Ror PDF

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INDEX
Rule 1 : Application 2
PART A General Rule 2 : Responsibility 4
Rule 3 : General Definitions 5
Rule 5 : Look-out 9
Rule 6 : Safe Speed 10
Rule 7 : Risk of collision 14
Rule 8 : Action to avoid collision 16
Rule 9 : Narrow Channels 18
Rule 10: Traffic separation schemes 21
Steering and Rule 11: Application 25
PART B
Sailing Rules Rule 12: Sailing vessels 25
Rule 13: Overtaking 26
Rule 14: Head on situation 28
Rule 15: Crossing situation 31
Rule 16: Action by give-way vessel 32
Rule 17: Action by stand-on vessel 32
Rule 18: Responsibilities between vessels 33
Rule 19: Conduct of vessels in restricted visibility 35
Rule 21 : Definitions 37
Rule 22 : Visibility of lights 38
Rule 23 : Power-driven vessels underway 39
Rule 24 : Towing and pushing 41
Rule 25 : Sailing vessels underway and vessels under oars 44
Lights and
PART C Rule 26 : Fishing vessels 45
Shapes Rule 27 : Vessels not under command or restricted in 46
their ability to manoeuvre
Rule 28 : Vessels constrained by their draught 51
Rule 29 : Pilot vessels 51
Rule 30 : Anchored vessels and vessels aground 52
Rule 31 : Seaplanes 53
Rule 33 : Equipment for sound signals 54
Sound and Light Rule 34 : Manoeuvring and warning signals 54
PART D
Signals Rule 35 : Sound signals in restricted visibility 56
Rule 36 : Signals to attract attention 58
Rule 37 : Distress signals 58
PART E Exemptions Rule 38 : Exemptions 58
Verification of
PART F Rule 40 : Application 60
Compliance Rule 41 : Verification of compliance 60
Annex I Annex I - Positioning and technical details of lights and shapes 60

Annex II Annex II - Additional signals for fishing vessel fishing in close proximity 69
Annex III Annex III - Technical details of sound signal appliances 70
Annex IV Annex IV - Distress signals 73
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Rule 1 - Application
a. These Rules shall apply to all vessels upon the high seas and in all
waters connected therewith navigable by seagoing vessels.
Meaning: All ships big or small are to follow the rules as given in Colregs.
Small yachts, fishing vessels, and other barges all - as long as they sail on
the seas. All waters connected to the high seas which include major rivers,
having ports on their banks and which are visited by sea-going vessels.
'High Seas' means open seas, coastal waters or waters far away from
land. All bays, and canals which are connected to the seas provided that
they are sailed on by ocean-going vessels. However certain exemptions
are given to this latter by paragraph 'b' of this Rule.
b. Nothing in these Rules shall interfere with the operation of special rules
made by an appropriate authority for roadsteads, harbours, rivers, lakes or
inland waterways connected with the high seas and navigable by seagoing
vessels. Such special Rules shall conform as closely as possible to these
Rules.
Meaning: A harbour or port authority or a country may make some special

rules for their port approaches or rivers or anchorage areas; in that case,
the COLREGS shall not cause confusion in having an opposing view to the
rules. These special rules if made shall remain restricted only to the defined
areas as stated "roadsteads, harbours, rivers, lakes or inland
waterways". The appropriate authority would be the body in control of the
area concerned. However, the rules that a country or port makes shall not
be too dissimilar to the COLREGS so as to minimise confusion and errors,
thus reducing potential accidents.
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For example, such special rules exists and are applicable in inland waters
of Japan and within US. The inland rules of the US begin to apply to all
traffic within 3 miles from US coast.
c. Nothing in these Rules shall interfere with the operation of any special
rules made by the Government of any state with respect to additional
station or signal lights, shapes or whistle signals for ships of war and
vessels proceeding under convoy, or with respect to additional station or
signal lights or shapes for fishing vessels engaged in fishing as a fleet.
These additional stations or signal lights, shapes or whistle signals shall so
far as possible, be such that they cannot be mistaken for any light, shape
or signal authorized elsewhere under these Rules.
Meaning: If a country has made any special rules which may make
compulsory for ships and boats to show additional station or signals or
lights for warships or for fishing fleets, then these special rules will again be
such that they should not be confusing to a seagoing vessel i.e. they
should not be similar to another signal in the COLREGS with a different
meaning. This point covers two aspects:
1. additional station or signal lights, shapes or whistle signals - ships of

war or vessels proceeding under convoy.
2. additional station or signal lights, shape - fishing vessels engaged in
fishing as a fleet.
Please note 'whistle signals' clause is absent when fishing vessels

engaged in fishing as a fleet. These additional provisions cannot be applied
to a single fishing vessel operating alone or independently and not forming
a part of 'a fleet'.
d. Traffic separation schemes may be adopted by the Organization for the

purpose of these Rules.
Meaning: The IMO may decide at any time and place to impose a traffic
separation scheme, which would make it easier to navigate in a major
traffic area. The above Traffic Separation Schemes will be for the purpose
of enhancing the effectiveness of these COLREGS.
e. Whenever the Government concerned shall have determined that a

vessel of special construction or purpose cannot comply fully with the
provisions of any of these Rules with respect to the number, position, range
or arc of visibility of lights or shapes, as well as to the disposition and
characteristics of sound-signalling appliances, such vessel shall comply
with such other provisions in regard to the number, position, range or arc of
visibility of lights or shapes, as well as to the disposition and characteristics
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of sound-signaling appliances, as her Government shall have determined

to be the closest possible compliance with these Rules in respect of that
vessel.
Meaning: If a specially constructed ship (aircraft carrier), which due to the

nature of the equipment fitted does not have places where to fit the lights or
shapes as required by the COLREGS as specified in the annexes, then a
government may allow these special ships to carry their lights or shapes in
a different place, but it shall make sure that these are the closest deviation
from the COLREGS. That is they are almost similar to those fitted on
regular ships.
This is the main difference between paragraph 'c' and 'e', requirements
developed under paragraph 'c' should have features which 'cannot be
mistaken for any light, shape or signal authorised elsewhere under
these Rules' and these are 'additional' to the requirements stated in these
Rules, Whereas the requirements developed to meet paragraph 'e' are in
lieu of the requirements of these Rules or are alternate substitutes with
closest possible compliance as the vessel concerned cannot comply with
the prescribed standards.
Rule 2 - Responsibility
(a) Nothing in these Rules shall exonerate any vessel or the owner, master
or crew thereof, from the consequences of any neglect to comply with
these Rules or of the neglect of any precaution, which may be required by
the ordinary practice of seamen, or by the special circumstances of the
case.
Meaning: There is no escaping the penalty of not following these rules.

Everybody is responsible and no excuses are permitted that ‘I forgot’ etc.
Also, there are some practices which are followed by seamen which may
not be in the rules but they have been said and in use for many years, even
these are included in compliance. This rule was formulated after all the
‘ordinary practice of seamen’ were written down as part of these rules, but
some of the ‘ordinary practices’ which may have been overlooked are
covered by this rule.
Circumstances can dictate a deviation from these rules, like if the seaman
thinks that by following the rules in a special situation the action would
endanger the ships, in that case, a deviation may be permitted which will
not endanger the ships.
(b) In construing and complying with these Rules due regard shall be had
to all dangers of navigation and collision and to any special circumstances
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including the limitations of the vessels involved which may make a

departure from these Rules necessary to avoid immediate danger.
Meaning: In understanding and then complying with these rules - pay close
attention to the dangers of navigation and to the circumstances which may
arise where blindly following these rules may endanger the ships.
For this, if required by common sense that to follow the rules would make a
situation worse, then an action may be taken which are different from these
rules but would have ensured safety for the vessels.
Rule 3 - General Definitions
For the purpose of these Rules except where the context otherwise
requires:
a. The world “vessel” includes every description of watercraft including

non-displacement craft, WIG craft and seaplanes used or capable of being
used as a means of transportation on water.
Meaning: All types of craft that float on water and are used as a means of
transportation. Also included are crafts, which do not displace water - such
as hovercraft. A seaplane when on the water displaces water so as long as
it is on the surface of the water it is considered as a vessel. All barges are
also included since no propulsion system has been mentioned in this part
of the Rule.
b. The term “power-driven vessel” means any vessel propelled by

machinery.
Meaning: Power here means power obtained from machinery, such as

diesel engines, from the smallest to the largest, sailing vessels are not
included as long as they are purely under sail, vessels under oars are also
not included.
c. The term “sailing vessel” means any vessel under sail provides that
propelling machinery if fitted, is not being used.
Meaning: Sailing vessels of today rely on some form of machinery

propulsion, that is when the wind is calm and the sailing vessel is not
moving the sailing vessels (some of them) have provision for use of their
main engine and propeller. So as long as this main engine on sailing
vessels is not used they are termed as sailing vessels, the moment their
main engine is started they are termed as power driven vessels, even if
they hoist sails.
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d. The term “vessel engaged in fishing” means any vessel fishing with nets,
lines, trawls or other fishing apparatus which restrict manoeuvrability, but
does not include a vessel fishing with trolling lines or other fishing
apparatus which do not restrict manoeuvrability.
Meaning: Fishing vessels means vessels actually fishing and which due to
their equipment in the water are unable to move away and keep clear of
other vessels. If the fishing vessel is not fishing or is using equipment,
which does not restrict their taking evasive, action for safety then they are
not termed as fishing vessels. The equipment as specified under the Rules
is nets, lines (long line tuna fishing), trawls or other equipment, which are
similar.
e. The word “seaplane” includes any aircraft designed to manoeuvre on

the water.
Meaning: Obvious meaning, an aircraft which in an emergency is landing

