There is an old anecdote about a ship going up-river in a port when another ship is

sighted on the radar. There is already a marine pilot onboard who informs that there is
no mention of outbound traffic and the other ship on the radar is probably at anchor.

Just to confirm, he calls the ship on VHF, identifying her by geographical position and
asks, “Vessel in position XYZ are you at anchor?”; to which, the other ship replies, “
This is the ship in position XYZ, yes, I am a tanker”. The ensuing confusion results in an
accident.

Once the humour wears off, the readers who use VHF for communication every day at
sea will realise that this situation is actually quite possible. Use of VHF for collision
avoidance is always debatable and whether to use it or not will depend on a case-to-
case basis. It is extremely common in certain parts of the world and in pilotage waters
where changes of miscommunication are minimum.

Related Reading: Two Incidents That Prove Improper Accidents Leads To Accidents At
Sea

Considering these points in mind, let’s identify few basic seamanship and good
navigation practices, which can save the day.

1. Don’t Solely Rely On Radar: At open sea from his cabin, the Captain saw a small
fishing boat in close proximity to the bow of own ship. He rushed up to bridge, engaged
hand steering and avoided a collision. In this case, the officer of the watch had not
sighted the fishing craft as he was navigating solely by radar and this target was not
picked up due to its size. At that time OOW was altering course for another ship that
was seen on radar.

In this case, had the officer of the watch kept proper lookout by actually looking out of
the bridge window the situation could have been avoided. There is saying that nothing
beats the “Mark 1 Eyeball method of navigation” and despite technological
advancements this still holds true, a trained human eye can pick up a lot of information
and brain can process it faster than a complex algorithm spits it out on radar display
screen.
Because of sunrise you can spot a boat in water, but if water is choppy or it’s sunset time it will not be easy to sight.
2. Radar target must always be verified visually: In restricted visibility and an area
known for dense traffic, the lookout on duty informed OOW about a target sighted right
ahead on the radar. The officer of the watch did not take any action as he assumed that
the target was either a fishing craft that would move away as the ship got closer to it or
it was a false echo. This resulted in a collision with another ship that was stopped and
drifting.

In the above case altering course even for a “false echo” would have been the best
action to ensure vessel safety.

Safe navigation using radar can be done only when the navigator is confident in his
understanding of the equipment and knows its limitation.

During the times when radars were not used 24X7 there was a term
called “Fairweather practice”, it is still relevant today. This meant that best use was
made of opportunity to use radar whenever it was available and a mental image was
built up which would help in comprehending radar picture during restricted visibility. Now
with increased AIS dependence, there is even less use made of automatic radar plotting
aid (ARPA) function of radar. Radar target must always be verified visually. Over a
period of time just by looking at echo and its movement navigator will be able to
ascertain the type of target being painted.

3. Don’t Solely Depend On Safety Management System: While approaching port and
after plotting position on the chart, the navigating officer informed the Captain that the
vessel was North of intended track and he should come South to counteract that. On
the basis of the feedback, the captain started adjusting the course, but the radar picture
of landmarks and navigator’s assessment did not match. So the Captain checked for
himself and realized that OOW had plotted latitude incorrectly, the vessel has just
crossed The Equator and was in the Southern hemisphere.

Similar to this incident is when during the crossing of Greenwich or meridian or

180 ° longitude position is marked East instead of West or vice versa.

Representation Image –
Credits: darn13/depositphotos.com
With an increased use of ECDIS possibility of such errors is minimized. But what
remains missing from navigators’ understanding is the principle of monitoring a ship’s
position. They depend on company Safety Management System for guidance and then
regardless of their own situation, plot positions at prescribed intervals from SMS. This
doesn’t help because SMS can provide guidance but you as a navigator must make an
educated decision. A simple rule of thumb to remember here is that “between two
successive position plots a vessel should not be in danger”. Whenever a navigator
plots position on a chart, it should be followed with a dead reckoning position (DR
position), which will give a rough estimate of vessel location at the time of next plotting.
On basis of DR, the frequency of plotting can be increased or decreased.

It will be easier to comprehend for modern navigator if this is compared to look

ahead function of ECDIS.

