gyro compass.
• “Appreciable bearing change” is not defined and it cannot be quantified.
• It will obviously depend on existing circumstances. Best way to ascertain it is to take series of
bearings, carryout a Radar plot or use ARPA and determine the CPA.
• Rule 7 --- Risk of collision - (d)
• “Tow” means a vessel pulling another vessel astern by a long rope or wire.
• In the three cases mentioned in the Rule above, it is possible that even if the bearing of that
vessel, measured as stated above, changes appreciably or substantially, the risk of collision with
her may still exist.
• Hence the bearing change alone may not give a clear indication of risk of collision. You will have
to confirm this by calculating CPA by Radar plot as stated above.

• Rule 8 --- Action to avoid collision- (a)
• Any action to avoid collision shall be taken in accordance with the Rules of this Part and shall,
if the circumstances of the case admit, be positive, made in ample time and with due regard to
the observance of good seamanship.
• “Action shall be taken in accordance with the Rules 4 to 19 ”. In other words you should be
aware of the Rule which applies in a given situation and take action as given in that Rule.
Departure from Rules is not permitted except as stated in Rule 2.
• “Action taken shall be positive”. The action should be positive meaning that it should result in
the reduction of the risk of collision, not aggravate it.
• It means that the action which you decide to take should be sufficiently large so that it will
definitely take your vessel away and well clear of the other vessel.
• You should not take a half-hearted or inappropriate or incomplete action which may delay the
collision but may not completely remove the risk
• “Action shall be taken in ample time”.
• Once you realise that there is a risk of collision then you should not delay your action, regardless
of the position of the other vessel. By using Radar plot or ARPA you should calculate the CPA and
TCPA and take action well before you reach the disaster situation. A substantial alteration made
early is better than a very large alteration made late
• “Action shall be in accordance with good seamanship”.
• It means the same thing as “Ordinary practice of seaman” which is explained in Rule 2. In other
words you not only have to apply the appropriate Rule but you should also use your common
sense before deciding any action
• 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.
• “Any alteration of course and/or speed to avoid collision shall be large enough to be readily
apparent to the other vessel”.
 Action to avoid collision will normally consist of an alteration of course and/or speed. Either way
you should make a substantial alteration. Amount of large alteration is not specified in COLREG.
However on the basis of past experiences and practices it is generally accepted that an
alteration of course by about 30° or reduction of speed to about half its original speed would be
large enough. These values may be increased in specific situations.
• “Any alteration of course and/or speed to avoid collision shall be large enough to be readily
apparent to the other vessel”.
 By doing so, the Officer on the other vessel which is still far away from you, and who is observing
you visually or with the help of his Radar, will notice that the bearings of your vessel from his
vessel are changing. By applying Rule 7 he will realise that you have actually taken an action and
he will be satisfied that the risk of collision has been eliminated.
• The phrase 'if the circumstances of the case admit' is incorporated in the text to provide for
situations in which large alterations cannot be made due to lack of sea room or other causes.
• “Succession of small alterations of course and/or speed should be avoided”.
 You should not alter the course and/or speed by small amounts one after the other, to reach the
final amount of alteration which you intend making. This would confuse the Officer of the other
vessel as he will not be sure about your intentions. It also means that you are not being
“Positive” in taking action.
 In other words whatever alteration you decide to make, should be made in a single action and
not in stages.
• (c) If there is sufficient sea room, alteration of course alone may be the most effective action
to avoid a close-quarters situation.
• “Alteration of course may be the most effective action to avoid collision”.
 In most cases an alteration of course can be implemented quickly, it is easy to carry out and it
results in your vessel passing well clear of the other vessel in the shortest possible time.
Reducing speed or stopping or reversing engines, is not so easy and takes a long time to be
effective. Speed alteration is rather difficult to observe & as such it is difficult to assess the
situation, and the apparent track remains the same
 Hence if you have a choice of actions then you should preferably alter course rather than alter
speed. However if there is insufficient sea room around your vessel then it may not be possible
to alter course, in which case a reduction of speed may be the only suitable action.
• “Close-quarters situation” is not defined in COLREG.
 However by implication it means that if the two vessels continue to proceed on their respective
courses and speeds, then they are likely to pass at a distance which is less than the “Safe
distance” explained in Para. (d) below.
 For all practical purposes it means same as “Risk of collision” as explained in Rule 7.
• 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.
• “Action taken shall be such as to result in passing at a safe distance”.
 Obviously when a watchkeeper takes any action, his intention should be to pass well clear of the
other vessel. The safe distance to be maintained between the two passing vessels is not
prescribed in COLREG and it depends on various circumstances.
 Normally the Master would state the safe distance in his standing orders which shall be strictly
followed.
 As a general practice the watchkeeper shall keep a safe distance of at least 2 miles from all
vessels, subject to the Master’s instructions.
• “Effectiveness of the action shall be carefully checked until the other vessel is finally past and
clear”.
 After you have taken the appropriate action, it does not mean that your job is over. You should
continuously check the bearing of the other vessel at short intervals, which should now start
changing appreciably or substantially. This would confirm that the action which you took is
effective and your vessel will definitely pass clear of the other vessel.
 This exercise of checking bearings should be continued till you find that the other vessel is
“Finally past and clear” and you can bring your vessel back to her earlier course and speed.
• “Finally past and clear”.
 This is achieved if at least two of the following three conditions are satisfied :
1. Distance between the two vessels has started increasing.
2. Relative bearing of the other vessel has started opening.
3. The other vessel has moved to your opposite side.
• 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.
• Rule 8(e) must be interpreted in context with Rules 6, 19(b) and 19(e). Every vessel is required
to proceed at a safe speed at all times.
• Although increases of speed, as a means of avoiding collision, are not prohibited, the emphasis
in the Rules is placed on reductions of speed.
• As vessels infrequently proceed at a lower speed than would be considered safe for the
prevailing circumstances an increase in speed large enough to satisfy the requirements of Rule
8(b) would usually be in contravention of Rule 6.
• When a vessel is obliged to take action to avoid collision with another vessel which is crossing,
or which she is overtaking, she may be prevented from making course alterations due to lack of
sea room or to the presence of other vessels; in such circumstances it will be necessary to
slacken speed or take all way off.
• In restricted visibility when a close quarters situation cannot be avoided with a vessel forward of
the beam, or a fog signal is heard forward of the beam, it will usually be necessary to reduce
speed or stop the ship
• The speed must also be reduced if it is necessary to allow more
• time to assess the situation.
• Rule 5 requires that a full appraisal of the situation and of the risk of collision should be made.
When a vessel is sighted at short range and it is not possible to determine how she is heading
due to poor visibility or weak lights the best action for a ship with a good stopping power may
be to make a drastic reduction of speed.
• 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.
 In Rules 9(b) and (c) and Rules 10(i) and (j) it is stated that a vessel of
length < 20m., sailing vessel and fishing vessel shall not impede the
passage of other vessels. In Rule 18(d)(i) it is stated that a vessel other
than NUC and RAM vessels shall not impede the passage of a CBD
vessel.
• It means that the vessels which are not supposed to impede the passage of other vessels, shall
not navigate in areas where the other vessels have to navigate by virtue of their size or other
constraints. The former vessels shall take early action to keep clear of such passage so that the
latter vessel can safely pass through it without the development of risk of collision.
• 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 a risk of collision and shall,
when taking action, have full regard to the action which may be required by the Rules of this
part.
• If a vessel which is not supposed to impede the passage of another vessel, has inadvertently
impeded the latter’s passage and risk of collision has developed, then the former vessel shall still
remain obliged and duty bound to take appropriate action to avoid collision in accordance with
these Rules.
• A vessel taking action so as to avoid impeding the passage of another vessel must have full
regard to the action which may be required by the Steering and Sailing Rules.
• This is a requirement of Rule 8(f)(ii) to take account of the possibility of both vessels taking
conflicting action when there is risk of collision.
• However, as it is not possible to establish the precise distance apart at which risk of collision
begins to apply, a vessel taking early action not to impede should also have full regard to the
action which may be taken by the other vessel. Rules 14, 15 and 17(c) indicate the form of
action to be taken
• 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 a risk of
collision.
• This sub-para. when read with the previous two sub-paras clearly implies that if a vessel which
is not supposed to impede the passage, and a vessel whose passage is not to be impeded, are
approaching one another so as to involve a risk of collision, then both vessels shall be fully
obliged to take appropriate action in accordance with these Rules to avoid collision with each
other.
• Rule 9 --- Narrow channels