(ditching) in the water would not be termed as a seaplane, only those
planes which by their construction and purpose can safely land, take off
and manoeuvre to a pier or jetty are called seaplanes.
f. The term “vessel not under command” 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.
Meaning: Here a vessel not under command means any vessel, which
because of some reason cannot keep out of the way of other vessels. Like
ME breakdown and she cannot anchor, steering failure, launching a rescue
boat or a lifeboat.
g. The term “vessel restricted in her ability to manoeuvre” means a

vessel which from the nature of her work is restricted in her ability to
manoeuvre as required by these Rules and is, therefore, unable to keep
out of the way of another vessel.
Meaning: This includes a ship which is doing some special work by which
she can move only in one direction - say ahead, but cannot alter her course
to take evasive action neither can she slow down or speed up to avoid a
collision then in that case the vessel would be restricted in her ability to
manoeuvre.
The following are the vessels as declared under these Rules to be ‘vessels
restricted in their ability to manoeuvre’, however this list is not absolute and
final, this is a general guidance for such vessel, any vessel other than
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those in the list may also be ‘vessels restricted in their ability to

manoeuvre’.
The term “vessels restricted in their ability to manoeuvre” shall include

but not limited to:-
1. a vessel engaged in laying, servicing or picking up a navigational

mark, submarine cable or pipeline;
2. A vessel engaged in dredging, surveying or underwater operations;
3. A vessel engaged in replenishment or transferring persons,
provisions or cargo while underway;
4. A vessel engaged in the launching or recovery of aircraft;
5. A vessel engaged in mine clearance operations;
6. A vessel engaged in a towing operation such as severely restricts the
towing vessel and her tow in their ability to deviate from their course.
The term “vessels restricted in their ability to manoeuvre” shall include but
not limited to:
Meaning: ‘shall include but not limited to’, this means that the Rules define
the following vessels as being restricted in their ability to manoeuvre, but
the classification of ships is not limited to the vessels already described,
other vessels may also be included if they are also restricted in their ability
to manoeuvre.
h. The term “vessel constrained by her draught” means a power-driven

vessel, which, because of her draught in relation to the available depth and
width of navigable water, is severely restricted in her ability to deviate from
the course she is following.
Meaning: This is applicable to POWER DRIVEN VESSELS, which because

of their draft in comparison to the depth of water at that place is so great
that she cannot alter to avoid a collision since to do that they would run
aground.
However, if there were an adequate width of the channel through which

they are moving then they would not be classed as constrained by draught.
Thus a VLCC with a draft of 18m would be classed as a ‘vessel constrained

by her draught’ in a channel where the least depth is 21m (3 m safety for
squat etc) and the width of the channel is just 600 metres, but in the
Pacific, she would be an ordinary vessel.
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If the channel or bay is such that all over the bay the depth is as mentioned
but the size of the bay is 30NM by 40NM then she would not be a ‘vessel
constrained by her draft’.
i. The word “underway” means that a vessel is not at anchor, or made fast
to the shore, or aground.
Meaning: This term is somewhat vague. The opinion has been held that a
vessel, which is intentional, anchored with a proper anchor and intends to
hold her position, is anchored. But if the vessel ha dropped her anchor to
turn the vessel in a tide or is dredging meaning that the anchor has been
dropped underfoot and the vessel is being dragged or is under her own
power and is steaming astern (the anchor helps in keeping the bow in line)
then in these cases the vessel would not be termed as at anchor.
If the vessel drags her anchor and moves away then too she is not at
anchor.
Thus the meaning of ‘at anchor’ means in relation to the ‘made fast to
shore’ and ‘aground’ that is the ship cannot move or drift away.
j. The words “length” and “breadth” of a vessel means her overall length
and her greatest breadth.
Meaning: Here LBP does not mean the length.
k. Vessels shall be deemed to be in sight of one another only when one

can be observed visually from the other.
Meaning: The vessel being observed should be capable of being seen with
the observer's eyes and not by any electronic device, this is so because the
aspect of the vessel is very important, the human brain analyses data from
input more effectively than an electronic device. A change in other vessels
heading is very readily apparent when observing visually, by electronic
means it has a time lag.
l. The term “restricted visibility” means any condition in which visibility is

restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any
other similar causes.
Meaning: Restricted visibility may be caused by any of the above

conditions and also by any other means, for example, the smoke from
forest fires / Volcanic Eruptions (recently: 2015) in the Indonesian forests
had drastically reduced visibility in the Malacca Straits some years back.
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m. The term "Wing-In-Ground (WIG) craft" means a multimodal craft

which, in its main operational mode, flies in close proximity to the surface
by utilising surface-effect action.
Section 1 — Conduct of Vessels in any Condition of Visibility
Rule 4 : Application
Rules in this section apply in any condition of visibility.
Meaning: The above section applies to all vessels and under any condition
of visibility that is good visibility as well as when under poor visibility
whatever the cause may be.
Rule 5 : Look-out
Every vessel shall at all times maintain a proper look-out by sight and
hearing as by all available means appropriate in the prevailing
circumstances and conditions so as to make a full appraisal of the situation
and of the risk of collision.
Meaning: Lookout is very important and should take about 70 - 80% of the
watch keeping officers time. The rest is to be the full appraisal of what he
sees, and the action that is taken by him. Lookout is also for getting the
feedback on the action that he or the other ship took to avoid the situation.
Look out means to see and understand the situation, by sight and hearing
as well by other means which may be by Radar and GPS (position) and by
any other electronic devices.
Appropriate in the prevailing conditions means - in condition of poor

visibility, the Radar and ears may be the only means of detecting other
vessels, here again, the range scale selection should be appropriate, if the
vessel is in the middle of a fishing fleet there is no point keeping a watch on
12Nm range and only on one Radar. If 2 Radars exist then one should be
set to a smaller range and the other on 12nm for detecting other vessels if
only 1 Radar is available then periodic switches have to be done between
smaller scale and a longer scale.
In any case, the echo sounder the log the GPS and the chart and vessels
charted position have to be also monitored. Because for a full appraisal of
the situation, all factors have to be taken into consideration, can the own
vessel alter to keep out of the way or is it better to slow down.
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Rule 6 : Safe Speed
Every vessel shall at all times proceed at a safe speed so that she can take
proper and effective action to avoid collision and be stopped within a
distance appropriate to the prevailing circumstances and conditions.
In determining a safe speed the following factors shall be among those

taken into account:-
Meaning: A very difficult statement ‘Safe Speed’. Any vessel, which is

sailing has some speed and with that, it can cause trouble for others as
well as to itself. If the speed is very low and the current is strong she may
drift on to any other ship, so a low speed is out under these circumstances.
If the speed is more and if the steering fails then she would move away
from her course line onto a danger very fast without maybe even an
emergency being realised.
So ‘safe speed’ means that the ship sails at a speed at which if any
emergency occurs she would come out of the emergency without anybody
getting injured.
The basic fact is that under any circumstances the speed should be such
that the vessel can take an effective (avoid) action to avoid danger, this
includes manoeuvring to keep out of the way or slowing down or stopping
to allow another vessel to pass clearly.
In the open sea, ME slow down or stopping may not be required and a
manoeuvre in good (well before closing in) time would be fine, but if the sea
passage is narrow or the depth is less, then ME should also be on standby.
Also if the current is strong or the visibility is poor, then in open sea the ME
may be required, since the time of observing the vessel may be reduced.
It is likening to a person running on a racetrack, which is brightly lit - he

runs at his maximum speed. Place the same person in a forest at night and
then ask him to run, obviously, he would run taking into consideration that
he may hit a tree or a branch or fall in a ditch. Depending on how well he is
seeing he adjusts his speed.
(a) By all vessels:-
i. The state of visibility;

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The visibility, if the visibility is affected by any condition then adequate

precautions should be taken and the M.E. may be required, the helmsman
should also be stand by and if permissible the stand by steering motor
switched on.
ii. 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 standby. 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.
iii. The manoeuvrability 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 stop condition only after traveling a further distance of
maybe a mile. A smaller cargo vessel or the same tanker on ballast in such
a condition may have stopped in the water in a distance of maybe less that
quarter of a mile.
Again a large tanker fully laden will take a lot of time to initially begin her
turn after the wheel is put hard over, and once the vessel starts her swing
she keeps swinging and to stop her swing it takes a lot of time wherein the
ship may have done a near 360° turn and landed up in another critical
situation. A smaller vessel or the same tanker on ballast may not have such
problem.
iv. At night the presence of background light such as from shore lights or
from back scatter of her own lights;
The above refers to the state of visibility, a vessel when she leaves a port is
surrounded by a lot of bright shore lights, and her navigation lights may be
cluttered up with these lights. A lookout on another vessel would not be
able to see the vessel departing the port until she comes to a position
where the background is dark.
The second case refers to backscatter 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
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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.
v. 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 the alteration, as such,
the helmsman used to giving a particular helm to alter a course may find
that the ship either does not turn or turns very slowly, the correcting helm
also is different than usual.
A current also makes a ship behave in the above manner.
A danger mark or a shallow patch would cause a vessel to 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.
vi. 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 is less. Speed
thus has to be controllable and the ship if required has to be stopped short
of danger.
(b) 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.
i. The characteristics, efficiency, and limitations of the radar equipment;
A functional Radar may not be operating at its peak performance, maybe

the magnetron has become old, or the centre of the PPI is burnt out or any
other causes where the Radar has got peculiarities which are readily
apparent to a new observer but may be overlooked by an old ship hand.
The Mast and the funnel cast Radar shadows and for a particular ship, the
watch keepers have to take that into consideration. These peculiarities may
in emergencies cause other vessel’s not to be tracked by the Radar.
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ii. 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.
iii. The effect on radar detection of the sea state, weather and other
sources 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 affecting more 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.
iv. 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.
v. The number, location and movement of vessels detected by radar;
In areas of high traffic density, keeping track of what each ship is doing and
also assessing the ship with the most potential risk factor is a demanding
task. However with a Radar tracking unit or an ARPA, the same can be
achieved very easily. The only carefulness that has to be exercised is that
the risk factor set data as presented by the Radar should be evaluated.
And an understanding of the situation has to be done.
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vi. The more exact assessment of the visibility that may be possible when
radar is used to determine the range of vessels or other objects in the
vicinity.
Since Radar observation is not affected to that extent as observation by