4. Read The Buoys Carefully: An experienced chief officer was taking the ship to pick
up the pilot in a buoyed channel. He was little nervous as he was being assessed for his
ship handling skills by the Captain. After entering the channel, the ship started setting
and starboard hand lateral buoy was sighted right ahead. Seeing the buoy right ahead,
the Chief officer immediately ordered hard to starboard,Captain overrode his order,
realigned the ship again and handed over con back to him.

Somewhat similar to East West North South cases mentioned above, this can happen
during a lapse of concentration resulting in confusion regarding the colour of buoys and
which side to pass them. A common reason for this to happen is due to the different
colour of buoys in IALA regions – region A and region B or inside some ports, the
direction of the voyage will change (clockwise around landmasses), or in case of
preferred channel buoys.

Such confusion can be kept to the minimum by remembering, “can to port – cone to
stbd” when inbound, this will reverse when outbound.
5. Always Monitor The Rudder Angle: In a busy traffic separation scheme, the
Captain had the con of the vessel and OOW was communicating with VTS. when the
lookout reported that a stationary fishing boat on the starboard side had now started
moving and was crossing the bow. Captain verified the movement of the target on the
radar and ordered to helmsman “starboard 20”. At this time, the bridge telephone rang
and was answered by Captain. After completing the telephone conversation, when he
looked up, he noticed that fishing boat was still not clear of the ship’s bow and he
ordered: “hard at starboard”. At this time bridge team realized that though the helmsman
was repeating the order, he was actually applying helm in the opposite direction. It is
always essential to monitor the rudder angle indicator (RAI) to break such chain of error.
Marine Radars and Their Use in the
Shipping Industry

The marine radar is equipment that is perhaps used the most on the ship’s bridge by the
OOW in carrying out a safe navigational watch. A mandatory aid to navigation, the radar
is used in identifying, tracking (with integrated ARPA) and positioning of vessels
(including one’s own vessel) among other things in order to adhere to the COLREGs so
as to safely navigate a ship from one point to another. The marine radar is classified
under the x-band (10 GHz) or S-band (3GHz) frequencies. The x-band, being of higher
frequency is used for a sharper image and better resolution whereas the S-band is used
especially when in rain or fog as well as for identification and tracking.

Tracking ship devices are compulsory as per COLREGS (International Regulations for
Preventing Collisions at Sea). SOLAS Chapter 5, Regulation 19 states that “All ships of
3000 gross tonnages and upwards shall, in addition to meeting the requirements of
paragraph 2.5, have a 3 GHz radar or where considered appropriate by the
Administration a second 9 GHz radar, or other means to determine and display the
range and bearing of other surface craft, obstructions, buoys, shorelines and
navigational marks to assist in navigation and in collision avoidance, which are
functionally independent of those referred to in paragraph.”

The entire SOLAS Chapter 5, Regulation 19 can be read here . Additionally, the Annex
16 dealing with specific information with regard to the marine radar onboard can be
read here. With the help of ship radar, accidents can be prevented at sea with the use
of the various inherent functionalities of the radar (determining the CPA and the TCPA,
EBL, VRM etc). However, even while the ships are docked in the port, with the help of
these radars, the coast guard, VTS and the other authorities can use them to monitor
the traffic in the small radar range.
 Credits: kelvin hughes/wikipedia.org
The ship radar has a screen (referred to as the Plan Position Indicator) that displays all
the targets that are present within the radar range. Since all the objects are clearly
visible on the screen, navigating and monitoring the position of the ship becomes really
feasible, hence the term ‘aid to navigation’

Operation of the Marine Radars

The operation of the marine radars can be explained as follows:

• The parabolic radar antenna transmits and receives electromagnetic waves; as far as a
target being displayed is concerned, that is basically the wave that bounced off a
certain object that paints itself on the PPI (Plan Position Indicator)
• The frequency and the time taken by the flashes to return (reflections) to the radar
receiver of the ship helps to find out whether the route of the boat can be continued
with or not. The transmission and receiving of the pulse travels twice the distance in
going and hitting the target and back; therefore, the target displayed on the PPI is
basically halved with regard to its range
• On the PPI, the reflections can be seen so that identifying the actual distance of the
objects can be even easier. The same paint on the PPI can be also be checked for
determination of the bearing of the target
 Credits: kevin huges /wikipedia.org