• Narrow channel is not defined in COLREG.
• Hence it should be considered to be a region where vessels will necessarily have to pass close to
the other and where normal substantial action for avoiding collision may not be possible.
• Constraint in taking action may be due to presence of land or shallow patches on either side of
the vessel. Hence you have to be extra careful when navigating through such areas.
• The term ‘fairway’ is generally used to refer to an open navigable passage of water, or the
channel dredged and maintained by the port authority.
• Proceeding along the course of a narrow channel
• A vessel is only required to keep near to the outer limits on her starboard side when proceeding
along the course of the channel.
• She would, of course, be permitted to cross the channel for such purposes as changing pilots or
proceeding to a side channel or berth which lies on the other side provided that such crossing
does not impede the passage of a vessel which can safely navigate only within the channel (Rule
9(d)).
• Keep near to the outer limit
• The requirement to keep near to the outer limit will usually mean that, when the depth of water
diminishes from the mid-channel outwards to the sides, vessels with shallow draught must keep
further to starboard than vessels of deeper draught.
• However, vessels are not expected to put themselves in danger by passing too close to the
shoals, or to make frequent alterations of course in order to keep near to the outer limit of
every part of the channel.
• They are required to keep as near to the outer limit as is safe and practicable. It will not be
sufficient to move over to the starboard side when encountering vessels proceeding in the
opposite direction. A vessel is expected to keep near to the outer limit on her starboard side.
• Following precautions have been specified in this Rule :
• Keep to the starboard side outer limit of the channel without endangering yourself.
• Vessel of length < 20m. And sailing vessel shall not impede the passage of other vessels and
shall take action in accordance with Rule 8(f). Small vessels and sailing vessels are not required
to avoid impeding the passage of all power-driven vessels of over 20 metres in length when in a
narrow channel. Many power-driven vessels which exceed that length may be able to navigate
outside the channel limits. However, it is only the passage of a vessel showing the lights or
shapes to indicate that she is constrained by her draught which must not be impeded. Small
vessels should take the width and depth of the channel into account and, if in doubt, keep clear
of vessels likely to be restricted.
• Do not cross a channel if it impedes the passage of another vessel. If it happens then the latter
vessel may sound ≥ 5 short blasts to warn the crossing vessel about her intentions.
• Rule 9 --- Narrow channels –fishing vessels
• Rule 9(c) has a wider application than Rule 9(b).
• It is not only vessels which can only navigate within the channel which must not be impeded.
• Even sailing vessels and small power-driven vessels must be allowed to pass along or across the
channel or fairway.
• Fishing vessels are therefore only permitted to fish in a channel or fairway when they are able
to get an early indication of the approach of other vessels which will enable them to clear the
passage in sufficient time
• Rule 9 --- Narrow channels – Overtaking
• This paragraph was introduced for the first time in the 1972 Rules.
• The need for such a provision became increasingly apparent with the tendency of large vessels
to proceed along a fairway or channel at high water and to overtake other vessels because of
the limited time available.
• In such cases there is often insufficient room for overtaking to take place unless the vessel to be
overtaken takes appropriate action to permit safe passing.
• The procedure to be adopted when overtaking can only take place by mutual agreement is
described in Rule 9(e)(i).
• On hearing a signal from the overtaking vessel indicating which side she intends to pass the
vessel about to be overtaken should indicate agreement if it is safe to overtake and take such
action as may be necessary to permit safe passing.
• It would be good seamanship to move away, as far as is safe and practicable, from the side of
the fairway in which the overtaking vessel intends to pass, to allow a greater passing distance,
and furthermore to reduce speed in order to decrease the period of running closely parallel to
each other
• Vessel intending to overtake another vessel shall indicate her intention, and the overtaken
vessel shall respond appropriately, by giving the following sound signals on their whistle :
 2 prolonged blasts followed by 1 short blast --- I intend to overtake you on your
starboard side.
 2 prolonged blasts followed by 2 short blasts --- I intend to overtake you on your port
side.
 If the vessel being overtaken agrees then she shall sound 1 prolonged, 1 short, 1
prolonged and 1 short blasts, and shall alter course appropriately to allow the other
vessel to overtake safely.
 If the overtaken vessel is in doubt about the intentions of the overtaking vessel then she
may sound ≥ 5 short blasts.
• Although Rule 9 is in Section 1 of Part B which relates to conduct in all conditions of visibility, the
signals prescribed in Rule 34(c) are only to be made by vessels in sight of one another.
• As Rules 9(e) and 34(c) are complementary it is implied that Rule 9(e) applies only to vessels in
visual sight of each other.
• This rule does not relieve the overtaking vessel of her obligation under rule 13.
• Okay so the ship ahead has agreed to be overtaken, but the responsibility and obligation as per
Rule 13 still remains on the ship behind, she cannot find fault with the ship ahead, if some
mishap occurs.
• This is the reason that she has to make sure that after answering in the positive the ship ahead
has made adequate sea room available for her to overtake. Otherwise even if the sound signal is
positive she should not overtake, if in doubt she may sound the signal again.
• The overtaking vessel remains obliged to take action to keep clear of the overtaken vessel in
accordance with Rule 13.
• If a vessel is nearing a bend in a channel or an obstruction due to which another vessel on the
other side may be obscured, then both vessels shall sound 1 prolonged blast.
• Do not anchor in the channel.
• The requirement to avoid anchoring in a narrow channel, if the circumstances of the case admit,
is new to the 1972 Rules.
• A vessel anchored in a narrow channel is likely to impede the safe passage of other vessels.
• Thick fog may not be considered justification for anchoring in a channel or fairway as it is
common practice for many vessels to proceed with the assistance of radar.
• A vessel which finds it necessary to anchor in a narrow channel should endeavour to do so in a
position where she will not obstruct the flow of traffic.
• Rule 10 --- Traffic separation schemes

• TSSs are introduced by local authorities with the approval of IMO in accordance with Rule 1(d),
to ensure smooth traffic flow in areas of high traffic density, near fishing grounds, in vicinity of
oil rigs or where natural obstructions exist.
• Comply with all other Rules in addition to this Rule. It means you do not have any right of way in
a TSS.
 The words ‘and does not relieve any vessel of her obligation under any other Rule’ were added
to Rule 10(a) by the 1987 amendment.
 This change was made to make it quite clear that all other Rules of the Collision Regulations
continue to apply to a vessel using a traffic separation scheme. For instance, a power-driven
vessel following a traffic lane is not relieved of her obligation to keep out of the way of a vessel
seen on her own starboard side to be crossing so as to involve risk of collision.
• Proceed in the appropriate lane as marked on the chart.
• Keep clear of the separation line or zone except in the following circumstances :
 When crossing the TSS.
 When joining or leaving a lane.
 To avoid immediate danger.
 For fishing.
• Normally join or leave a lane at its termination, but when joining or leaving from the side, do so
at as small an angle to the general direction of traffic flow as practicable.
• Do not cross a lane, but if obliged to do so, then cross it on a heading at right angles to the
general direction of traffic flow.
• The words 'on a heading' were added to Rule 10(c) by the 1987 amendments to make it clear
that it is the heading of the vessel and not the course made good which should be as nearly as
practicable at right angles to the direction of traffic flow.
• For slow vessels experiencing a strong cross current or tidal stream there can be an appreciable
difference between the course steered and the course made good. The shortest time to cross a
traffic lane is achieved by crossing on a heading at right angles to the direction of traffic flow
• Normally join or leave a lane at its termination, but when joining or leaving from the side, do so
at as small an angle to the general direction of traffic flow as practicable.
• Do not use an inshore traffic zone if the normal TSS can be used, except in the following
circumstances :
 When en route to or from a port, offshore installation, pilot station, etc.
 To avoid immediate danger.
 It may be used by vessels of length < 20m., sailing vessels and fishing vessels.
• Navigate with particular caution near terminations of TSS, e.g. avoid overtaking, reduce speed if
necessary, avoid VHF calls, etc.
• Do not anchor in TSS or near its terminations.
 One of the aims of traffic separation is to reduce the speed at which vessels approach one
another by causing traffic to move along the lanes in the same direction. In a traffic stream a
vessel at anchor, or a vessel underway and stopped, is therefore a source of danger, particularly
in restricted visibility. The direction of the wind or stream may cause an anchored vessel to lie at
a broad angle to the traffic flow which may result in her being a serious obstruction to traffic in a
narrow traffic lane. A vessel is also required to avoid anchoring in a traffic separation zone and
in areas near the termination of a lane.
• When not using a TSS avoid it by a wide margin.
• Fishing vessel shall not impede the passage of any other vessel.
• Vessel of length < 20m. and sailing vessel shall not impede the passage of a PD vessel.
• RAM vessels engaged in following activities are exempted from complying with this Rule :
 Laying, servicing or picking up a navigation mark, submarine cable or pipeline.
 Dredging, surveying or underwater operations.
 Mine clearance operations.
• Vessels using a traffic separation scheme
• Paragraph (b) applies to vessels using a traffic separation scheme and paragraph (h) applies to
vessels not using a traffic separation scheme.
• A vessel is using a scheme, in the context of Rule 10, when she is navigating within the outer
limits of the scheme and is not crossing the lanes nor engaged in fishing within a separation
zone.
• A vessel using an inshore traffic zone is not using the scheme
• Special signal
• The International Code two letter signal ‘YG’ has the meaning ‘You appear not to be complying
with the traffic separation scheme’.
• The master of any vessel receiving the signal by whatever means should take immediate steps
to check his course and position and any further action which may be appropriate in the
circumstances.
• PART B : 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.