sight by poor visibility, using the Radar, one should do an assessment of
the visibility and note down at what range the target was actually seen by
the observer.
Earlier visibility was estimated by guess work (experience some may call
it), but with Radar, it is an exact figure, also visibility is not the same all
around the ship especially in rain, as such more exact assessment may be
done by using the Radar.
Rule 7 : Risk of collision
a. Every vessel shall use all available means appropriate to the prevailing
circumstances arid conditions to determine if risk of collision exists. If there
is any doubt such risk shall be deemed to exist.
A famous sentence in the Master’s Night Order book was ‘Whenever in

doubt, call me’. This holds true with the above Rule. If the watch keeper is
in any doubt even the slightest, he should assume that such risk exists and
would have to act according to the Rules.
Of course in judging such risk, he has to take into consideration the

conditions at that time - state of sea, traffic density, visibility etc.
All available means to assess the risk, means all that is available to the
watch keeper - visual bearings, Radar tracking or observations and plot,
sound signals, VHF traffic, and the like.
In doing the above the chart should be studied, since this will give an
indication of the course that the other vessel may be following to either
head to or from a port or TSS.
Taking all the above the watch keeper has to judge whether even a slight
risk exists and if this slight chance does exist then he shall note that RISK
does exist.
b. Proper use shall be made of radar equipment if fitted and operational,

including long-range scanning to obtain early warning of risk of collision
and radar plotting or equivalent systematic observation of detected objects.
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Radar is an AID to navigation and its use today is mandatory and essential.
The Radar should be used so long as it is functional to warn the watch
keeper of the danger in as great a time interval as possible. This implies
that the Radar has to be used for long range scanning to detect the ships
and do a radar plot to determine whether the ship would pose any hazard
or not.
Further even if the ARPA is not working the bearing and distance off if
plotted would give a fair idea of the risk of collision. The bearing may not be
very accurate (see Radar) but over a period of time this in accurate bearing
would still indicate whether such risk exists or not. Radar Plotting of course
is very helpful in assessing the above. And this is termed as systematic
observation.
c. Assumptions shall not be made on the basis of scanty information,

especially scanty radar information.
Scanty Radar information - if the target has been observed once in a while
then the assessment is not correct. The plot is required and then the plot
has to be checked by following it up by further observations.
ARPA readings may not be accurate in the first set of figures, the ARPA
also keeps predicting and updating the figures. Small vessels often
disappear from Radar, it does not mean that the ship was never there and
that it was a false echo.
Target swap takes place frequently on Radar, this gives rise to scanty and
wrong information.
Remember: after judging a vessel’s track and risk factor it has to be keenly
observed to ensure that the data that the watch keeper has obtained is
true.
d. In determining if risk of collision exists the following considerations shall

be among those taken into account:
(i) Such risk shall be deemed to exist if the compass bearing of an

approaching vessel does not appreciably change;
This fact is the most important. If the bearing changes for a ship at an
appreciable range then the risk factor is less, however it has to be
remembered that the change of bearing has to be appreciably or else the
CPA would be insignificant and thus the risk would still exist.
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A small change should therefore be viewed with suspicion and a DOUBT

should arise in the mind of the observer.
(ii) Such risk may sometimes exist even when an appreciable bearing
change is evident, particularly when approaching a very large vessel or a
tow or when approaching a vessel at close range.
As mentioned above the bearing change should be very evident, however

sometimes this appreciably large change may not hold true for
observations of large vessels which subtend a significant angle at the
observer, if the bow was being observed and the aspect of the ship
changes from end on to a side then too the bearing change would be
evident but that does not mean that the risk does not exist, so for large
vessel’s which subtend n angle at the observer care should be exercised.
The same holds true for vessels at close range and vessels in tow, where
the entire tow and towed present a very large object.
Rule 8 : Action to avoid collision
(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.
Qualification of the action: The action should be positive meaning that it

should result in the reduction of the risk of collision, not aggravate it.
Should be made in ample time, implying that the assessment should be

done in time and obviously that means that the situation should have been
observed for quite some time and from a great distance - distance also
correlates to the time interval between the time of observation, assessment
and the time of the action. No daydreaming and then a wake up call to take
action. Be alert.
Good seamanship, here a departure may be made from the rules, if for
vessel very far on the horizon, it is seen that the vessel lies fine to
starboard, also it is noted that for own vessel to alter course to increase the
CPA would mean closing in on another danger, then - note she has to be at
least 30 mins into the future, the own vessel may alter her course
drastically to PORT for some time to increase the CPA. Although it is not
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recommended, this action may be necessary under these circumstances,

rather than land up in a situation where you have the vessel on your
starboard and you cannot alter course any further to starboard.
(b) Any alteration of course and/or speed to avoid collision shall, if the
circumstances of the case admit be large enough to be readily apparent to
another vessel observing visually or by radar; a succession of small
alterations of course and/or speed shall be avoided.
The alteration of course always has to be large enough to be readily

apparent to the other vessel. Small changes are not noticeable to other
vessels since, the aspect during day time and the navigation light aspect at
night may not appreciably differ from what it was before the small alteration
of course, the other vessel then would be in doubt as to whether you have
taken action or not - panic may set in.
Regarding speed change it is still harder to figure out when a vessel

reduces from 14 knots to 13 knots, it is apparent if a vessel reduces from
14 knots to directly 10 knots.
(c) If there is sufficient sea room, alteration of course alone may be the
most effective action to avoid a close-quarters situation provided that it is
made in good time, is substantial and does not result in another close-
quarters situation.
Rather than speed alteration which being rather difficult to observe as such
is difficult to assess the situation, and the apparent track remains the same.
Thus a course alteration is much more effective in diffusing a dangerous
situation and also is readily apparent to the other vessel - provided
however that the alteration can be observed very easily by the other vessel.
The action should not be where the situation becomes worse, so it has to
be done in time when the vessels are far away so that, the action taken can
be further assessed, and if rectification is required may be done.
(d) Action taken to avoid collision with another vessel shall be such as to
result in passing at a safe distance. The effectiveness of the action shall be
carefully checked until the other vessel is finally past and clear.
As explained above, all actions have to be assessed after taking them. All
actions should diffuse the dangerous situation and the passing of the
vessels should be with as wide a margin as possible under the conditions.
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(e) If necessary to avoid collision or allow more time to asses the situation,
a vessel may slacken her speed or take all way off by stopping or reversing
her means of propulsion.
The above would happen in waters where ships are going in and out of the
harbour limits. Since the ship may not have set a course also that the
speed may not have to sufficient, a vessel may head in some different way,
especially when transferring pilot etc, under these circumstances it is better
to either stop and watch the situation as it develops or even if required to
stop the vessel in her tracks - no movement, and then to assess the
situation and then move cautiously.
(f)
• (i) A vessel which, by any of these rules, is required not to impede

the passage or safe passage of another vessel shall when required
by the circumstances of the case, take early action to allow sufficient
sea room for the safe passage of the other vessel.
• (ii) A vessel required not to impede the passage or safe passage of
another vessel is not relieved of this obligation if approaching the
other vessel so as to involve risk of collision and shall, when taking
action, have full regard to the action which may be required by the
rules of this part.
• (iii) A vessel the passage of which is not to be impeded remains fully
obliged to comply with the rules of this part when the two vessels are
approaching one another so as to involve risk of collision.
All of the above relate to vessels which have been required to keep out of
the way of other vessels and not to hinder the passage of another vessel.
These vessels should therefore take early action to keep clear, but if they
fail then too they are obliged to follow the Rules to avoid a close quarter
situation.
For the stand on vessel, it still has to follow the Rules irrespective of
whether the other vessel takes action or not. Risk of collision at any costs
has to be avoided.
Rule 9 : Narrow Channels
Two terms are used throughout the Rule that are not defined. They are
"narrow channel" (namesake of the Rule) and "(narrow) fairway." We must
assume that the drafters of the Rules either believed their meanings to be
obvious or else were not able to formulate suitable concise definitions.
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Rule 9 applies only on waters described by the two terms. What is "narrow"
depends on the type of vessel and the circumstances. A "channel" is a
natural or dredged lane restricted on either side by shallow water; it is often
marked by buoys. A "fairway" is generally in open water, and the water on
either side is not much shallower than within the fairway. Fairways are used
to route vessels away from natural hazards, oil platforms, mines, or smaller
vessels. Fairways should be differentiated from the lanes in traffic
separation schemes; vessels in the latter should follow Rule 10 rather than
Rule 9.
a. A vessel proceeding along the course of a narrow channel or fairway

shall keep as near to the outer limit of the channel or fairway which lies on
her starboard side as is safe and practicable.
No ambiguity in this part of the Rule, it is a general advice. As safe and

practicable leaves it to the watch keeping officer to take the ultimate
decision to deviate from this Rule. If due to the draft or width of the ship as
well as the contour of the bottom of the channel it is not safe or is not
practicable to comply with this Rule then the watch keeper has his common
sense to guide him, keeping always safety in mind.
b. A vessel of less than 20meters in length or a sailing vessel shall not

impede the passage of a vessel which can safely navigate only within a
narrow channel or fairway.
This again is a guideline for small vessels as well as for sailing crafts to
keep away from ships that can safely navigate only within the narrow
channel or fairway, since the small vessels and the sailing craft can always
use the shallower part of the channel they should not impede the passage
of a large ship.
c. A vessel engaged in fishing shall not impede the passage of any other
vessel navigating within a narrow channel or fairway.
Also a guideline, again please note it is not a fishing vessel but a fishing
vessel engaged in the actual task of fishing, so no fishing in the narrow
channel or fairway.
d. A vessel shall not cross a narrow channel or fairway if such crossing