Uses of the Marine Radar

1. To calculate range and bearing of a target and thereafter use the information to determine
speed, course etc
2. Integration with other shipboard equipment (such as ECDIS) to derive precise data
3. Navigating own vessel and her course with regard to collision avoidance
4. Fixing the ship’s position using terrestrial objects such as lighthouses, buoys etc
5. Differentiating between targets in high traffic density areas
6. Determination of the weather, to an extent
7. Use by VTS in controlling coastal traffic
8. Usage of features such as parallel indexing to ensure safe navigation
9. Alleviating workload on the OOW on the bridge
10. Used extensively in pilotage that covers the above aspects

The marine radar is a much bigger subject than is laid out in the article which only skims
the surface of the operation and the uses of the radar. As an OOW, it is important to be
thorough with the radar and study its operation and features extensively along with the
limitations of the radar. A good book to start with is Shipborne Radar and ARPA by
Capt. H. Subramaniam.

The most important point about marine radars is that the screens used to view the
position of the objects are either LED screens or monochrome screens. With such
perfect screens, the clarity of the objects is highlighted even further. Also since these
screens are waterproof there is no threat of interruption to the ship radar system in
times of rough weather.

The tracking ship system has further been developed to include even boats. This means
that even boat owners can be assured of their vessel’s safety while on the water.

One major advantage of the marine radars is that the power and electricity consumption
by them is far too less. This means that the marine radars are not just user-friendly but
also help the ship owner to regulate the cost of power and electricity.

Radar has been a major instrument to help marine navigation since the past six
decades. Over the years, the radar technology has developed to include not just
aircrafts but ships as well. Marine travel and safety thus have become very feasible. It
can be hoped, that in the future more such tracking devices will be developed so that
more number of marine accidents and casualties can be prevented.

10 Important Points Ship’s Officer On

Watch Should Consider During
Restricted Visibility
One of the most important duties of a ship’s officer on watch (OOW) is safe and smooth
navigation of the ship. During its voyage, a ship has to sail through different weather
and tidal conditions. It’s the duty of the navigating officer to know and understand the
ship’s sailing route well in advance and prepare for the same accordingly.

One of the most dangerous conditions to navigate a ship is restricted visibility because
of fog, heavy rain or dust storm. When the ship’s officer gets information regarding such
upcoming weather condition, he or she should take all the necessary precautions to
ensure that the ship sails through restricted visibility area without confronting any kind of
collision or grounding accident.
 Photograph by John Lightfoot
Mentioned below are ten important points that must be taken into consideration for safe
navigation of the ship through restricted visibility area.

1. Know your Ship inside-out: An efficient navigating officer must know each and
every aspect of his or her ship in order to prevent any kind of accident. From
dimensions to the characteristics of the ships, the officer should know how the ship will
behave under different circumstances. For restricted visibility situation, it is important
that the OOW know the stopping distance of the ship at any particular RPM in order to
control the ship during emergencies.

2. Inform the Master : During restricted visibility, it is important that the master is on the
bridge. The OOW must call or inform the master regarding the navigating condition. The
officer should also inform the engine room and ask the duty engineer to man the engine
room incase it is on “unmanned” mode.

3. Appoint Adequate Man Power: It is important that enough man power is present on
the bridge in order to keep a close watch on the ship’s course. Additional personnel
must be appointed as “lookout” at different locations on the ship. If there is traffic in the
area, the officer must inform the engine room to have enough manpower so that the
engine is also ready for immediate maneuvering.
 Photograph by Federico
4. Keep the Fog Horn Ready : Ensure that the fog horn is working properly for the
restricted area. If the horn is air operated, drain the line prior to opening the air to the
horn.

5. Reduce Speed: Reduce the speed of the ship depending on the visibility level. If the
visibility is less, bring down the ship to maneuvering RPM.