 By definition given in Rule 3 it means that Rules 12 to 18 shall apply when vessels can be seen
visually from each other.
 In this Rule there is no mention of the state of visibility i.e. whether it is restricted on account of
bad weather or not. Hence, even if the visibility is restricted but the vessels are sufficiently close
to sight each other visually, the above Rules shall apply.
 If the two vessels are not in sight of each other because of some island or other obstruction in
between, and not due to bad weather, then also the above Rules shall apply.
• Rule 12 --- Sailing vessels
• This Rule deals with risk of collision between two sailing vessels.
• 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.
• It does not make a difference whether any ship ahead of own vessel has permitted by signalling
that overtaking may take place. As far as the Rules are concerned especially Rule 13, the
overtaking vessel is duty bound to keep clear.
• This Rule makes it very clear that any overtaking vessel is duty bound to take action to avoid
collision with any overtaken vessel.
• However the Rule does not specify what action should be taken by her. In other words, as per
this Rule, the overtaking vessel can take any action out of the following five possible actions :
1. Alter course to starboard.
2. Alter course to port.
3. Reduce speed.
4. Stop its engines.
5. Reverse the propulsion.
• A vessel shall be deemed to be an overtaking vessel when coming up with another vessel from
a direction more than 22.5° 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 stern light of that
vessel but neither of her sidelights.
1. This Rule defines the meaning of “Overtaking vessel”.
• 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.
• The above stated doubt can arise in two different ways as follows :
 If overtaking vessel is nearly on bearing line of 22.5° abaft the beam from the other vessel.
 In daytime when the stern or sidelights are not illuminated.
 This doubt can only be resolved by carrying out Radar plot or by ARPA. However if these
equipment are not there or not working, then it will not be possible for a vessel to decide
whether she is overtaking the other vessel or not.
• 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.
• This Rule makes it amply clear that in a given situation if it is established that one of the two
vessels is overtaking and the other is being overtaken, then even if subsequently the bearing
between them changes and the overtaking vessel becomes a crossing vessel, she shall continue
to be obliged to keep clear of the overtaken vessel “Until she is finally past and clear”. The last
phrase has been explained in Rule 8(d).
• Rule 14 --- Head-on situation

• (a) When two power-driven vessels are meeting on reciprocal (opposite) 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 could see the masthead lights of the other vessel in a line or nearly in
a line and/or both sidelights and by day she observes the corresponding aspect of the other
vessel.
• This Rule defines the meaning of “Head-On situation” as follows :
 Both are PD vessels. This Rule does not apply to any other combination of vessels.
 They shall be proceeding on reciprocal (opposite) courses.
 There shall be risk of collision between them.
 They shall see each other right ahead and not on each other’s bow.
• At night they shall see each other’s lights in one of the following combinations :
 Both PD vessels are of length ≥ 50m. and the distance between them is ≥ 3 miles which is the
minimum range of visibility of the sidelights for such vessels. In this case only both masthead
lights shall be visible in a vertical line but sidelights shall not be visible.
 Both PD vessels are of length ≥ 50m. and the distance between them is < 3 miles. In this case
both masthead lights in a vertical line and both sidelights shall be visible.
 Both PD vessels are of length < 50m. and the distance between them is < 2 miles which is the
minimum range of visibility of the sidelights for such vessels. In this case one masthead light and
both sidelights shall be visible because the second masthead light is not compulsory for such
vessels.
• Both PD vessels are of length < 50m. and the distance between them is ≥ 2 miles. In this case
only one masthead light shall be visible, hence it will not be possible to ascertain whether it is
head-on situation or not.
• “Corresponding aspect” by day means that one vessel sees the other vessel in the same
position as if seeing the masthead lights in a line at night. In other words it implies that by day
one vessel sees both the masts of the other vessel in a line or one mast and accommodation of
the other vessel in a line.
• This Rule further states that each vessel shall alter her course to starboard so that each shall
pass on the port side of the other. In other words the Rule specifies the action to be taken by
both vessels, hence the watchkeeper does not have any choice i.e. he cannot alter course to
port, nor reduce speed nor continue on her course and speed.
• You should alter course to starboard in ample time, as per Rule 8, as soon as you realize that
head-on situation exists and there is risk of collision. In other words you shall not wait for the
other vessel to take action.
• When a vessel is any doubt as to whether such a situation exists then she shall assume that it
does exist and act accordingly.
• Such doubt may exist in the following circumstances :
 If the masthead lights or the masts of the other vessel are not exactly in a line but nearly in a
line i.e. slightly separated from each other.
 If the courses of the two vessels are not exactly reciprocal to each other but nearly so.
 If one vessel sees the other slightly on the bow and not exactly right ahead.
• In all the above cases the word “Nearly” is taken to be about half-point (5° to 6°) on either bow.
However you shall ascertain whether risk of collision exists by carrying out a radar plot or by
ARPA i.e. the CPA is less than that prescribed by the Master in his standing orders. If it is so or if
you cannot carryout the plot, then you shall assume that head-on situation exists and alter
course to starboard even if the other vessel is half-point on starboard bow
• 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 of the other and shall, if the
circumstances of the case admit, avoid crossing ahead of the other.
• “Crossing situation” has not been defined in this Rule. Indirectly it means that a crossing
situation is said to exist when both overtaking and head-on situations as defined in Rules 13 and
14 respectively do not exist.
• This Rule applies to risk of collision only between two PD vessels and not to any other
combination of vessels.
• A PD vessel which has the other PD vessel on her own starboard side is the give-way vessel and
shall keep out of the way without crossing ahead of the other vessel i.e. she shall alter course to
starboard and pass astern of the other vessel. If this action is not feasible due to some other
obstruction, then she shall reduce speed or stop and allow the other vessel to pass clear. She
shall not alter course to port with an intention of crossing ahead of her.
• Rule 16 --- Action by give-way vessel

• Every vessel which is directed by these Rules to keep out of the way of another vessel shall, as
far as possible, take early and substantial action to keep clear.
• This Rule has become redundant after Rule 8 was introduced in the COLREG. This Rule was not
deleted because it does not contradict Rule 8. In fact Rule 8 is more important because it is
more elaborate and it applies in any condition of visibility, while Rule 16 applies only to vessels
in sight of one another.
• Rule 17 --- Action by stand-on vessel

• (a)(i) When one of the two vessels is to keep out of the way the other shall keep her course
and speed.
• (a)(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.
• Rule 17 --- Action by stand-on vessel

• “Give-way vessel” means a vessel which by any of these Rules is directed to take action to avoid
collision with another vessel.
• “Stand-on vessel” means a vessel which is not a give way vessel, in accordance with these Rules,
and hence shall continue to proceed on her original course and speed i.e. keep her course and
speed.
• Examples are as follows :
 In an overtaking situation as per Rule 13, the overtaking vessel is a give-way vessel while the
overtaken vessel is a stand-on vessel.
 In a head-on situation as per Rule 14, both PD vessels are give-way vessels.
 In a crossing situation as per Rule 15, the PD vessel which has the other on her own starboard
side is the give-way vessel while the other PD vessel is a stand-on vessel.
 Other examples as per Rule 18 are explained below.
• This Rule further adds that if the stand-on vessel is convinced that the give-way vessel is not
taking appropriate action to avoid collision then she shall take her own action, without
expecting any help from the give-way vessel.
• “Appropriate action” would mean taking action in accordance with Rule 8. If the give-way vessel
has taken some action but it is not appropriate i.e. either it is not positive, or it was not taken in
ample time, or it is not substantial, or both vessels are not likely to pass each other with a safe
CPA as prescribed by the Master, then also the stand-on vessel is expected to take action on her
own to avoid collision.
• From the above statements it is clear that the intention of COLREG is that the collision must be
avoided at all costs. Hence even if the give-way vessel does not take action to avoid collision for
whatever reason, the stand-on vessel shall do so.
• 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.
• Examples of such a situation can be as follows :
• When approaching a port from sea, you may sight some big vessels at anchor. As you come in, it
could happen that a small vessel may come out of the shadow of an anchored vessel and you
may see her only when she is very close to you. In such a case it is imperative that both vessels
have to take suitable actions to avoid collision with each other, without thinking about who is
the give-way vessel and who is the stand-on vessel.
• In restricted visibility two vessels may be in vicinity of each other but unable to sight each other
visually. In such a case none of the Rules 13 to 18 would apply. Some time later the vessels may
come out of the fog and become visible fairly close to each other. At that time both vessels will
have to take suitable actions to avoid collision with each other, without thinking about who is
the give-way vessel and who is the stand-on vessel.
• 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.
• This Rule applies to collision situation between two crossing PD vessels as per Rule 15. If the
stand-on vessel has to take action because the give-way vessel on her port side is not taking
action for any reason, then she shall not alter course to port. Instead following actions may be
considered :
 Best action is to alter course to starboard, turn the vessel in a full circle and then finally pass
around the stern of the other vessel.
 Reduce speed, stop or reverse the propulsion. These actions will require a lot of time to be
effective, as stated in Rule 8, hence it should be considered only if the above action is not
feasible due to some obstruction on starboard side.
 Crossing ahead of the other vessel is not a good practice of seaman, as explained under Rule 2,
and hence should not be done.
• Before taking action as a stand-on vessel it would be advisable to give warning signal on your
whistle in accordance with Rule 34 but do not call her on VHF to ask for her intentions.
• This Rule does not relieve the give-way vessel of her obligation to keep out of the way.
• This Para. merely amplifies the fact that even though the stand-on vessel has been directed by
the above Rule to take action to avoid collision, it does not mean that the give-way vessel can
happily continue on her course and speed and let the stand-on vessel take action to avoid
collision. The give-way vessel remains fully obliged to take action to avoid collision.
• Rule 18 --- Responsibilities between vessels
• If there is any conflict between this Rule and Rules 9 (Narrow channel), 10 (Traffic separation
schemes) and 13 (Overtaking), then the Rule 18 shall not apply.
• Hence in narrow channels and TSS (Rules 9 and 10), fishing vessel, sailing vessel and vessel of
length < 20m. are expected to keep clear of the passage of a PD vessel. Also in accordance with
Rule 13 any vessel overtaking a PD vessel shall keep clear of that vessel.
• Rule 18 --- Responsibilities between vessels - (a)