impedes the passage of a vessel which can safely navigate only within
such channel or fairway. - The latter vessel may use the sound signals
prescribed in rule 34 (d) if in doubt as to the intention of the crossing
vessel.
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Crossing vessels are warned not to cross the channel or fairway if this
crossing should come in the way of a vessel proceeding along the channel
who cannot deviate due to the depth or width restriction of the channel.
Sound signals have been mentioned which may be used if in any doubt
about the intention of either vessel.
It does say that a vessel will not cross a channel or fairway - she can do so
as long as she does not impede the passage of a ship following the
channel.
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 passage, the
vessel intending to overtake shall indicate signal prescribed in rule 34 c (i).
The vessel to be overtaken shall, if in agreement, sound the appropriate
signal prescribed in rule 34 c (ii) and take steps to permit safe passing. If in
doubt she may sound the signals prescribed in rule 34 d.
In a narrow channel or fairway overtaking may prove to be difficult, but it

may be necessary for some reason, ship behind gets a priority berthing etc.
In this case, if the vessel behind wants to overtake then she has to sound
the signal - Two prolonged blasts followed by one short blast to mean “I
intend to overtake you on your starboard side”;
Two prolonged blasts followed by two short blasts to mean “I intend to

overtake you on your port side”.
This is a request signal and has to be answered by the ship ahead either in
the affirmative by sounding -One prolonged, one short, one
prolonged and one short blast, and the ship ahead should go to one side
of the channel and allow sea room for the other ship to overtake.
Only once the confirmation has been received can the ship behind take
action. If the answer was positive and overtaking has been permitted then
she should first watch the other ship and when the passage has been
widened for her she should overtake.
If the ship ahead is in any doubt about the sound signal that she heard or at
a later stage while overtaking is in progress and she feels that a close
quarter situation may develop then she may sound the signal:- at least
five short and rapid blasts on the whistle.
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(ii) 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.
f. The vessel nearing a bend or an area of a narrow channel or fairway

where other vessels may be obscured by an intervening obstruction shall
navigate with particular alertness and caution and shall sound the
appropriate signal prescribed in rule 34 e.
Almost like a car sounds a car horn when nearing a crossing, it alerts traffic
on the blind side of the bend that a ship is about to cross. This is especially
relevant in channels and rivers and fairways where up and down traffic are
numerous.
g. Any vessel shall, if the circumstances of the case admit, avoid anchoring
in a narrow channel.
A general advice, circumstances of the case admit means as far as

possible she should not anchor, but if due to some extraordinary
circumstances she has to anchor then she should have to warn all vessels
and take special care.
Rule 10: Traffic separation schemes
a. This Rule applies to traffic separation schemes adopted by the

Organization and does not relieve any vessel of her obligation under any
other Rule.
Meaning: The objective of this rule of the COLREGS is that although IMO
may enforce traffic separation schemes, but the instructions in this rule
shall not go against the rules as stated elsewhere in the COLREGS. So a
vessel even when in a TS has to obey the other rules as well as this rule on
TS.
b. A vessel using a traffic separation scheme shall:

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(i) proceed in the appropriate traffic lane in the general direction of traffic
flow for that lane;
Meaning: The ship shall go in the direction of the lane - not opposite and
not at too great an angle to the lane as marked on the chart. The course
line as drawn should be parallel or nearly parallel to the direction of the
lane. If the marked lane is showing a direction of 270° then the course line
should be almost close to 270° and the ship should always steer the course
unless of course set and drift make her steer another course, she should at
least have CMG in the general direction as stated.
(ii) so far as practicable keep clear of a traffic separation line or separation

zone;
Meaning: Ships should as far as possible lay their course line away from
the edges of the traffic lane on either side and follow the same. Preferably
drawn through the centre of the lane.
(iii) normally join or leave a traffic lane at the termination of the lane, but
when joining or leaving from either side shall do so at as small an angle to
the general direction of traffic flow as practicable.
Meaning: When entering or leaving a TS, make your course line join the TS
at the beginning or at the end of the TS. If however the vessel has to join or
leave from the side, say for an engine to be stopped or other emergencies,
then the exit or entry course line should have as small an angle to the
general arrow direction as possible.
It is almost similar to driving on the road, a car indicates her side lights and
slowly edges from the centre of the road to the edge to take the side road.
No car suddenly moves from the centre of the road to the side road.
c. A vessel shall, so far as practicable, avoid crossing traffic lanes but if

obliged to do so shall cross on a heading as nearly as practicable at right
angles to the general direction of traffic flow.
Meaning: Case 1: A vessel is not following a TS, she decides to cross the
TS and go over to the other side, in this case, she has to bisect the TS at
90° or nearly so, since that is the shortest distance to cut and also the other
vessels are not in confusion as to what this vessel is doing.
Case 2: A vessel has to exit the TS under exceptional circumstances, then

first she moves at a small angle and goes to the edge of the TS and then
crosses the opposite TS lane at 90° or nearly so.
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d.
(i) A vessel shall not use all inshore traffic zone when she can safely use
the appropriate traffic lane within the adjacent traffic separation scheme.
However, vessels of less than 20 m in length, sailing vessels, and vessels
engaged in fishing may use tile inshore traffic zone.
Meaning: IMO has demarcated Inshore TZ, this is not supposed to be used
by any vessel, so no course lane or navigation may be done within the
zone, however, vessels less than 20m in length, sailing vessels and fishing
vessels (only if they are fishing) may use them.
Since this is equivalent to a road divider - and as we know that cars do not
drive on road dividers.
(ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic

zone when en route to or from a port, offshore installation or structure, pilot
station or any other place situated within the inshore traffic zone, or to
avoid immediate danger.
Meaning: Ships may use the TSZ in exceptional circumstances. Like when
using a facility by the side of these zones or in the case of emergencies.
e. A vessel other than a crossing vessel or a vessel joining or leaving a

lane shall not normally enter a separation zone or cross a separation line
except:
(i) in cases of emergency to avoid immediate danger,
Meaning: as explained above
(ii) to engage in fishing within a separation zone.
Meaning: as explained above
f. A vessel navigating in areas near the terminations of traffic separation

schemes shall do so with particular caution.
Meaning: When a ship is near a termination area like the joining or leaving
point to a TSS, the ships should be alert, lookouts should be posted,
Radar’s should be working - at least 2, the engines to be on standby and
the person steering should be alert. All emergency measures for change
over should be tried out. The engine room should be informed. This
because this is when the ships sailing at their normal safe speed will be
quite close to each other and anything may happen.
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g. A vessel shall so far as practicable avoid anchoring in a traffic separation

scheme or in areas near its terminations.
Meaning: No anchoring is permitted within the TSS or around its

terminations, except in emergencies when a ship may anchor - please
make sure about the extreme emergency.
h. A vessel not using a traffic separation scheme shall avoid it by as wide a

margin as is practicable.
Meaning: If a vessel is not going to use the TSS, then they should be as far
away as possible from the TSS, this so that they do not cause confusion for
the ships which are heading to or leaving the TSS.
i. A vessel engaged in fishing shall not impede the passage of any vessel
following a traffic lane.
Meaning: Fishing vessels while fishing in a TS Zone should not come into
the TSS and thus obstruct the safe passage of another ship sailing along
the TSS because this would defeat the purpose of the TSS if the ships
have to weave through the fishing vessels and their nets.
j. A vessel of less than 20metres in length or a sailing vessel shall not

impede the safe passage of a power-driven vessel following a traffic lane.
Meaning: These small vessels should not come and disturb the passage of
a ship following a TSS, they can sail along the TS Zone to which they are
permitted.
k. A vessel restricted in her ability to manoeuvre when engaged in an

operation for the maintenance of safety of navigation in a traffic separation
scheme is exempted from complying with this rule to the extent necessary
to carry out the operation.
Meaning: Let us say that a ship which is repairing a buoy or renewing it

within a TSS. Then obviously the vessel is restricted in her ability to
manoeuvre, in this case, the work has to be done for the safety of the ships
in the TSS, so this vessel would not have to follow the rules for vessels in
the TSS. For other ships, the signals as hoisted by the working vessel
should be carefully noted and the ship should pass clear of the restricted
vessel, the restricted vessel may not comply with the rules of TSS.
l. A vessel restricted in her ability to manoeuvre when engaged in an

operation for the laying, servicing or picking up of a submarine cable, within
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a traffic separation scheme, is exempted from complying with this rule to

the extent necessary to carry out the operation.
Meaning: Like the above explanation, these vessels are also exempt. Thus
the alertness on the part of other vessels is to be very sharp. However,
once the work is finished the restricted ship no longer enjoys the exemption
from complying with this part of the rule.
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.
Section II – Conduct of vessels in sight of one another
Rule 12 : Sailing vessels
(a) when two sailing vessels are approaching one another, so as to involve
risk of collision, one of them shall keep out of the way of the other as
follows:
(i) when each of them has the wind on a different side, the vessel which
has the wind on the port side shall keep out of the way of the other;
(ii) When both have the wind on the same side, the vessel which is to
windward shall keep out of the way of the vessel which is to leeward;
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(iii) if the vessel with the wind on the port side sees a vessel to windward
and cannot determine with certainty whether the other vessel has the wind
on the port or the starboard side, she shall keep out of the way of the other.
(b) For the purposes of this Rule, the windward side shall be deemed to be
the side opposite that on which the mainsail is carried or, in the case of a
square-rigged vessel, the side opposite to that on which the largest fore-
and-aft sail is carried.
Rule 13 : Overtaking
a. Notwithstanding anything contained in the Rules of part B, sections I and