6. Ensure Navigation Equipment and Light Are Working Properly: Ensure that all
important navigating equipment and navigation lights are working properly during
restricted visibility. The OOW must ensure that the navigation charts are properly
checked for correct routeing and a good radar watch is carried out.

7. Stop All Other Works: Though it’s obvious, but never multi-task during restricted
visibility even if there are more than sufficient people present on the bridge. Also stop all
other deck work and order the crew to go to their respective rooms. This is to prevent
injury to personnel working on open deck in case collision or grounding takes place.
8. Open/Close Bridge Doors: Ensure that the bridge door is kept open and is without
any obstruction for easy bridge wing access (Considering that the bridge wing is not
enclosed). Also, in case of dust or sand storm, close all the bridge openings.

9. Shut Ventilation: If the ship is passing through a sand storm, the ventilation fans and
accommodation/ engine room ports must be closed to avoid sand particles from
entering bridge, accommodation and engine room.

10. Follow All Procedures: Follow all the important procedures for restricted visibility
as mentioned in COLREG Rule -19. Also monitor channel 16 in the radio and ensure
that all important parameters of the ship such as latitude and longitude, time, speed etc.
are noted in the log book.

What Is Safety Management System

(SMS) On Ships?
The safety management system (SMS) is an organized system planned and
implemented by the shipping companies to ensure safety of the ship and marine
environment.

SMS is an important aspect of the International safety management (ISM) code and it
details all the important policies, practices, and procedures that are to be followed in
order to ensure safe functioning of ships at the sea. All commercial vessels are required
to establish safe ship management procedures. SMS forms one of the important parts
of the ISM code.

The safety management system (SMS) therefore ensures that each and every ship
comply with the mandatory safety rules and regulations, and follow the codes,
guidelines, and standards recommended by the IMO, classification societies, and
concerned maritime organizations.
 Credits: imo.org
What is included in the safety management system (SMS)?

Every safety management policy should satisfy some of the basic functional
requirements to ensure safety of every ship. They are:

• Procedure and guidelines to act in an emergency situation

• Safety and environmental protection policy
• Procedure and guidelines for reporting accidents or any other form of non-conformities
• Clear information on level of authority and lines of communication among ship crew
members, and between shore and shipboard personnel
• Procedures and guidelines to ensure safe operations of ships and protection of marine
environment in compliance with relevant international and flag state legislations
• Procedures for internal audits and management reviews
• Vessel details

In short, a safety management system would consists of details as to how a vessel

would operate on a day to day basis, what are the procedures to be followed in case of
an emergency, how are drills and trainings conducted, measures taken for safe
operations, who is the designated person etc.
Safety management plan is mainly the responsibility of the owner of the vessel, or the
designated person, or the person appointed by the owner. However, the ship’s master
and the crew are the best people to make an SMS as they know the vessel inside-out.

Sections

An SMS is divided into sections for easy reference. They are:

• General
• Safety and environmental policy
• Designated person (DP)
• Resources and personnel
• Master’s responsibilities and authority
• Company’s responsibility and authority
• Operational procedures
• Emergency procedures
• Reporting of accidents
• Maintenance and records
• Documentation
• Review and evaluation

These are the main parts of a basic SMS; however, the plan might vary according to the
type of the vessel and the cargo carried by the same. SMS play an important role in the
process of ISM code implementation on ships.

IALA Buoyage System For Mariners –

Different Types Of Marks
The development of a uniform system of buoyage throughout the world was of
paramount importance for safe navigation at sea. As traffic lights are used to guide
drivers on road, similarly buoys and beacons are indispensable for guiding mariners at
sea.

Imagine what would have happened if more than one buoyage system was in use
around the world. Different buoyage system means different rules, in complete conflict
with one another. It would cause confusion and lead to accidents.

With the aim of improving navigational safety to act as a barrier to dangers to shipping
and to solve differences of opinions, efforts were made to establish a single set of rules
by IALA – INTERNATIONAL ASSOCIATION OF MARINE AIDS TO NAVIGATION AND
LIGHTHOUSE AUTHORITIES, which gave them a choice of using red to port or red to
starboard, on a regional basis.
For the sake of maintaining uniformity in buoyage system worldwide, IALA divided the
world into two regions – Region A and Region B.