• A power-driven vessel underway shall keep out of the way of a NUC vessel, a RAM vessel, a
fishing vessel and a sailing vessel.
• This Rule does not specify any particular action and so the PD vessel can take any action to avoid
collision with the stated vessels.
• (b) This Rule specifies the responsibility of a sailing vessel to avoid collision.
• (c) This Rule specifies the responsibility of a fishing vessel to avoid collision.
• (d)(i) Any vessel other than NUC or RAM vessel shall, if the circumstances of the case admit,
avoid impeding the safe passage of a CBD vessel, exhibiting signals in Rule 28.
• (d)(ii) A CBD vessel shall navigate with particular caution having full regard to her special
condition.
• This Rule directs a PD vessel to keep clear of the passage of a CBD vessel. In addition the Rule
also makes it clear that a CBD vessel shall navigate with particular caution due to her special
condition.
• (e) This Rule specifies the responsibility of a seaplane to avoid collision
• (f) This Rule specifies the responsibility of a WIG craft to avoid collision
•
PART B (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.
• “Restricted visibility” is defined in Rule 3.
• This Rule shall apply only when both the following conditions are satisfied :
• The vessels are “Not in sight of one another” i.e. they cannot see each other visually due to bad
weather and not due to any land or other obstruction in between.
• The vessels are “In or near an area of restricted visibility”. This is explained as follows :
• When a vessel is inside fog or similar weather condition and the entire horizon around her is
obscured, then she is said to be “in an area of restricted visibility”. In this situation there can be
two possibilities as follows :
• (a) If there are two vessels inside fog and both cannot see each other visually, because the
visibility is very poor, then both shall take actions in accordance with this Rule.
• (b) If both vessels are inside fog but the visibility is not too bad and they can see each other
visually, then this Rule shall not apply, and both shall take actions in accordance with Rules 13 to
18.
• When fog or similar weather condition has obscured only part of a vessel’s horizon, then she is
said to be “near an area of restricted visibility”. Here also there can be two possibilities as
follows :
• (a) If a vessel is inside fog and another vessel is outside it, and they cannot see each other
visually, then both shall take actions in accordance with this Rule.
• (b) If both vessels are outside fog then both will be able to see each other visually. In such a case
this Rule shall not apply, and both shall take actions in accordance with Rules 13 to 18.
• Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and
conditions of restricted visibility. A power-driven vessel shall have her engines ready for
immediate manoeuvre.
• Every vessel shall proceed at safe speed as prescribed in Rule 6. Additionally, because of
restricted visibility, the PD vessel shall keep her engines ready for immediate manoeuvring so
that the engines may be slowed down, stopped or put on astern propulsion, immediately as and
when required, without the need for giving prior notice to the engineer on duty to alter speed.
• Every vessel has to comply with the Rules 5 to 10 in all conditions of visibility.
• A vessel which detects by Radar alone the presence of another vessel shall determine if a
close-quarter 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 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.
• “Detects by Radar alone” implies that the other vessel has not been detected visually or by
hearing sound signal.
• “Close-quarter situation” has been explained in Rule 8
• If both vessels determine risk of collision with each other then each shall take avoiding action. In
other words no vessel is a stand-on vessel and both are give-way vessels. You shall not wait for
the other vessel to take action.
• “Ample time” has been explained in Rule 8
• Rule 19 --- Conduct of vessels in restricted visibility – (d)
• Reducing speed, stopping engines or reversing propulsion to avoid collision is permitted in all
the situations given below.
• However if you wish to alter course then following conditions shall apply :
• If head-on or crossing situation exists then only alter course to starboard. In other words you
may take any of the following actions depending on the actual situation :
• Alter course to starboard.
• Reduce speed, stop or reverse the propulsion.
• If the other vessel is forward of your beam and you are overtaking her, then you may alter
course towards any side. In other words you may take any of the following actions depending on
the actual situation :
 Alter course to port or starboard.
 Reduce speed, stop or reverse the propulsion.
• If the other vessel is abeam or abaft your beam, then you shall not alter course towards the
vessel. In other words you may take any of the following actions depending on the actual
situation :
• If the other vessel is on your port quarter ---
 Alter course to starboard.
• If the other vessel is on your starboard quarter ---
 Alter course to port.
• Rule 19 --- Conduct of vessels in restricted visibility – (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.
• This Rule applies to a situation where you have heard a fog signal, apparently sounded by a
vessel forward of your beam, but you have neither sighted her visually nor detected her by
Radar. Implications of this situation can be expressed as follows :
• You have not sighted her visually which means the visibility is very poor.
• The other vessel is fairy close to you because the sound signal can normally be heard at a
distance of 2 miles only, depending on the length of the vessel, as stated in Annex III.
• You have not detected her by Radar which means either your Radar is not functioning properly
or the vessel is small or of a type which cannot be easily detected by Radar.
• Because you have neither sighted her visually nor detected her by Radar, hence you could not
have determined whether there is a risk of collision with her or not.
• Because you have neither sighted her visually nor detected her by Radar, the sound signal will
obviously be a total surprise for you.
• In view of the above implications you will no doubt realise that this is a very serious situation,
and you have to take immediate action blindly without knowing anything about the vessel.
• Under the circumstances the only possible action is to stop the engines immediately.
• After stopping the engines the forward movement of the vessel will gradually reduce and so her
steering quality will be adversely affected. When you find that you cannot steer the vessel on
the given course, even after turning the helm and rudder to the maximum, then you may re-
start the engine at minimum speed just to ensure that the rudder becomes effective and you
can maintain your course.
• You will now take immediate steps to ascertain the whereabouts of other vessel as follows :
• Check the working condition of the Radar and ascertain why it did not detect the vessel. Maybe
by adjusting certain controls of the Radar, which were probably not set properly, you may
detect the vessel and then you can decide your next action as stated in Para. (d). Even after
adjusting the Radar you may still not detect the vessel.
• Monitor the sound signal of the other vessel and check if there is any change in its intensity or
the direction in which you first heard it. This may give you some idea of the likely movement of
the vessel.
• Post extra persons or the same persons who are already on Bridge duty, at strategic places to
keep a sharp lookout for this vessel in case it comes out of the fog.
• If the above steps do not yield any definite result then you shall bring your vessel to dead stop
by stopping and reversing the engines. Hopefully the other vessel will pass close but clear of
your vessel and thus collision may be averted.
• In accordance with Para. (d), if you detect a vessel by Radar then you shall determine if a risk of
collision exists and shall take suitable action to avoid collision. If there is no risk then you shall
continue on your course and speed. In either case while passing the other vessel you may hear
her fog signal. But this will neither come as a surprise to you nor it would imply any serious
situation because you have already taken suitable action to avoid collision, and you know that
you are passing clear of that vessel. In such a case, even after hearing the fog signal, there will
be no need for you to take the various steps and actions as stated above.
• This Rule also applies to a situation where you have detected a vessel by Radar very close
forward of the beam of your vessel. This may have happened because the other vessel was lying
in the shadow of another large vessel or a land obstruction, and you detected it by Radar only
when it came out of the shadow. In this case also the only possible action is to stop the engines
immediately and allow the other vessel to pass clear.
• LIGHTS AND SHAPES
• PART C
• Rule 20 --- Application - Para. (a) :
• Rules in Part C shall be complied with in all weathers.
• The term “All weathers” means the different weather conditions as follows :
 Hot or cold weather.
 Good or bad visibility.
 Cloudy or bright sunshine.
 Precipitation like rain, snow, etc., or clear conditions.
 Strong winds or heavy waves causing rolling and pitching, or calm conditions.
 Various navigation lights and shapes are prescribed for different vessels in the Rules of Part C.
You should ensure that these are so manufactured, fitted, secured and displayed that they
remain in their position and are always visible, regardless of the weather conditions, when your
vessel is at sea.
• Rule 20 --- Application - Paras. (b) and (c) :
• Navigation lights prescribed in Rules of Part C shall be exhibited at sea as follows :
 From sunset to sunrise.
 From sunrise to sunset in restricted visibility.
 From sunrise to sunset when thick dark clouds block most of the sunlight.
• During the above periods no other lights shall be exhibited except as follows :
 The other lights are different from, and hence cannot be mistaken for, the prescribed lights.
 These do not impair the visibility of the prescribed lights.
 If a comparatively bright light is displayed near a navigation light then the latter light will not be
visible at its normal range as prescribed in Rule 22.
 These do not alter the distinctive character of the prescribed lights.
 If another light of the same colour is exhibited near a navigation light then the latter’s arc of
visibility, as defined in Rule 21, may apparently change as seen by another vessel far away.
 These do not interfere with the keeping of a proper lookout.
 These lights should not disturb the night adaptation of the lookout man, as explained in Rule 5.
If this happens then he will not be able to see the navigation lights of other vessels at their
normal range as prescribed in Rule 22.
• To comply with the above requirements you will have to ensure that all the other lights on the
Bridge are switched off except for very dim lights which are required for reading instruments or
for doing navigation work in the chartroom.
• You will also ensure that the lights from cabins, which are located in front or side of the
accommodation, are obscured by drawing the curtains on the windows of these cabins.
• You should keep a small torch ready at hand which may be used for searching something, only
when it is absolutely necessary.
• Rule 20 --- Application - Para. (d)
• The Rules concerning shapes shall be complied with by day
• Rule 20 --- Application - Para. (e)
• The lights and shapes specified in these Rules shall comply with the provisions of Annex I.