II, any vessel overtaking any other shall keep out of the way of the vessel
being overtaken.
Meaning: It does not make a difference whether any ship ahead of the 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.
b. A vessel shall be deemed to be overtaking when coming up with another

vessel from a direction more than 22.5° abaft the beam, that is, in such a
position with reference to the vessel she is overtaking, that at night she
would be able to see only the stern light of that vessel but neither of her
sidelights.
Meaning: This part determines whether or not a vessel would be deemed to

be overtaking or not.
In general overtaking is a clear cut understanding, however, in certain

circumstances, it becomes difficult to judge whether a ship is overtaking or
not. So this Part clarifies what is overtaking.
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28
c. When a vessel is in any doubt as to whether she is overtaking another,

she shall assume that this is the case and act accordingly.
Meaning: Again the same instruction - when in any doubt whether a vessel
is overtaking or not, it is accepted that the vessel is overtaking.
d. Any subsequent alteration of the bearing between the two vessels shall
not make the overtaking vessel a crossing vessel within the meaning of
these Rules or relieve her of the duty of keeping clear of the overtaken
vessel until she is finally past and clear.
Meaning: A vessel which has overtaken another, but is not very clear of the
overtaken vessel, cannot alter her course and cross the bows of the other
vessel claiming to be a crossing vessel.
If a vessel has overtaken then the other vessel would have to be left
absolutely clear and then only the overtaking vessel's responsibility ends.
Rule 14: Head on situation
a. When two power-driven vessels are meeting on reciprocal or nearly

reciprocal courses so as to involve risk of collision each shall alter her
course to starboard so that each shall pass on the port side of the other.
29
Meaning: It is a clear instruction when the vessels are head on perfectly,

the thing to remember is that when the vessels are nearly on reciprocal
courses, then to the vessels are asked to alter course to starboard. A
nearly reciprocal course would deem that the vessels would be passing
very close to each other, and the situation can become a close quarter
situation when the ships are quite close.
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 in a line or nearly in a line and/or both sidelights and by day she
observes the corresponding aspect of the other vessel.
Meaning: The Rule is very clear about the sightings and has explained
what is to be termed as Head On, a number of cases have come about
when this basic Rule is forgotten and the watch keeper relies on the ARPA
to give him the CPA. The Radar and the ARPA are assistances for the
watch keeper and do not replace the Rule instructions.
30
c. When a vessel is in any doubt as to whether such a situation exists she

shall assume that it does exist and act accordingly.
Meaning: Again the same word ‘Doubt’. So even if the CPA as per the
ARPA is marginal but a positive figure, the determination of Head On would
still be by this Rule of sighting.

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Rule 15: Crossing situation
When two power-driven vessels are crossing so as to involve risk of

collision, the vessel which has the other on her own starboard side shall
keep out of the way and shall, if the circumstances of the case admit avoid,
crossing ahead of the other vessel.
Meaning: This situation would frequently arise and it is always better to

avoid a close quarter situation and go right around the stern of the other
vessel rather than cross ahead of the other vessel. Of course going around
the stern may not be practical at all times but if the situation permits then it
should be followed if the crossing would result in a small CPA.
Rule 16: Action by give-way vessel
Every vessel which is directed to keep out of the way of another vessel
shall, so far as possible, take early and substantial action to keep well
clear.
Meaning: Give way vessels should take action well in time, estimate the
speed of approach between the two vessels, estimate the approximate time
interval and then take action, do not take a late action, since this would
make the stand on vessel apprehensive and she may then take an action
which would be detrimental to both vessels.
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Rule 17: Action by stand-on vessel
(a)(i) Where one of two vessels is to keep out of the way of the other shall
keep her course and speed.
Meaning: As long as the give way vessel takes an action well in time there
is no problem and the stand on vessel follows the above Rule, and the
stand on vessel is required not to take action, but it does not mean that she
would not be alert and monitor the situation.
(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
accordance with these Rules.
Meaning: The watch-keeper on the stand on vessel has to be alert and

should have been monitoring the situation as it developed. His plan of
action for evasive action should be ready at all instances since he would
have to take evasive action if the give way vessel fails to take action or if
the action is not sufficient to clear the impending danger.
(b) When, from any cause, the vessel required to keep her course and
speed finds herself so close that collision cannot be avoided by the action
of the give-way vessel alone, she shall take such action as will best aid to
avoid collision.
Meaning: The action that the stand on vessel finally takes to avoid the
situation depends on what is the nature of the action of the give-way
vessel, if the action is insufficient to clear the close quarter situation than
the stand on vessel has to take action which will get the two ships safely
33
away from each other.
THE BASIC FACT OF THESE RULES ARE THAT ALTHOUGH THE

STAND ON VESSEL NEED NOT TAKE ACTION INITIALLY, SHE MUST,
REPEAT MUST CLOSELY MONITOR THE OTHER SHIP AND PLAN OUT
ACTIONS AT EVERY STEP.
c) A power-driven vessel which takes action in a crossing situation in

accordance with subparagraph (a)(ii) of this Rule to avoid collision with
another power-driven vessel shall, if the circumstances of the case admit,
not alter course to port for a vessel on her own port side.
Meaning: The action that the stand on vessel takes should not develop into
a catastrophe, rather it should enhance the clearing action. However the
advice is not to alter course to Port for a give way vessel which is on her
port side. But it is a recommendation and if the situation demands please
refer to Rule 2 and take a well-planned decision which may deviate from
the above Rule.
(d) This Rule does not relieve the give-way vessel of her obligation to keep
out of the way.
Meaning: Just because the stand on the vessel has been forced to take
action does not mean that the give way vessel has passed the buck to the
stand on vessel. She is still obliged as per the Rules to keep out of the way.
Rule 18: Responsibilities between vessels
Except where rule 9, 10, and 13 otherwise require: (a) A power-driven

vessel underway shall keep out of the way of:
(i) a vessel not under command;
(ii) a vessel restricted in her ability to maneuver;
(iii) a vessel engaged in fishing;
(iv) a sailing vessel;
Understanding, and complying with the Rules, the above are to be

committed to memory and applied when meeting any of the named types of
vessels. Except if the situation is within a TSS or a narrow channel or if an
overtaking situation arises. Then the Rules named above would take
precedence if they so require.
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(b) A sailing vessel underway shall keep out of the way of:
(ii) a vessel restricted in her ability to maneuver;
(iii) a vessel engaged in fishing;
(c) A vessel engaged in fishing when underway shall, so far as possible,

keep out of the way of:
(ii) a vessel restricted in her ability to manoeuvre.
(d)
(i)Any vessel other than a vessel not under command or a vessel restricted
in her ability to maneuver shall, if the circumstances of the case admit,
avoid impeding the safe passage of a vessel constrained by her draft,
exhibiting the signals in Rule 28.
Understanding, and complying with the Rules, the above are to be

committed to memory and applied when meeting this type of
vessels. Except if the situation is within a TSS or a narrow channel or if an
overtaking situation arises. Then the Rules named above would take
precedence if they so require. For example, in a TSS or a Narrow channel
if a vessel cannot permit an overtaking by a Deep drafted vessel then
although she is in way impeding the passage but as per that particular Rule
she is within complying with the Rules.
(ii) A vessel constrained by her draught shall navigate with particular

caution having full regard to her special condition.
Meaning: The deep drafted vessel should not take undue advantage of her
condition and impose on other vessels to give way to her. She should
navigate with full alertness and with regard to her draft. She should be
within the safe speed and be able to be stopped or slowed down to avoid
risky situations.
(e) A seaplane on the water shall, in general, keep well clear of all vessels
and avoid impeding their navigation. In circumstances, however, where risk
of collision exists, she shall comply with the Rules of this Part. Meaning:
Since a seaplane being not very maneuverable, may cause undue
uncertainty for other vessels she has to keep clear, if however, a risk exists
then she has to behave as a vessel and take action as per the Rules.
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(f)
(i) A WIG craft shall, when taking off, landing and in flight near the surface,
keep well clear of all other vessels and avoid impeding their navigation;
(ii) a WIG craft operating on the water surface shall comply with the Rules
of this Part as a power-driven vessel.
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.
Meaning that this Rule applies to such vessels that may be close to each
other but cannot visually see each other, electronic devices and sound
signals may be the only possible means of detection and thus the action
that would be taken would not be visible by the other vessel. The areas are
not only in areas of poor visibility but also areas near to that. Meaning that
ships should be careful when approaching a fog bank, or an area of poor
visibility caused maybe by any weather or other condition.
b. Every vessel shall proceed at a safe speed adapted to the prevailing

circumstances and conditions of restricted visibility. A power-driven vessel
shall have her engines ready for immediate manoeuvre.
c. Every vessel shall have due regard to the prevailing circumstances and
conditions of restricted visibility when complying with the Rules of Section I
of this Part.
d. A vessel which detects by radar alone the presence of another vessel

shall determine if a close-quarters situation is developing and/or risk of
collision exists. If so, she shall take avoiding action in ample time, provided
that when such action consists of an alteration in 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;
Meaning: In restricted visibility when the vessels cannot see each other as
required by the Rules, the above are to be complied with. Of course,
alteration of course to Port has been advised against, and it should be
followed as far as practicable if the situation deems that an alteration, of
course, other than to Port is required then that may be done.- Rule 2, use
36
your head. For overtaking situation after the Risk factor has been assessed
the alteration may be done either way.
(ii) An alteration of course toward a vessel abeam or abaft the beam.
Meaning : Here too since the vessels are not in sight of one another and
the observations are being carried out by electronic means, the proper
assessment of the aspect of the vessel is not obtained, as such the above
guidelines.
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 be 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.
As stated in Rule 3 (l) The term “restricted visibility” means any

condition in which visibility is restricted by fog, mist, falling
snow, heavy rainstorms, sandstorms or any other similar
causes.
a. Rules in this part shall be complied with in all weathers.
b. The Rules concerning lights shall be complied with from sunset to

sunrise, and during such times no other lights shall be exhibited, except
such lights as cannot be mistaken for the lights specified in these Rules or
do not impair their visibility or distinctive character, interfere with the
keeping of a proper look-out.
c. The lights prescribed by these Rules shall, if carried, also be exhibited

from sunrise to sunset and in restricted visibility and may be exhibited in all
other circumstances when it is deemed necessary.
Meaning: Under all circumstances where the watch keeper may determine
that the showing of the Navigation lights would enhance the visibility of the
ship or would enhance own ship’s aspect better to an observing vessel.
d. The Rules concerning shapes shall be complied with by day.
e. The lights and shapes specified in these Rules shall comply with the
provisions of annex I to these Regulations.
37
Rule 21 : Definitions
a. Masthead light means a white light placed over the fore-and-aft

centerline of the vessel showing an unbroken light over an arc of the
horizon of 225° and so fixed as to show the light from right ahead to
22.5° abaft the beam on either side of the vessel.
b. Sidelights means a green light on the starboard side and a red light
on the port side each showing an unbroken light over an arc of the
horizontal of 112.5° and so fixed as to show the light from right ahead
to 22.5° abaft the beam on its respective side.
38
In a vessel of less than 20 m in length the sidelights may be

combined in one lantern carried on the fore-and-aft centreline of the
vessel.
c. Sternlight means a white light placed as nearly as practicable at the

stern ii showing an unbroken light over an arc of the horizon of 135°
and so fixed as to show the light 67.5° from right aft on each side of
the vessel.
d. Towing light means a yellow light having the same characteristics as

the sternlight defined in paragraph (c) of this Rule.
e. All-round light means a light showing an unbroken light over an arc of the
horizon of 360°.
f. Flashing light means a light flashing at regular intervals at a frequency of