Region A includes Europe, Australia, New Zealand, Africa, the Gulf and some Asian
countries whereas Region B comprises of North, South, Central America, Japan, Korea
and the Philippines.

IALA proposed a system allowing the use of lateral marks in each region, but whereas
in region A, the colour red of the Lateral System is used to mark the port side of
channels and the colour green for the starboard side. In region B, the colours are
reversed. Regional variations do not pertain to cardinal, isolated danger markings, safe
watermarks or special marks.

IALA buoyage system provides six types of marks:

• Lateral marks
• Cardinal marks
• Isolated danger Marks
• Safe Water Marks
• Special Marks
• Emergency Wreck Marking Buoy

1. LATERAL MARKS: The lateral marks help to indicate which side of the waterway is
to be followed. The port marks should be kept to the vessel’s left side and starboard
marks to its right. However, when a vessel travels downstream, the position of marks
will change accordingly, i.e. port marks on its right side while starboard marks on its left.
When a channel divides to form more than one way, a modified lateral mark is then
used to indicate the “preferred channel”. A preferred channel is indicated by red and
green horizontal bands on the lateral mark. If you find that the marks are numbered, it
indicates that the sequence follows the conventional direction of buoyage.

Every buoy is identified by their colour, shape, top marks, light and the rhythm of light.

The table below will give a better illustration of the buoys found in Region A and B
respectively.

LATERAL MARKS REGION A:

PORT HAND MARKS STARBOARD HAND MARKS

COLOUR RED GREEN

BUOY SHAPE CYLINDRICAL(CAN), PILLAR, SPAR CONICAL,PILLAR, SPAR

TOPMARK SINGLE RED CYLINDEER(CAN) SINGLE GREEN CONE POINTING UPWARD

LIGHT COLOUR RED GREEN

ANY APART FROM COMPOSITE ANY APART FROM COMPOSITE GROUP

LIGHT RYTHM
GROUP FLASH (2+1) FLASH (2+1)

PREFERRED CHANNEL TO STARBOARD PREFERRED CHANNEL TO PORT

GREEN, RED, GREEN HORIZONTAL

COLOUR RED, GREEN, RED HORIZONTAL STRIPES
STRIPES

BUOY SHAPE CYLINDRICAL(CAN), PILLAR, SPAR CONICAL, PILLAR, SPAR

TOPMARK SINGLE RED CYLINDER(CAN) SINGLE GREEN CONE POINTING UPWA

LIGHT COLOUR RED GREEN

LIGHT RYTHM COMPOSITE GROUP FLASH (2+1) COMPOSITE GROUP FLASH (2+1)

LATERAL MARKS REGION B:

PORT HAND MARKS STARBOARD HAND MARKS

COLOUR GREEN RED

BUOY SHAPE CYLINDRICAL(CAN), PILLAR, SPAR CONICAL, PILLAR, SPAR

TOPMARK SINGLE GREEN CYLINDEER(CAN) SINGLE RED CONE POINTING UPWARD

LIGHT COLOUR GREEN RED

ANY APART FROM COMPOSITE ANY APART FROM COMPOSITE GROUP

LIGHT RYTHM
GROUP FLASH (2+1) FLASH (2+1)

PREFERRED CHANNEL TO STARBOARD PREFERRED CHANNEL TO PORT

GREEN,RED, GREEN HORIZONTAL

COLOUR RED,GREEN, RED HORIZONTAL STRIPE
STRIPES

BUOY SHAPE CYLINDRICAL(CAN), PILLAR, SPAR CONICAL,PILLAR, SPAR

TOPMARK SINGLE GREEN CYLINDER(CAN) SINGLE RED CONE POINTING UPWARD

LIGHT COLOUR GREEN RED

LIGHT RYTHM COMPOSITE GROUP FLASH (2+1) COMPOSITE GROUP FLASH (2+1)
Region A – Starboard Hand Mark
Region A – Starboard Hand Mark
Region A –Port Hand Mark
Region A – Port Hand Mark
Region A – Preferred Channel To Starboard
Region A – Preferred Channel To Port
Region A Buoyage System As Seen On A Chart– Note That Vsl Is Outbound
Region B – Port Hand Mark
Region B – Starboard Hand Mark
Region B Port Hand Mark – Spar
Ship Entering Por Of Busan, South Korea – Region B
Ship Entering Region B – View From The Aft Of A Vessel
Region B Buoyage System As Seen On A Chart
2. CARDINAL MARKS :