• The specifications of the shapes are as follows :
 All the shapes shall be black in colour.
 Ball : Diameter ³ 0.6m.
 Cone : Diameter of base ³ 0.6m. ; Height = Diameter.
 Hence if diameter of the base happens to be 0.7m. then the height cannot be less or
more than 0.7m.
 Cylinder : Diameter of ends ³ 0.6m. ; Height = Twice the Diameter.
 Hence if diameter of the end happens to be 0.7m. then the height cannot be less or
more than 1.4m.
 Diamond : Diameter of central part ³ 0.6m. ; Height = Twice the Diameter.
 Hence if diameter of the central part happens to be 0.7m. then the height cannot be
less or more than 1.4m.
• Rule 21 --- Definitions – (a) Mast head light
• Masthead light shall be :
• White in colour.
• Placed over the centre line of the vessel.
• Visible over an unbroken arc of horizon of exact 225°.
• “Unbroken arc” means there is no obstruction like mast, crane, etc., in the path of the light for
the full arc of 225°.
• Fixed on the mast in such a way that it is visible to another vessel from right ahead to exact
22.5° abaft the beam on either side of own vessel.
• Rule 21 --- Definitions – (b) Sidelights
• Sidelights shall satisfy the following requirements :
• There are two lights – one of green colour located on the starboard side and the other of red
colour located on the port side of the vessel.
• Every vessel shall display either both these lights or none, as required by the Rules of Part C.
• Both lights shall be visible over an unbroken arc of horizon of exact 112.5°.
• Both lights shall be fixed on either sides of the vessel in such a way that each is visible to
another vessel from right ahead to exact 22.5° abaft the beam on respective sides of own
vessel.
• Rule 21 --- Definitions – (c) Stern light
• Sternlight shall be :
• White in colour.
• Placed practically at the stern of the vessel.
• Visible over an unbroken arc of horizon of exact 135°.
• Fixed in such a way that it is visible to another vessel from right aft to exact 67.5° on either
side of own vessel.
• It need not be located exactly on the center line of the vessel.
• Rule 21 --- Definitions – (d) Towing light , (e) All-round light & (f) Flashing light
• (d) Towing light shall be :
• Yellow in colour.
• Of same characteristics as for a Sternlight.
•
• (e) All-round light shall be :
• White, green, red or yellow in colour.
• Visible over an unbroken arc of horizon of 360°.
• (f) Flashing light shall :
• Be yellow or red in colour.
• Flash at a frequency of ³ 120 flashes / min.
• Be visible over an unbroken arc of horizon of 360°.
• Rule 22 --- Visibility of lights
• Main contents of this Rule are given in the table below.
• The range of lights given in this table are minimum and in miles.
• “Special craft” stated in this table is actually an “Inconspicuous, partly submerged vessel or
object being towed”.
• Rule 21:Definitions
Rule 22: Visibility of Lights
• Each light is tested in a physical laboratory and its intensity, colour specification and arc of
visibility are calculated.
• Range of the light is computed from its intensity by using the table given in Annex I. This range
should be equal to or more than the range prescribed in the above table.
• Colour specifications and arc of visibility should confirm to those prescribed in Annex I.
• After carrying out the test, if the light complies with all the specifications given in Annex I, it is
stamped by the approving authority of the State where it is manufactured and a certificate is
issued to it. When this light is supplied to your vessel you should ascertain that it is properly
stamped by the approving authority, a certificate is produced stating all the above information
and its range of visibility is suitable for your vessel as prescribed above.
• Each light shall be fixed on your vessel under the supervision of Flag State surveyor, in
accordance with the Rules of Part C and the specifications given in Annex I. After that you only
have to make sure that the lights are always in working condition and they do not break loose or
shift from their positions.
• Duplicate of each light is carried and both are fitted in the specified place. At night if any light
fails then an alarm shall sound on the Bridge. On hearing it you should immediately switch over
to the duplicate light. Next day the failed light should be immediately repaired.
• Rule 23 --- Power-driven vessels underway
• “Underway” is defined in Rule 3.
• PD vessel shall exhibit 2 masthead lights, both sidelights and sternlight, as defined in Rule 21
and as described below.
• Locations of these lights, as stated below, are described in Annex I.
• Forward Masthead light
• A masthead light shall be located on the forward mast along the centerline of the vessel.
• A vessel of length < 50m. may not exhibit the aft masthead light stated below. In such a case this
forward masthead light shall be located forward of amidships.
• Height of the light above the uppermost continuous deck shall be ³ breadth of the vessel,
minimum 6m., but need not be more than 12m
• Horizontal distance of the light from the stem of the vessel shall be £ ¼ length of the vessel.
• Examples :
• If breadth of the vessel is 5m. then height shall be ³ 6m
• If breadth of the vessel is 10m. then height shall be ³ 10m.
• If breadth of the vessel is 15m. then height shall be ³ 12m.
• Aft Masthead light
• A masthead light shall be located on the aft mast along the centerline of the vessel.
• Vessel of length < 50m. may not exhibit this light.
• Height of the light above the uppermost continuous deck shall be ³ 4.5m. above the forward
masthead light.
• Horizontal distance between the two masthead lights shall be ³ ½ length of the vessel, but need
not be more than 100m.
• Examples :
 If length of the vessel is 100m. then distance shall be ³ 50m.
 If length of the vessel is 300m. then distance shall be ³ 100m.
• Distance measured from stem of the vessel to the point on sea surface, where the line joining
the two masthead lights meet, shall be 1000m. in all normal conditions of trim of the vessel.
• Sidelights
• Both these lights shall be located close to the respective sides of the vessel.
• These lights shall not be located in front of the forward masthead light.
• Height of these lights above the uppermost continuous deck shall be £ ¾ height of the forward
masthead light.
• These lights shall not be located too low to be interfered with by the deck lights
• Sternlight
• This light shall be located above the uppermost continuous deck and nearly along the centerline
of the vessel. No specific location has been prescribed.
• Special light for Air-cushioned vessel (Hovercraft)
• She shall exhibit all the lights of a PD vessel as stated above.
• In addition, when it is operating in a non-displacement mode i.e. on a cushion of air, as
explained in Rule 3, it shall exhibit one all-round flashing yellow light, as defined in Rule 21. No
specific location has been prescribed.
• Special light for Wing-in-ground craft
• She shall exhibit all the lights of a PD vessel as stated above.
• In addition, when it is taking off or landing or in flight near the water surface, as defined in Rule
3, it shall exhibit one all-round flashing red light, as defined in Rule 21. No specific location has
been prescribed.
• Rule 23 --- Power Driven Vessels underway
• Alternative lights for PD vessel of length < 20m
• Following alternatives are permitted :
• Height of the masthead light shall be ≥ 2.5m. above the gunwale.
• Sidelights may be combined in a single lantern showing the green and red lights on starboard
and port sides respectively.
• Combined lantern shall be located along the centerline of the vessel at a height ≥ 1m. below the
masthead light.
• Sternlight shall be carried.
• Rule 23 --- Power Driven Vessels Underway
• Alternative lights for PD vessel of length < 12m
• Following alternatives are permitted :
• In lieu of the masthead light and sternlight, she may exhibit one all-round white light at a height
< 2.5m. above the gunwale but ≥ 1m. above the sidelights.
• The white light may be displaced from the centerline of the vessel. If so, then the sidelights shall
be combined in a single lantern and shall be located either along the centerline of the vessel or
vertically below the white light.
• Alternative lights for PD vessel of length < 7m. and speed £ 7 knots
• In lieu of the lights of a PD vessel stated above, she may exhibit one all-round white light and, if
practicable, may also exhibit the sidelights.
• Rule 24 --- Towing and pushing
• 1. PD vessel towing another vessel astern
• Towing vessel shall exhibit all the lights for a PD vessel underway as prescribed in Rule 23.
• In addition she shall exhibit the following lights and shape :
• If the length of the tow £ 200m. an additional masthead light located at least 2m. vertically
above or below the forward or aft masthead light.
• If length of the tow > 200m. two additional masthead lights, at least 2m. vertically apart and
both located at least 2m. vertically above or below the forward or aft masthead light.
• If length of the towing vessel < 50m. then it may not exhibit the aft masthead light. In such a
case the additional masthead lights shall be located above or below the forward masthead light.
• Towing light as defined in Rule 21, located at least 2m. vertically above the sternlight.
• In day time a diamond shape, where it can best be seen, as explained in Rule 20, provided the
length of the tow > 200m., regardless of the length of the towing vessel.
• “Length of the tow” is the distance measured from the stern of the towing vessel to the stern of
the vessel being towed.
• After placing all the masthead lights as stated above, the vertical gap between the highest
forward masthead light and the lowest aft masthead light shall be ³ 4.5m., as explained in Rule
23.
• 2. PD vessel towing another vessel alongside or pushing ahead
 Towing vessel shall exhibit all the lights for a PD vessel underway as prescribed in Rule 23.
 She shall also exhibit an additional masthead light located at least 2m. vertically above or below
the forward or aft masthead light.
 If length of the towing vessel < 50m. then she may not exhibit the aft masthead light. In such a
case the additional masthead light shall be exhibited above or below the forward masthead
light.
• 3. Vessel towed astern
 She shall exhibit sidelights and sternlight for a PD vessel underway as prescribed in Rule 23.
 In day time she shall exhibit a diamond, where it can best be seen, as explained in Rule 20,
provided the length of the tow > 200m.
• 4. Vessel towed alongside
 She shall exhibit sidelights and sternlight for a PD vessel underway as prescribed in Rule 23.
 If more than one vessel is towed alongside in a group, side by side, on one side of the towing
vessel, then the towed vessels together shall exhibit one set of sidelights and sternlight, so that
they together will appear as a single vessel to another vessel far away.
• 5. Vessel pushed ahead
• She shall exhibit the sidelights for a PD vessel underway as prescribed in Rule 23.
• If more than one vessel is pushed ahead in a group, side by side, then all of them together shall
exhibit one set of sidelights, so that they together will appear as a single vessel to another vessel
far away.
• 6. Composite tow
• If a PD vessel pushing another vessel and the vessel being pushed ahead are rigidly connected in
a composite unit, then both of them together shall exhibit one set of lights for a PD vessel
underway as prescribed in Rule 23, so that both together appear as a single PD vessel to another
vessel far away.
• 7. Inconspicuous, partly submerged vessel or object being towed
• Lights and shape for such crafts are prescribed in this Rule.