120 flashes or more per minute.
Rule 22 : Visibility of lights
The lights prescribed in these Rules shall have an intensity as specified in

Section 8 of Annex I to these Regulations so as to be visible at the
following minimum ranges:
a. In vessels of 50 metres or more in length:
• a masthead light, 6 miles;

• a sidelight, 3 miles;
• a sternlight, 3 miles;
• a towing light, 3 miles;
39
• a white, red, green or yellow all-round light, 3 miles.
b. In vessels of 12 metres or more in length but less than 50 metres in

length:
• a masthead light, 5 miles; except that where the length of the vessel
is less than 20 metres, 3 miles
• a sidelight, 2 miles;
• a sternlight, 2 miles;
• a towing light, 2 miles;
c. In vessels of less than 12 metres in length:
• a masthead light, 2 miles; a sidelight, 1 mile;

• a sternlight, 2 miles; a towing light, 2 miles;
d. In inconspicuous, partly submerged vessels or objects being towed: a

white all-round light, 3 miles.
Rule 23 : Power-driven vessels underway
a. A power-driven vessel underway shall exhibit:
• (i) a masthead light forward;

• (ii) a second masthead light abaft of and higher than the forward one;
except that a vessel of less than 50 metres in length shall not be
obliged to exhibit such light but may do so;
40
• (iii) sidelights;
• (iv) a sternlight.
b. An air cushion vessel when operating in the non-displacement mode

shall, in addition to the lights prescribed in paragraph (a) of this Rule,
exhibit an all-round flashing yellow light.
c. A WIG craft only when taking off, landing and in ilight near the surface
shall, in addition to the lights prescribed in paragraph (a) of this Rule,
exhibit a high-intensity all-round flashing red light.
d.
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• (i) A power-driven vessel of less than 12 m in length may in lieu of

the lights prescribed in paragraph (a) of this Rule exhibit an all-round
white light and sidelights,
• (ii) a power-driven vessel of less than 7 m in length whose maximum
speed does not exceed 7 knots may in lieu of the lights prescribed in
paragraph (a) of this Rule exhibit an all-round white light and shall, if
practicable, also exhibit sidelights;
• (iii) the masthead light or all-round white light on a power-driven
vessel of less than 12 m in length may be displaced from the fore and
aft centreline of the vessel if centreline fitting is not practicable,
provided that the sidelights are combined in one lantern which shall
be carried on the fore-and-aft centreline of tile vessel or located as
nearly as practicable in the same fore-and-aft line as the masthead
light or the all-round white light.
Rule 24 : Towing and pushing
(a) A power driven vessel when towing shall exhibit:
• (i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two

masthead lights in a vertical line. When the length of the tow
measuring from the stern of the towing vessel to the after end of the
tow exceeds 200 meters, three such lights in a vertical line;
• (ii) sidelights;
• (iii) a sternlight;
• (iv) a towing light in a vertical line above the sternlight;
• (v) when the length of the tow exceeds 200 meters, a diamond shape
where it can best be seen.
42
(b) When a pushing vessel and a vessel being pushed ahead are rigidly
connected in a composite unit they shall be regarded as a power-driven
vessel and exhibit the lights prescribed in Rule 23.
(c) A power-driven vessel when pushing ahead or towing alongside, except

in the case of a composite unit, shall exhibit:
• (i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two

masthead lights in a vertical line. When the length of the tow
measuring from the stern of the towing vessel to the after end of the
tow exceeds 200 meters, three such lights in a vertical line;
• (ii) sidelights;
• (iii) a sternlight.
(d) A power-driven vessel to which paragraph (a) or (c) of this Rule apply
shall also comply with rule 23(a)(ii).
(e) A vessel or object being towed, other than those mentioned in

paragraph (g) of this Rule, shall exhibit:
• (i) sidelights;
• (ii) a sternlight;
• (iii) when the length of the tow exceeds 200 meters, a diamond
shape where it can best be seen.
43
(f) Provided that any number of vessels being towed alongside or pushed in
a group shall be lighted as one vessel,
• (i) a vessel being pushed ahead, not being part of a composite unit,
shall exhibit at the forward end, sidelights;
• (ii) a vessel being towed alongside shall exhibit a sternlight and at the
forward end, sidelights.
(g) An inconspicuous, partly submerged vessel or object, or combination of

such vessels or objects being towed, shall exhibit:
• (i) if it is less than 25 meters in breadth, one all-round white light at or

near the front end and one at or near the after end except that
dracones need not exhibit a light at or near the forward end;
• (ii) if it is 25 meters or more in breadth, two or more additional all-
round white lights at or near the extremities of its breadth;
• (iii) if it exceeds 100 meters in length, additional all-round white lights
between the lights prescribed in subparagraphs (i) and (ii) so that the
distance between the lights shall not exceed 100 meters.;
• (iv) a diamond shape at or near the aftermost extremity of the last
vessel or object being towed and if the length of the tow exceeds 200
44
meters an additional diamond shape where it can best be seen and

located as far forward as is practicable.
(h) When from any sufficient cause it is impracticable for a vessel or object
being towed to exhibit the lights or shapes prescribed in paragraph (e) or
(g) of this Rule, all possible measures shall be taken to light the vessel or
object being towed or at least indicate the presence of such vessel or
object.
(i) Where from any sufficient cause it is impracticable for a vessel not
normally engaged in towing operations to display the lights prescribed in
paragraph (a) or (c) of this Rule, such vessel shall not be required to exhibit
those lights when engaged in towing another vessel in distress or otherwise
in need of assistance. All possible measures shall be taken to indicate the
nature of the relationship between the towing vessel and the vessel being
towed as authorized by Rule 36, in particular by illuminating the towline.
Rule 25 : Sailing vessels underway and vessels under oars
(a) a sailing vessel underway shall exhibit:
• (i) sidelights;
• (ii) a sternlight.
(b) In a sailing vessel of less than 20 meters in length the lights prescribed
in paragraph (a) of this Rule may be combined in one lantern carried at or
near the top of the mast where it can best be seen.
(c) A sailing vessel underway may, in addition to the lights prescribed in

paragraph (a) of this Rule, exhibit at or near the top of the mast, where they
can best be seen, two all-round lights in a vertical line, the upper being red
and the lower Green, but these lights shall not be exhibited in conjunction
with the combined lantern permitted by paragraph (b) of this Rule.
(d)
• (i) A sailing vessel of less than 7 meters in length shall, if practicable,

exhibit the lights prescribed in paragraph (a) or (b) of this Rule, but if
she does not, she shall have ready at hand an electric torch or
lighted lantern showing a white light which shall be exhibited in
sufficient time to prevent collision.
• (ii) A vessel under oars may exhibit the lights prescribed in this rule
for sailing vessels, but if she does not, she shall have ready at hand
an electric torch or lighted lantern showing a white light which shall
be exhibited in sufficient time to prevent collision.
45
(e) A vessel proceeding under sail when also being propelled by machinery
shall exhibit forward where it can best be seen a conical shape, apex
downwards.
Rule 26 : Fishing vessels
(a) A vessel engaged in fishing, whether underway or at anchor, shall

exhibit only the lights and shapes prescribed by this rule.
(b) A vessel when engaged in trawling, by which is meant the dragging

through the water of a dredge net or other apparatus used as a fishing
appliance, shall exhibit;
• (i) two all-round lights in a vertical line, the upper being green and the
lower white, or a shape consisting of two cones with their apexes
together in a vertical line one above the other; a vessel of less than
20 meters in length may instead of this shape exhibit a basket;
• (ii) a masthead light abaft of and higher than the all-round green light;
a vessel of less than 50 meters in length shall not be obliged to
exhibit such a light but may do so;
• (iii) when making way through the water, in addition to the lights
prescribed in this paragraph, sidelights and a sternlight.
(c) A vessel engaged in fishing, other than trawling, shall exhibit:
• (i) two all-round lights in a vertical line, the upper being red and the
lower white, or a shape consisting of two cones with their apexes
together in a vertical line one above the other; a vessel of less than
20 meters in length may instead of this shape exhibit a basket;
• (ii)when there is outlying gear extending more than 150 meters
horizontally from the vessel, an all-round white light or a cone apex
upwards in the direction of the gear.
• (iii) when making way through the water, in addition to the lights
(d) A vessel engaged in fishing in close proximity to other vessels engaged

in fishing may exhibit the additional signals described in Annex II to these
Regulations.
(e) A vessel when not engaged in fishing shall not exhibit the lights or
shapes prescribed in this Rule, but only those prescribed for a vessel of her
length.
46
Rule 27 : Vessels not under command or restricted in their ability to

manoeuvre
(a) A vessel not under command shall exhibit:
1. two all-round red lights in a vertical line where they can best be seen;
2. two balls or similar shapes in a vertical line where they can best be
seen;
3. when making way through the water, in addition to the lights
NUC Day Signal (Image Above)
Vessels not under command or restricted & Making Way through the water (Image Above)
47
Vessels not under command or restricted in their ability to manoeuvre & NOT Making Way through
the water (Image Above)
(b)A vessel restricted in her ability to manoeuvre, except a vessel engaged