Cardinal marks are used in conjunction with the compass to indicate where the mariner
may find the best navigable water. They take their name from the quadrant in which
they are placed. They have the same colour and same shape irrespective of the regions
A and B. There are 4 cardinal marks named after the four cardinal points of the
compass; NORTH, SOUTH, EAST AND WEST. Each mark can be distinguished from
one another from their top marks, buoy colour and rhythm of light. When a cardinal
mark is seen, remember that clear and navigable water lies on the named side of the
mark. So suppose that you are on an easterly course and you see a north cardinal mark
ahead of you, it should strike to your mind that safe navigable water is on the north side
of the cardinal mark, and therefore you should alter your course to port. Cardinal marks
are also used to draw attention to a feature in a channel such as a bend, junction,
branch or end of a shoal.

Remembering the buoys and its top marks is not a challenge if you commit these key
points to memory- North and South cardinal top marks are pretty easy to remember as
they follow the direction North and South. North cardinal top marks point upwards while
the south top marks point downwards. East cardinal top mark pretty much takes the
shape of an egg and can be associated with the Easter egg. West cardinal top mark can
be compared to the waist of a woman – tapering towards the centre.

The rhythm of light can be related to the face of a clock. All cardinal marks exhibit white
light. The table below describes the light rhythm for each cardinal mark.
 NORTH CARDINAL MARK EAST CARDINAL MARK

BLACK WITH A SINGLE HORIZONTAL

COLOUR BLACK ABOVE YELLOW
YELLOW BAND

BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR

TOPMARK 2 BLACK CONES POINTING UPWARDS 2 BLACK CONES, BASE TO BASE

LIGHT COLOUR WHITE WHITE

LIGHT RYTHM VQ OR Q (UNINTERRUPTED) VQ (3) OR Q(3)

SOUTH CARDINAL MARK WEST CARDINAL MARK

YELLOW WITH A SINGLE HORIZONTAL

COLOUR YELLOW ABOVE BLACK
BLACK BAND

BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR

2 BLACK CONES, POINTING TOWARDS

TOPMARK 2 BLACK CONES POINTING DOWNWARDS
EACH OTHER

LIGHT COLOUR WHITE WHITE

VQ(6) + LONG FLASH OR Q(6) + LONG

LIGHT RYTHM VQ (9) OR Q(9)
FLASH

Note that Quick flashing light (Q) has a flash frequency of 50 to 60 flashes every minute
and a Very Quick flashing light (VQ) has a flash frequency of at least 100 to 120 flashes
every minute.
West Cardinal Mark- 2 Cones Pointing Towards Each Other
North Cardinal Mark- 2 Cones Pointing Upwards
East Cardinal Mark- 2 Cones Pointing Away From Each Other
South Cardinal Mark- 2 Cones Pointing Downwards
3. SAFE WATERMARKS:

Unlike other marks that use horizontal stripes, this is the only mark to use vertical
stripes. Safe watermark does not point to any danger but specifies that safe navigable
water is all around the mark. Safe water marks are instrumental to mariners as they
indicate the beginning of a marked channel. So when a mariner sees a safe watermark
on a chart, he should soon realize that he is approaching a channel. It is the
demarcation between open sea waters and confined waters. It indicates the entrance to
any port. It also points out the best point of passage under a fixed bridge. Safe
watermark uses a red ball as a top mark. Safe watermarks can be used in a line to mark
navigable safe water route through shallow areas.