• Exemption
• In a distress situation if it is impracticable for a towing or pushing vessel to exhibit the additional
lights and shape, or for a towed vessel to exhibit the prescribed lights, then the towed vessel
and the towline shall be illuminated.
• Rule 24: Towing and Pushing
• Dayshapes
– If the length of tow is greater than 200 m, a diamond shall be displayed on both the
vessel towing and the tow where they can best be seen
• Rule 25 --- Sailing vessels underway and Vessels under oars
• “Sailing vessel” and “Underway” are defined in Rule 3.
• Sailing vessel shall exhibit the sidelights and sternlight for a PD vessel underway as prescribed in
Rule 23.
• Sailing vessel of length < 20m., may combine all the above lights in a single lantern and locate it
at or near the top of the mast, where it can best be seen.
• Sailing vessel may also exhibit all-round red over green lights, as defined in Rule 21, at least 2m.
vertically apart, at or near the top of the mast, where they can best be seen. However if the
vessel of length < 20m. is exhibiting the combined lantern stated above, then these optional
lights shall not be exhibited.

• Rule 25 --- Sailing vessels underway and Vessels under oars
• Sailing vessel of length < 7m. and vessel under oars shall exhibit the above lights but if it is
impracticable to do so then they shall exhibit only an electric torch or a lighted lantern showing
a white light.
• If a vessel is propelled by sails as well as by machinery at the same time, then it is considered to
be a PD vessel as explained in Rule 3. In such a case she shall exhibit only the lights for a PD
vessel underway as prescribed in Rule 23, but not the above lights. Hence other vessels will
consider her to be a PD vessel and take action accordingly. However in day time her sails will be
visible but the propulsion by machinery will not be apparent to another vessel far away. So to
ensure that her status of using dual propulsion system is known to the other vessels, she shall
exhibit where it can best be seen, a cone, as explained in Rule 20, with its apex pointing down.

• Rule 25: Sailing Vessels
• Lights
– Sidelight and a sternlight
– Sailing vessels less than 20m in length may combine the lights into one lantern carried
where it can best be seen
• Lights
– A sailing vessel may also show an all-round red light over an all-round green light in a
vertical line near the top of the mast. These lights may not be shown in conjunction
with a combination lantern.
• A vessel proceeding under sail when also being propelled by machinery shall exhibit forward
where it can best be seen a conical shape, apex downward
• Annex II --- Additional signals for fishing vessels fishing in close proximity
• Rule 26 --- Fishing vessels
• Rule 26 --- Fishing vessels
Annex II --- Additional signals for fishing vessels fishing in close proximity
• This Rule and Annex prescribes lights and shapes to be exhibited by the following vessels :
• Fishing trawler --- This vessel is used for catching small variety of fishes like prawns, shrimps,
etc., by using a special net called “Trawl”. It is laid out astern of the vessel for a short distance,
and the fishes are trapped in it as the vessel tows it ahead.
• Fishing vessel other than trawler --- This vessel uses various types of nets and lines to catch
variety of small and big fishes. The fishing gear is normally laid out only on one side of the vessel.
It may extend for a considerable distance away from the vessel and may cover a large sea area.
• Rule 26 --- Fishing vessels - Fishing trawler
• She shall exhibit the aft masthead light, sidelights and sternlight as for a PD vessel as prescribed
in Rule 23. However if the length of the vessel < 50m. then she may not exhibit the aft masthead
light.
• If she is underway but not making way through the water then she shall not exhibit the
sidelights and sternlight.
• “Underway” and “Making way” are explained in Rule 3.
• In addition she shall exhibit all-round green over white lights, as defined in Rule 21, at least 2m.
vertically apart and below the aft masthead light.
• Height of the all-round white light above the sidelights shall be ³ twice the vertical distance
between the all-round green over white lights.
• Example : If vertical distance is 2.5m., then height of the all-round white light above the
sidelights shall be ³ 5m.
• In day time she shall exhibit 2 cones, as explained in Rule 20, with their apexes together in a
vertical line.
• If she is at anchor then she shall not exhibit the lights and shape for a vessel at anchor as
prescribed in Rule 30; instead she shall exhibit the above lights and shapes for a vessel
underway but not making way through the water.
• If she is not engaged in fishing then she shall not exhibit the above lights and shapes, but shall
exhibit the lights and shapes prescribed in the Rules of Part C as applicable.
• If length of the vessel ³ 20m. and she is engaged in fishing in close proximity to other fishing
vessels, then in addition she shall exhibit lights and flags prescribed in Annex II as follows :
• Two all-round lights, at least 0.9m. vertically apart, below the white all-round light stated above,
where they can best be seen, as follows :
• When two vessels are engaged in pair-trawling, then both shall also exhibit a white search light,
where it can best be seen, which shall be directed forward and towards the other vessel of the
pair. In day time both shall exhibit flag T.
• The flags stated above are exhibited in accordance with International Code of Signals.
• Rule 26 --- Fishing vessels - Fishing vessel other than a trawler
• She shall exhibit the sidelights and sternlight as for a PD vessel as prescribed in Rule 23, only if
she is underway and making way through the water.
• In addition she shall exhibit all-round red over white lights, as defined in Rule 21, at least 2m.
vertically apart.
• Height of the all-round white light above the sidelights shall be ³ twice the vertical distance
between the all-round red over white lights.
• Example : If vertical distance is 2.5m., then height of the all-round white light above the
sidelights shall be ³ 5m.
• If the outlying fishing gear is extending > 150m. horizontally from the vessel, then she shall
exhibit an additional all-round white light This shall be placed in between the sidelights and the
all-round white light stated above, and horizontally 2m. to 6m. away from these lights in the
direction of the outlying gear.
• In day time she shall exhibit two cones, as explained in Rule 20, with their apexes together in a
vertical line.
• In day time if the outlying fishing gear is extending > 150m. horizontally from the vessel, then
she shall exhibit an additional cone with its apex upwards, in the same place as the all-round
white light for outlying gear.
• If you sight a fishing vessel which is not exhibiting the outlying gear light or shape, but it is
exhibiting the other lights or shapes, then it means that the vessel is engaged in fishing with the
gear extending £ 150m.
• If she is at anchor then she shall not exhibit the lights and shape for a vessel at anchor as
prescribed in Rule 30; instead she shall exhibit the above lights and shapes for a vessel
underway but not making way through the water.
• If she is not engaged in fishing then she shall not exhibit the above lights and shapes, but shall
exhibit the lights and shapes prescribed in the Rules of Part C as applicable.
• If she is fishing in close proximity to other fishing vessels, using a special “Purse seine” gear,
then, as prescribed in Annex II, she may exhibit 2 all-round yellow lights, at least 0.9m. vertically
apart, below the all-round white light stated above, where they can best be seen. These lights
shall flash alternately every second, with equal period of light and darkness.
• Rule 26: Fishing Vessels
• Rule 27 --- Vessels not under command or restricted in their ability to manoeuvre
• This Rule prescribes lights and shapes to be exhibited by the following vessels :

• 1. Vessel not under command
 She shall exhibit the sidelights and sternlight as for a PD vessel as prescribed in Rule 23, only
when she is underway and making way through the water.
 “Underway” and “Making way” are explained in Rule 3.
 In addition she shall exhibit 2 all-round red lights, as defined in Rule 21, at least 2m. vertically
apart, where they can best be seen.
 In day time she shall exhibit 2 balls, as explained in Rule 20, at least 1.5m. vertically apart, where
they can best be seen.
 If she is at anchor then she shall not exhibit the above lights and shapes but shall exhibit the
lights and shape for a vessel at anchor as prescribed in Rule 30.
• Rule 27: Vessels Not Under Command
• 2. Vessel restricted in her ability to manoeuvre (RAM)

 She shall exhibit the masthead lights, sidelights and sternlight as for a PD vessel as prescribed in
Rule 23, only when she is underway and making way through the water.
 “Underway” and “Making way” are explained in Rule 3.
 In addition she shall exhibit all-round red, white and red lights, as defined in Rule 21, at least
2m. vertically apart. These lights shall be placed in between the forward and aft masthead lights
and at least 2m. horizontally away from the centre line, where they can best be seen.
 In day time she shall exhibit ball, diamond and ball, as explained in Rule 20, at least 1.5m.
vertically apart, in the same place as the all-round lights.
 If she is at anchor then she shall exhibit the above all-round lights and shapes and in addition
shall exhibit the lights and shape for a vessel at anchor as prescribed in Rule 30.
• 3. Vessel towing astern and severely restricted in her ability to manoeuvre

 She shall exhibit all the lights and shape for a PD vessel towing astern as prescribed in Rule 24. In
addition she shall exhibit the all-round lights and shapes for a RAM vessel as stated above. This
shall apply when the vessel is underway, whether she is making way through water or not.
• 4. Dredger
 She shall exhibit all the lights and shapes for a RAM vessel underway as stated above.
 In addition, if there is an obstruction on any side, then she shall exhibit lights and shapes as
follows :
 Two all-round red lights, as defined in Rule 21, at least 2m. vertically apart. They shall be located
below, and at least 2m. horizontally away, from the RAM lights, towards the side on which the
obstruction exists.
 Two all-round green lights, as defined in Rule 21, at least 2m. vertically apart. They shall be
located below, and at least 2m. horizontally away, from the RAM lights, towards the side on
which it is safe for another vessel to pass.
• Rule 27 --- Vessels not under command or restricted in their ability to manoeuvre -Dredger
• For all practical purposes the above lights shall be located at least 4m. horizontally away from
the centre line on the respective sides, because the RAM lights themselves are located at least
2m. away from the centre line as stated above.
• In day time she shall exhibit 2 balls and 2 diamonds, as explained in Rule 20, at least 1.5m.
vertically apart, in the same place as the all-round red and green lights respectively.