in mine clearance operations, shall exhibit:
1. Three all-round lights in a vertical line where they can best be seen.
The highest and lowest of these lights shall be red and the middle
light shall be white;
2. three shapes in a vertical line where they can best be seen. The
highest and lowest of these shapes shall be balls and the middle one
a diamond;
3. when making way through the water, a masthead light or lights,
sidelights and a sternlight,in addition to the lights prescribed in
subparagraph (1);
4. when at anchor, in addition to the lights or shapes prescribed in
ssubparagraphs(1) and (2), the light, lights or shape prescribed in
Rule 30. Vessel N.U.C and Making Way through the water- Day Signal (Image Below)
48
Vessel N.U.C and Making Way through the water- Night Signal (Image Above)
Vessels not under command or restricted in their ability to manoeuvre & Making Way through the
Water – STERN (Image Above)
Vessels not under command or restricted in their ability to manoeuvre & Underway - STOPPED in the
Water (Image Above)
49
Vessels not under command or restricted in their ability to manoeuvre at Anchor (Image Above)
(c) A power-driven vessel engaged in a towing operation such as severely

restricts the towing vessel and her tow in their ability to deviate from their
course shall, in addition to the lights or shapes prescribed in Rule 24(a),
exhibit the lights or shapes prescribed in subparagraph (b)(1) and (2) of this
Rule.
(d) A vessel engaged in dredging or underwater operations, when restricted

in her ability to maneuver, shall exhibit the lights and shapes prescribed in
subparagraphs (b)(1),(2) and (3) of this Rule and shall in addition when an
obstruction exists, exhibit:
1. two all-round red lights or two balls in a vertical line to indicate the
side on which the obstruction exists;
2. two all-round green lights or two diamonds in a vertical line to
indicate the side on which another vessel may pass;
3. when at anchor, the lights or shapes prescribed in this paragraph
instead of the lights or shapes prescribed in Rule 30.
50
Vessels not under command or restricted in their ability to manoeuvre | Green Balls: Clear Side |
Red Balls: Obstructed Side (Image below)
Vessels not under command or restricted in their ability to manoeuvre | Green Balls: Clear Side | Red
Balls: Obstructed Side (Image Above)
(e) Whenever the size of a vessel engaged in diving operations makes it

impracticable to exhibit all lights and shapes prescribed in paragraph (d) of
this Rule, the following shall be exhibited:
1. Three all-round lights in a vertical line where they can best be seen.
The highest and lowest of these lights shall be red and the middle
light shall be white;
2. a rigid replica of the code flag "A" not less than 1 meter in height.
Measures shall be taken to ensure its all-round visibility.
(f) A vessel engaged in mineclearance operations shall in addition to the

lights prescribed for a power-driven vessel in Rule 23 or to the light or
shape prescribed for a vessel at anchor in Rule 30 as appropriate, exhibit
three all-round green lights or three balls. One of these lights or shapes
shall be exhibited near the foremast head and one at each end of the fore
51
yard. These lights or shapes indicate that it is dangerous for another vessel
to approach within 1000 meters of the mineclearance vessel.
(g) Vessels of less than 12 meters in length, except those engaged in

diving operations, shall not be required to exhibit the lights prescribed in
this Rule.
(h) The signals prescribed in this Rule are not signals of vessels in distress
and requiring assistance. Such signals are contained in Annex IV to these
Regulations.
Rule 28 : Vessels constrained by their draught
A vessel constrained by her draught may, in addition to the Iights

prescribed for power-driven vessels in Rule 23, exhibitwhere theycan best
be seen three all-round red lights in a vertical line, or a cylinder.
Rule 29 : Pilot vessels
(a) A vessel engaged on pilotage duty shall exhibit:

52
• (i) at or near the masthead, two all-round lights in a vertical line, the
upper being white and the lower red;
• (ii) when underway, in addition, sidelights and a sternlight;
• (iii) when at anchor, in addition to the lights prescribed in
subparagraph (i), the light, lights, or shape prescribed in Rule 30 for
vessels at anchor.
(b) A pilot vessel when not engaged on pilotage duty shall exhibit the lights
or shapes prescribed for a similar vessel of her length.
Rule 30 : Anchored vessels and vessels aground
(a) A vessel at anchor shall exhibit where it can best be seen:
• (i) in the fore part, an all-round white light or one ball;

53
• (ii) at or near the stern and at a lower level than the light prescribed in
subparagraph (i), an all-round white light.
(b) A vessel of less than 50 meters in length may exhibit an all-round white
light where it can best be seen instead of the lights prescribed in paragraph
(a) of this Rule.
(c) A vessel at anchor may, and a vessel of 100 meters and more in length
shall, also use the available working or equivalent lights to illuminate her
decks.
(d) A vessel aground shall exhibit the lights prescribed in paragraph (a) or
(b) of this Rule and in addition, where they can best be seen;
• (i) two all-round red lights in a vertical line;

• (ii) three balls in a vertical line.
(e) A vessel of less than 7 meters in length, when at anchor not in or near a
narrow channel, fairway or where other vessels normally navigate, shall not
be required to exhibit the shape prescribed in paragraphs (a) and (b) of this
Rule.
(f) A vessel of less than 12 meters in length, when aground, shall not be
required to exhibit the lights or shapes prescribed in subparagraphs (d)(i)
and (ii) of this Rule.
Rule 31 : Seaplanes
Where it is impracticable for a seaplane or a WIG craft to exhibit lights and

shapes of the characteristics or in the positions prescribed in the Rules of
this Part she shall exhibit lights and shapes as closely similar in
characteristics and position as is possible.
PART D - Sound and Light Signals
a. The word whistle means any sound signalling appliance capable of

producing the prescribed blasts and which complies with the specifications
in Annex III to these Regulations.
b. The term short blast means a blast of about one second’s duration.
54
c. The term prolonged blast means a blast of four to six second's duration.
Rule 33 : Equipment for sound signals
a. A vessel of 12 m or more in length shall be provided with a whistle and a

bell and a vessel of 100 m or more in length shall, in addition, be provided
with a gong, the tone and sound of which cannot be confused with that of
the bell.
The whistle, bell and gong shall comply with the specifications in annex III
to these Regulations.
The bell of gong or both may be replaced by other equipment having the
same respective sound characteristics, provided that manual sounding of
the prescribed signals shall always be possible.
b. A vessel of less than 12 m in length shall not be obliged to carry the

sound signaling appliances prescribed in paragraph (a) of this Rule but if
she does not, she shall be provided with some other i-means of making an
efficient sound signal.
Rule 34 : Manoeuvring and warning signals
a. When vessels are in sight of one another, a power-driven vessel

underway, when manoeuvring as authorized or required by these Rules,
shall indicate that manoeuvre by the following signals on her whistle:
• one short blast to mean “I am altering my course to starboard”;

• two short blasts to mean “I am altering my course to port”;
• three short blasts to mean “I am operating astern propulsion”.
b. Any vessel may supplement the whistle signals prescribed in paragraph

(a) of this Rule by light signals, repeated as appropriate, whilst the
manoeuvre is being carried out:
• (i) These light signals shall have the following significance:

one flash to mean “I am altering my course to starboard”;
two flashes to mean “I am altering my course to port”;
three flashes to mean “I am operating astern propulsion”;
• (ii) the duration of each flash shall be about one second, the interval
between flashes shall be about one second, and the interval between
successive signals shall be not less than ten seconds;
• (iii) the light used for this signal shall, if fitted, be an all-round white
light, visible at a minimum range of 5 miles, and shall comply with the
provisions of Annex I to these Regulations.
c. When in sight of one another in a narrow channel or fairway:

55
• (i) a vessel intending to overtake another shall in compliance with

Rule 9 (e) (i) indicate her intention by the following signals on her
whistle:
two prolonged blasts followed by one short blast to mean “I intend to
overtake you on your starboard side”;
two prolonged blasts followed by two short blasts to mean “I intend to
overtake you on your port side”.
• (ii) the vessel about to be overtaken when acting in accordance with
Rule 9 (e) (i) shall indicate her agreement by the following signal on
her whistle:
one prolonged, one short, one prolonged and one short blast, in that
order.
d. When vessels in sight of one another are approaching each other and
from any cause either vessel fails to understand the intentions or actions of
the other, or is in doubt whether sufficient action is being taken by the other
to avoid collision, the vessel in doubt shall immediately indicate such doubt
by giving at least five short and rapid blasts on the whistle. Such signal may
be supplemented by a light signal of at least five short and rapid flashes.
e. A vessel nearing a bend or an area of a channel or fairway where other

vessels may be obscured by an intervening obstruction shall sound one
prolonged blast. Such signal shall be answered with a prolonged blast by
any approaching vessel that may be within hearing around the bend or
behind the intervening obstruction.
56
f.If whistles are fitted on a vessel at a distance apart of more than 100
metres, one whistle only shall be used for giving manoeuvring and warning
signals.
Rule 35 : Sound signals in restricted visibility
In or near an area of restricted visibility, whether, by day or night, the

signals prescribed in this Rule shall be used as follows:
a. A power-driven vessel making way through the water shall sound at

intervals of not more than 2 minutes one prolonged blast.
b. A power-driven vessel underway but stopped and making no way

through the water shall sound at intervals of riot more than 2 minutes two
prolonged blasts in succession with an interval of about 2 seconds between
them.
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c. A vessel not under command, a vessel restricted in her ability to

manoeuvre, a vessel constrained by her draught, a sailing vessel, a vessel
engaged in fishing and a vessel engaged in towing or pushing another
vessel shall, instead of the signals prescribed in paragraphs (a) or (b) of
this Rule, sound at intervals of not more than 2 minutes three blasts in
succession, namely one prolonged followed by two short blasts.
d. A vessel engaged in fishing, when at anchor, and a vessel restricted in