SAFE WATERMARK

COLOUR RED AND WHITE VERTICAL STRIPES

BUOY SHAPE PILLAR , SPAR, SPHERICAL

TOPMARK SINGLE RED SPHERE

LIGHT COLOUR WHITE

LIGHT RHYTHM ISOPHASE, OCCULTING, 1 LF EVERY 10 SECS OR MORSE CODE ‘A’

4. ISOLATED DANGER MARKS:

As the name suggests, these buoys are used to mark dangers to shipping. They
highlight and bring to the attention of mariners any hazards or dangers to safe
navigation. These marks are erected or moored above the danger to alert mariners of
any peril ahead. An isolated danger mark indicates that there is navigable water all
around the mark. These marks can be distinguished from other marks by their top
marks, which consist of 2 black spheres one above the other and by their colour – black
with one or more red horizontal bands. The rhythm of light, group flashing 2 can easily
be retained in memory by correlating to its top mark -2 black spheres.
ISOLATED DANGER MARK

COLOUR BLACK WITH ONE OR MORE RED HORIZONTAL BANDS

BUOY SHAPE PILLAR OR SPAR

TOPMARK 2 BLACK SPHERES, DISPOSED of VERTICALLY

LIGHT COLOUR WHITE

LIGHT RYTHM GROUP FLASHING 2

5. SPECIAL MARK:

Special marks are used to denote mariners’ areas with special features. They do not
play any major role in facilitating mariners in safe navigation. They only point out areas
of certain interests to mariners. The nature of such areas can be found by consulting the
charts or Sailing Directions. Special marks may indicate spoil grounds, military exercise
areas, recreational zones, boundaries of anchorage areas, cables and pipelines, Dead
ends, mooring areas, protected areas, marine farms or aquaculture, oil wells,
ODAS(Ocean Data Acquisition System) which gather information about wind speed,
pressure, salinity and temperature. These marks can easily be demarcated from other
buoys by their yellow colour and topmark which is a cross.

SPECIAL MARK

COLOUR YELLOW

OPTIONAL BUT MUST NOT CONFLICT WITH THAT USED FOR A LATERAL
BUOY SHAPE
SAFE WATERMARK

TOPMARK SINGLE YELLOW CROSS – ‘X’ SHAPED

LIGHT COLOUR YELLOW

LIGHT RYTHM ANY RHYTHM NOT USED FOR WHITE LIGHT

6. EMERGENCY WRECK MARKING BUOY:

These buoys have come into existence much later compared to the other 5 types of
marks. The sinking of the MV Tricolour in the Dover Strait in 2002 introduced the
emergency wreck marking buoy in the IALA buoyage system. The wreck was struck
further by 2 other ships causing havoc damage to shipping and loss of life. Post this
incident, it was immediately necessary to mark such new dangers so that it is readily
recognized by ships as a new hazard and further collisions are prevented from
occurring. Emergency wreck marking buoys mark newly discovered unsurveyed
dangers which are yet to be announced and declared in nautical publications and
charts. This buoy is placed as close as possible to the wreck and unlike other buoys, is
designed to provide a highly conspicuous visual and radio aid to navigation.

EMERGENCY WRECK MARKING BUOY

COLOUR YELLOW AND BLUE STRIPES – MINIMUM 4 MAXIMUM 8

BUOY SHAPE PILLAR OR SPAR

TOPMARK UPRIGHT YELLOW CROSS +

LIGHT COLOUR YELLOW

ANY RHYTHM NOT USED FOR WHITE LIGHT

LIGHT RYTHM
B 1.0S + 0.5S + Y 1.0S + 0.5S
Had IALA not emerged with the idea of having a uniform, single buoyage system
worldwide, there would have been lots of confusion and conflict among seafarers
navigating all over the world and safety of navigation would be jeopardized.

IALA maritime buoyage system has helped to overcome these difficulties to a great
extent s thereby aiding mariners of all nationalities, navigating anywhere in the world to
fix their position and avoid dangers without fear of ambiguity, now and for the years to
come. IALA which is a non-governmental body has worked dedicatedly over the years
to exchange information and recommend improvements to navigational aids based on
the latest technology. The implementation of IALA buoyage system began in the 1980s.
Still many of the countries across the globe remain to adopt and follow the IALA system.
The change to the new system, although gradual is happening slowly.