• If she is at anchor then she shall exhibit the RAM lights and shapes, and the obstruction and safe
side lights and shapes, as stated above, but she shall not exhibit the lights and shape for a vessel
at anchor as prescribed in Rule 30.
• If she does not have an obstruction on any side then she shall exhibit the lights and shapes of a
RAM vessel whether underway or at anchor as the case may be.
• 5. Vessel engaged in diving operations

 She shall exhibit the same lights and shapes for a dredger as stated above, but if it is
impracticable to do so because of the size of the vessel, then she shall exhibit the lights and flag
as follows :
 RAM lights as stated above.
 Rigid replica of flag “A” of height ³ 1m., such that it is visible all-round.
• Rule 27: Vessels Restricted in their Ability to Maneuver
• 6. Mine-clearance vessel
 She shall exhibit all the lights for a PD vessel underway as prescribed in Rule 23.
 In addition she shall exhibit 3 all-round green lights, as defined in Rule 21, as follows :
o One light on the head of the forward mast.
o One light each on the ends of the yard on the forward mast.
o No distances have been prescribed for these lights.
o In day time she shall exhibit 3 balls, as explained in Rule 20, in the same place as the green
lights.
o If she is at anchor then she shall exhibit the all-round lights and shapes stated above and in
addition she shall exhibit the lights and shape for a vessel at anchor as prescribed in Rule 30.
o You should pass the vessel at a distance ³ 1000m.
• Rule 27: Vessels Restricted in their Ability to Maneuver - Mine clearance
• Rule 28 --- Vessels constrained by their draught
• She shall exhibit all the lights for a PD vessel underway as prescribed in Rule 23.
• In addition she shall exhibit 3 all-round red lights, as defined in Rule 21, at least 2m. vertically
apart and at least 2m. horizontally away from the centre line, where they can best be seen.
• In day time she shall exhibit a cylinder vertically, as explained in Rule 20, where it can best be
seen.
• If she is at anchor then she shall not exhibit the above lights and shape but shall exhibit the
lights and shape for a vessel at anchor as prescribed in Rule 30.
• Rule 28: Vessels Constrained
by Draft
•
Rule 29 --- Pilot vessels
• She shall exhibit the sidelights and sternlight as for a PD vessel underway as prescribed in Rule
23.
• In addition she shall exhibit at or near the masthead, all-round white over red lights, as defined
in Rule 21, at least 2m. vertically apart.
• In day time she shall exhibit the flag “H” in compliance with the International Code of Signals.
• In addition the word “PILOT” may be written on both sides of the vessel.
• If she is at anchor then she shall exhibit the above all-round lights and flag and in addition shall
exhibit lights and shape for a vessel at anchor as prescribed in Rule 30.
• If she is not engaged on pilotage duty then she shall not exhibit the above lights and flag, but
shall exhibit the lights and shapes prescribed in the Rules of Part C as applicable.
• Rule 29: Pilot Vessel (when engaged in pilotage duty)
•
Rule 30 --- Anchored vessels and vessels aground

• This Rule prescribes lights and shapes to be exhibited by the following vessels :

• 1. Vessel at anchor
 She shall exhibit 2 all-round white lights, as defined in Rule 21, where they can best be seen.
One light shall be placed forward at a height ³ 6m. above the uppermost continuous deck and
the other light shall be placed aft at a height ³ 4.5m. below the forward light.
 If length of the vessel < 50m. then she may not exhibit the aft light.
 If length of the vessel ³ 100m. then she shall also exhibit working lights on deck.
 If length of the vessel < 100m. then she may exhibit the deck working lights.
 In day time she shall exhibit a ball, as explained in Rule 20, in the same place as the forward
light, regardless of the length of the vessel.
• Rule 30: Vessels Anchored
and Vessels Aground
•
Rule 30 --- Anchored vessels and vessels aground

• 2. Vessel aground

 She shall exhibit the lights of a vessel at anchor as stated above, except for deck working lights.
 In addition she shall exhibit 2 all-round red lights, as defined in Rule 21, at least 2m. vertically
apart, where they can best be seen.
 In day time she shall exhibit 3 balls, as explained in Rule 20, at least 1.5m. vertically apart, where
they can best be seen.
 She shall not exhibit the ball for an anchored vessel.
• Rule 30: Vessels Anchored
and Vessels Aground
• SOUND AND LIGHT SIGNALS
• PART D
•
Rule 32 --- Definitions
• “Whistle” means any sound signaling appliance capable of producing the prescribed blasts and
which complies with the specifications in Annex III.
• “Short blast” means a blast of about 1 second’s duration.
• “Prolonged blast” means a blast of about 4 to 6 seconds’ duration.

• In addition to the whistle, bell and gong are also used as sound signaling appliances and these
are described in Annex III. However these are not defined in the Regulations.
• The word “blast” is used to indicate the sounding of whistle. The words “ring” or “stroke” are
used to indicate sounding of bell and gong.
• “Prolonged blast” has the same meaning as “Long blast”.
•
Rule 33 --- Equipment for sound signals

• Equipment for sound signaling shall be provided on all vessels as follows :
• Vessel of length ³ 12m. --- A whistle
• Vessel of length ³ 20m. --- A whistle and a bell
• Vessel of length ³ 100m. --- A whistle, a bell and a gong
• Vessel of length < 12m. --- No equipment is specified but some means shall be provided for
making sound signal.

• Specifications for the above equipment are given in Annex III and explained below.
•
• Whistle
• It shall be audible for a minimum distance as follows :
• Length of vessel ≥ 200m. --- 2 miles.
• Length of vessel ≥ 75m. but < 200m. --- 1.5 miles.
• Length of vessel ≥ 20m. but < 75m. --- 1 mile.
• Length of vessel < 20m. --- 0.5 mile.
• The audible range of a whistle is determined by calculating its intensity in a laboratory and then
comparing it with the range stated in the table given in Annex III.
• It shall operate on a fundamental frequency which lies within the following limits :
• For a vessel of length ≥ 200m. --- 70 - 200 Hz.
• For a vessel of length ≥ 75m. but < 200m. --- 130 - 350 Hz.
• For a vessel of length < 75m. --- 250 - 700 Hz.
•
• The fundamental frequency shall include one or more higher frequencies within the range of
180 - 2100 Hz., depending on the length of the vessel.
• Frequency of the whistle is also determined in a laboratory alongwith its intensity.
• If the whistle complies with all the specifications given in Annex III, it is stamped by the
approving authority of the State where it is manufactured, and a certificate is issued to it.
• When this whistle is supplied to your vessel you should ascertain that it is properly stamped by
the approving authority, a certificate is produced stating all the above information, and its range
and frequency are suitable for your vessel as stated above.
• Maximum intensity shall be in the ahead direction which shall be achieved by fitting a horn to
the whistle.
•

• It shall be located as high as possible so that the sound pressure level at the place where a
lookout man may be posted, shall be ≤ 100 db. This will not harm the ears of the watch-keepers.
• If the whistle is likely to have an obstruction in its path of audibility, like a large mast, crane, etc.,
then an additional whistle shall be located forward of the obstruction, within 100m. from the
other whistle. Both shall operate simultaneously at frequencies which shall differ by at least 10
Hz.
• If there is no difference in the frequencies of the two whistles then the sound waves produced by
them are likely to resonate, resulting in formation of “nodes” and “anti-nodes”. This could cause
increase and decrease in the intensity of the signal alternately, along the full distance over which
the signal would be heard, and could confuse other vessels in vicinity.
• If the two whistles are located > 100m. apart then these shall not operate simultaneously
•
• Bell
 It shall be made of corrosion resistant material, which is usually brass.
 Diameter of the mouth of the bell ³ 300 mm. for a vessel of length ³ 20m.
 Power-driven striker is recommended but manual operation shall also be possible.
 Mass of the striker shall be ³ 3 % of the mass of the bell.

• Gong
 It shall be made of corrosion resistant material, which is usually brass.
 The tone and sound of the gong shall be such that it cannot be mistaken with that of the bell.
 There are no other specifications. However it usually consists of a metal plate with a wide lip and
it is struck by a wooden or a padded hammer.
• Rule 34 --- Manoeuvring and warning signals -
Para. (a), (d) and (f) :
• Signals prescribed in this Rule shall be sounded on a whistle by a PD vessel underway of length ³
12m., to indicate her manoeuvre when in sight of another vessel, regardless of whether the
visibility is restricted or not.
• If two whistles are fitted > 100m. apart as explained in Rule 33 above, then only one whistle
shall be used to sound the signals.
• The signals and their meanings shall be as follows :
 1 short blast to mean “I am altering my course to starboard”.
 2 short blasts to mean “I am altering my course to port”.
 3 short blasts to mean “I am operating astern propulsion”.
 At least 5 short and rapid blasts to mean “I am in doubt about your actions”.
Para. (a), (d) and (f) :
• You shall sound the above signals immediately before taking appropriate action to avoid
collision.
• You shall sound the signal to indicate doubt in following likely situations :
• If you are a stand-on vessel and you are not sure whether the other give-way vessel is taking
appropriate action in sufficient time to avoid collision.
• If the other give-way vessel has taken an action but she is likely to pass at an unsafe distance
from your vessel.
• Before you decide to take an action as a stand-on vessel.
• If you are a CBD vessel and you want the other vessel to keep out of the way of your passage in
compliance with Rule 18.
• If a vessel is overtaking your vessel in a narrow channel but she has not given the appropriate
sound signals.
• Rule 34: Maneuvering and Warning Signals - Meeting
• Rule 34: Maneuvering and Warning Signals- Crossing
Para. (b) :
• An all-round white flashing light, as defined in Rule 21, may be used to supplement the above
sound signals by giving the appropriate number of flashes, having following specifications :
• Duration of the flash shall be about 1 second.
• Interval between the flashes shall be about 1 second.
• If the signal is repeated then interval between the signals shall be ≥ 10 seconds.
• Visibility of the light shall be ³ 5 miles.
• According to Annex I location of the light shall be ³ 2m. horizontally and vertically away from the
masthead lights.
Paras. (c) and (e) :

• Following signals shall be sounded in a narrow channel :

• A vessel intending to overtake another vessel shall sound the following signals :
 2 prolonged blasts followed by 1 short blast to mean “I intend to overtake you on your
starboard side.”
 2 prolonged blasts followed by 2 short blasts to mean “I intend to overtake you on your port
side.”

• On hearing the above signal the overtaken vessel shall indicate her agreement by sounding 1
prolonged, 1 short, 1 prolonged and 1 short blast, in that order, and take steps to permit safe
passing of the overtaking vessel as stated in Rule 9.
• A vessel nearing a bend or an area of a channel or fairway where another vessel may be
obscured by an intervening obstruction, shall sound 1 prolonged blast. This signal shall be
answered with 1 prolonged blast by any approaching vessel that may be within hearing
around the bend or obstruction.
• Rule 34: Maneuvering and
Warning Signals - Overtaking
– What is Rule 9(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 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.
• Rule 35 --- Sound signals in restricted visibility
• Signals prescribed in this Rule shall be sounded on a whistle by a vessel in or near an area of
restricted visibility, whether by day or by night, to indicate her presence to another vessel which
is not in sight and which may or may not have been detected by Radar.
• “In or near an area of restricted visibility” is explained in Rule 19.
• PD vessel underway
• Composite tow as stated in Rule 24
• When making way --- 1 prolonged blast at intervals £ 2 min.
• When stopped and not making way --- 2 prolonged blasts at intervals £ 2 min., with a gap of
about 2 sec. between them.
• NUC vessel underway

• CBD vessel underway
• Sailing vessel underway
• PD vessel towing or pushing another vessel, underway
• RAM vessel underway or at anchor
• Fishing vessel underway or at anchor

• Above vessels shall sound 1 prolonged blast followed by 2 short blasts at intervals £ 2 min.
• Vessel towed astern

 Vessel towed or if more than one vessel is towed then only the last vessel of the tow, if manned,
shall sound 1 prolonged blast followed by 3 short blasts at intervals £ 2 min.

• Pilot vessel

 Same sound signal as prescribed for a PD vessel underway or at anchor.
 She may also sound 4 short blasts within the same time interval.
• Vessel at anchor, except RAM vessel and fishing vessel

 Length < 100m. --- Ring the bell rapidly for about 5 sec. at intervals £ 1 min.
 Length ³ 100m. ---
 Ring the bell rapidly for about 5 sec. in the forward part of the vessel, followed by
 Ringing of the gong rapidly for about 5 sec. in the aft part of the vessel.
 Both the above signals together shall be sounded at intervals £ 1 min.

 Above vessels may also sound 1 short, 1 prolonged and 1 short blast within the same time
interval, to give warning of their position to an approaching vessel.
• Vessel aground
• Length < 100m. ---
 3 separate and distinct strokes on the bell, followed by
 Ringing of the bell rapidly for about 5 sec., and again followed by
 3 separate and distinct strokes on the bell.
 All the above signals together shall be sounded at intervals £ 1 min.

• Length ³ 100m. ---
 3 separate and distinct strokes on the bell in the forward part of the vessel, followed by
 Ringing of the bell rapidly for about 5 sec., and again followed by
 3 separate and distinct strokes on the bell, and again followed by
 Ringing of the gong rapidly for about 5 sec. in the aft part of the vessel.
 All the above signals together shall be sounded at intervals £ 1 min.

• Above vessels may also sound an appropriate signal, which may consist of 2 short blasts
followed by 1 prolonged blast, within same time interval, on sighting an approaching vessel.
• Vessel of length ≥ 12m. but < 20m.

• She is not obliged to give the bell signals when at anchor or aground, but if she does not do so
then she shall give some other efficient sound signal at intervals ≤ 2 min.

• Vessel of length < 12m.

• No sound signaling equipment is specified for this vessel, hence she is not obliged to give the
above signals, but if she does not do so then she shall give some other efficient sound signal at
intervals ≤ 2 min.
• 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 and Annex IV --- Distress signals
• The following signals described in Annex IV shall be used or exhibited by a vessel in distress and
requiring assistance, and not for any other purpose :
 A gun or other explosive fired at intervals of about a minute. This is not provided on your ship
but it may be used by other vessels at sea.
 Continuous sounding with any fog-signaling apparatus, as stated in Rule 33.
 Rockets or shells throwing red stars, fired one at a time at short intervals. This is not provided
on your ship but it may be used by other vessels at sea.
 SOS transmitted by radio-telegraphy on frequency of 500 kHz.
 Spoken word MAYDAY transmitted by radio-telephony on frequency of 2182 kHz.
 Flags “NC” hoisted in accordance with the International code of signals.
• Square flag having above or below it a ball or anything resembling a ball, like a round basket
or a plate.
• Flames on the vessel as from burning tar barrel, oil barrel, etc.
• Rocket parachute flare or hand-flare showing a red light, carried on board ship and also in
lifeboat and liferaft, in accordance with the LSA prescribed in Chapter III of the SOLAS
Convention.
• Rule 37 and Annex IV --- Distress signals
 Smoke signal giving off orange-coloured smoke, carried on board ship and also in lifeboat and
liferaft, in accordance with the LSA prescribed in Chapter III of the SOLAS Convention.
 Slowly and repeatedly raising and lowering arms out-stretched to each side.
 Signal by digital selective calling (DSC) transmitted on :
 VHF channel 70, or
 MF/HF on frequencies 2187.5, 8414.5, 4207.5, 6312, 12577 or 16804.5 kHz.
 Ship to shore distress alert transmitted by ship’s INMARSAT or other mobile satellite service
provider ship earth station.
 Signal transmitted by EPIRB, carried on board ship, in accordance with the LSA prescribed in
Chapter III of the SOLAS Convention.
 Signal transmitted by SART, carried on board ship, in accordance with the LSA prescribed in
Chapter III of the SOLAS Convention.
 A piece of orange-coloured canvas with either a black square and a circle or other appropriate
symbol. This should be spread out on the open deck for identification by an aircraft.
 A dye-marker. This is not provided on your ship but it may be used by other vessels at sea or by
an aircraft pilot who might have bailed out from his aircraft.
• Rule 38 --- Exemptions
 This Rule is obsolete

• Rule 37: Distress Signals
• Memory Aids
• “Green over white, trawling at night”
• “Red over white, fishing at night”
• “Red over red, captain is dead”
• “Red over green, sailing machine”
• “White over Red, pilot ahead”

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• INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA, 1972 (COLREG)

• HISTORY OF THE COLLISION REGUL ATIONS

• Rule 7 --- Risk of collision - (a)

• Rule 9 --- Narrow channels

• Rule 10 --- Traffic separation schemes

• Rule 14 --- Head-on situation

• Rule 15 --- Crossing situation

• Rule 16 --- Action by give-way vessel

• Rule 17 --- Action by stand-on vessel

• Rule 17 --- Action by stand-on vessel

• Rule 18 --- Responsibilities between vessels - (a)

• 2. Vessel restricted in her ability to manoeuvre (RAM)

• 3. Vessel towing astern and severely restricted in her ability to manoeuvre

• 5. Vessel engaged in diving operations

• Following signals shall be sounded in a narrow channel :

• NUC vessel underway

• Vessel towed astern

• Vessel at anchor, except RAM vessel and fishing vessel

• Vessel of length ≥ 12m. but < 20m.

 This Rule is obsolete

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