her ability to manoeuvre when carrying out her work at anchor, shall
instead of the signals prescribed in paragraph (g) of this Rule sound the
signal prescribed in paragraph (c) of this Rule.
e. A vessel towed or if more than one vessel is towed the last vessel of the
tow if manned, shall at intervals of riot more than 2 minutes sound four
blasts in succession, namely one prolonged followed by three short blasts.
When practicable, this signal shall be made immediately after the signal
made by the towing vessel.
f. When a pushing vessel and a vessel being pushed ahead are rigidly
connected in a composite unit they shall be regarded as a power-driven
vessel and shall give the signals prescribed in paragraphs (a) or (b) of this
Rule.
g. A vessel at anchor shall at intervals of not more than one minute ring
the bell rapidly for about 5 seconds. In a vessel of 100 m or ignore in length
the bell shall be sounded in the forepart of the vessel and immediately after
the ringing of the bell the gong shall be sounded rapidly for about 5
seconds in the after part of the vessel. A vessel at anchor may, in addition,
sound three blasts in succession, namely one short, one prolonged and
one short blast, to give warning of her position and of the possibility of
collision to an approaching vessel.
h. A vessel aground shall give the bell signal and if required the gong signal
prescribed in paragraph (g) of this Rule and shall, in addition, give three
separate and distinct strokes on the bell immediately before and after the
rapid ringing of the bell. A vessel aground may, in addition, sound an
appropriate whistle signal.
i. A vessel of less than 12 m in length shall not be obliged to give above-

mentioned signals but, if she does not, shall make some other efficient
sound signal at intervals of not more than 2 minutes.
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j. A vessel of 12 m or more but less than 20 m in length shall not be obliged

to give the bell signals prescribed in paragraphs (g) and (h) of this Rule.
However, if she does not, she shall make some other efficient sound signal
at intervals of not more than 2 minutes.
k. A pilot vessel, when engaged on pilotage duty, may in addition to the

signals prescribed in paragraphs (a), (b) or (g) of this Rule sound an
identify signal consisting of four short blasts.
Rule 36 : Signals to attract attention
If necessary to attract the attention of another vessel any vessel may make
light or sound signals that cannot be mistaken for any signal authorized
elsewhere in these Rules, or may direct the beam of her searchlight in the
direction of the danger, in such a way as not to embarrass any vessel.
Any light to attract the attention of another vessel shall be such that it
cannot be mistaken for any aid to navigation.For the purpose of this Rule
the use of high intensity intermittent or revolving lights, such as strobe
lights, shall be avoided.
Rule 37 : Distress signals
When a vessel is in distress and requires assistance she shall use or

exhibit the signals described in Annex IV to these Regulations.
Rule 38 : Exemptions
Any vessel (or class of vessel) provided that she complies with the
requirements of the International Regulations for the Preventing of
Collisions at Sea, 1960, the keel of which is laid or is at a corresponding
stage of construction before the entry into force of these Regulations may
be exempted from compliance therewith as follows:
a. The installation of lights with ranges prescribed in Rule 22, until 4

years after the date of entry into force of these regulations.
b. The installation of lights with color specifications as prescribed in
Section 7 of Annex I to these Regulations, until 4 years after the entry
into force of these Regulations.
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c. The repositioning of lights as a result of conversion from Imperial to

metric units and rounding off measurement figures, permanent
exemption.
d.
i. The repositioning of masthead lights on vessels of less than
150 meters in length, resulting from the prescriptions of Section
3 (a) of Annex I to these regulations, permanent exemption.
ii. The repositioning of masthead lights on vessels of 150 meters
or more in length, resulting from the prescriptions of Section 3
(a) of Annex I to these regulations, until 9 years after the date
of entry into force of these Regulations.
e. The repositioning of masthead lights resulting from the prescriptions

of Section 2(b) of Annex I to these Regulations, until 9 years after the
date of entry into force of these Regulations.
f. The repositioning of sidelights resulting from the prescriptions of
Section 2(g) and 3(b) of Annex I to these Regulations, until 9 years
after the date of entry into force of these Regulations.
g. The requirements for sound signal appliances prescribed in Annex II
to these Regulations, until 9 years after the date of entry into force of
these Regulations.
h. The repositioning of all-round lights resulting from the prescription of
Section 9(b) of Annex I to these Regulations, permanent exemption.
(a) Audit means a systematic, independent and documented process for

obtaining audit evidence and evaluating it objectively to determine the
extent to which audit criteria are fulfilled.
(b) Audit Scheme means the IMO Member State Audit Scheme
established by the Organization and taking into account the guidelines
developed by the Organization.
(c) Code for Implementation means the IMO Instruments Implementation

Code (III Code) adopted by the Organization by resolution A.1070(28)
(d) Audit Standard means the Code for Implementation.

60
Contracting Parties shall use the provisions of the Code for Implementation
in the execution of their obligations and responsibilities contained in the
present Convention.
Rule 41 : Verification of compliance
a. Every Contracting Party shall be subject to periodic audits by the

Organization in accordance with the audit standard to verify
compliance with and implementation of the present Convention.
b. The Secretary-General of the Organization shall have responsibility

for administering the Audit Scheme, based on the guidelines
developed by the Organization.
c. Every Contracting Party shall have responsibility for facilitating the

conduct of the audit and implementation of a programme of actions to
address the findings, based on the guidelines developed by the
Organization.
d. Audit of all Contracting Parties shall be:

i. based on an overall schedule developed by the Secretary-
General of the Organization, taking into account the guidelines
developed by the Organization; and
ii. conducted at periodic intervals, taking into account the
guidelines developed by the Organization.
ANNEXES
Annex I - Positioning and technical details of lights and shapes
1. Definition
The term "height above the hull" means height above the uppermost
continuous deck. This height shall be measured from the position vertically
beneath the location of the light.
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2. Vertical positioning and spacing of lights
(a) On a power-driven vessel of 20 m of more in length the masthead lights

shall be placed as follows:
(i) the forwards masthead light, or if only one masthead light is carried, then
that light, at a height above the hull of not less than 6 metres, and, if the
breadth of the vessel exceeds 6 m, then at a height above the hull not less
than such breadth, so however that the light need not be placed at a
greater height above the hull than 12 m;
(ii) when two masthead lights are carried the after one shall be at least 4.5
m vertically higher than the forward one.
(b) The vertical separation of masthead lights of power-driven vessels shall

be such that in all normal conditions of trim the after light will be seen over
and separate from the forward light at a distance of 1000 m from the stem
when viewed from sea-level.
(c) The masthead light of a power-driven vessel of 12 m but less than 20 m

in length shall be placed at a height above the gunwale of not less than 2.5
m.
(d) A power-driven vessel of less than 12 m in length may carry the

uppermost light at a height of less than 2.5 m above the gunwale. When,
however, a masthead light is carried in addition to sidelights and a
sternlight or the all-round light prescribed in Rule 23 (d)(i) is carried in
addition to sidelights, then such masthead light or all-round light shall be
carried at least 1 m higher than the sidelights.
(e) One of the two or three masthead lights prescribed for a power-driven
vessel when engaged in towing or pushing another vessel shall be placed
in the same position as either the forward masthead light or the after
masthead light; provided that, if carried on the aftermast, the lowest after
masthead lights shall be at least 4.5 m vertically higher than the forward
masthead light.
(f)
(i) The masthead light or lights prescribed in Rule 23 (a) shall be so placed
as to be above and clear of all other lights and obstructions except as
described in subparagraph (ii).
(ii) When it is impracticable to carry the all-round lights prescribed by Rule

27 (b)(i) or Rule 28 below the masthead lights, they may be carried above
62
the after masthead light(s) or vertically in between the forwards masthead

light(s) and after masthead light(s), provided that in the latter case the
requirement of section 3 (c) of this annex shall be complied with.
(g) The sidelights of a power-driven vessel shall be placed at a height

above the hull not greater than three quarters of that of the forward
masthead light. They shall not be so low as to be interfered with by deck
lights.
(h) The sidelights, if in a combined lantern and carried on a power-driven

vessel of less than 20 m in length, shall be placed not less than 1 m below
the masthead light.
(i) When the Rules prescribe two or three lights to be carried in a vertical
line, they shall be spaced as follows:
(i) on a vessel of 20 m in length or more such lights shall be spaced not

less than 2 m apart, and the lowest of these lights shall, except where a
towing light is required, be placed at a height of not less than 4 m above
the hull;
(ii) on a vessel of less than 20 m in length such lights shall be spaced not
less than 1 m apart and the lowest of these lights shall, except where a
towing light is required, be placed at a height of not less than 2 m above
the gunwalel;
(iii) when three lights are carried they shall be equally spaced.
(j) The lower of the two all-round lights prescribed for a vessel when
engaged in fishing shall be at a height above the sidelights not less than
twice the distance between the two vertical lights.
(k) The forward anchor light prescribed in Rule 30 (a)(i), when two are
carried, shall not be less than 4.5 m above the after one. On a vessel of 50
m or more in length this forward anchor light shall be placed at a height of
not less than 6 m above the hull.
3. Horizontal positioning and spacing of lights
(a) When two masthead lights are prescribed for a power-driven vessel, the
horizontal distance between them shall not be less than one half of the
length of the vessel but need not be more than 100 m. The forward light
shall be placed not more than one quarter on the length of the vessel from
the stem.
63
(b) On a power-driven vessel on 20 m or more in length the sidelights shall

not be placed in front of the forward masthead lights. They shall be placed
at or near the side of the vessel.
(c) When the lights prescribed in Rule 27 (b)(i) or Rule 28 are placed
vertically between the forward masthead light(s) and the after masthead
light(s) these all-round lights shall be placed at a horizontal distance of not
less than 2 m from the fore-and-aft centreline of the vessel in the
athwartship direction.
(d) When only one masthead light is prescribed for power-driven vessel,
this light shall be exhibeted forward of amidship; except that a vessel of
less than 20 m in lenght need not exhibit this light forward of amidship but
shall exhibit it as far forward as is practicable.
4. Details of location of direction-indicating lights for fishing vessels,

dredgers and vessels engaged in underwater operations
(a) The light indicating the direction of the outlying gear from a vessel
engaged in fishing as prescribed in Rule 26 (c)(ii) shall be placed at a
horizontal distance of not less than 2 m and not more than 6 m away from
the two all-round red and white lights. This light shall be placed not higher
than the all-round white light prescribed in Rule 26 (c)(i) and not lower than
the sidelights.
(b) The lights and shapes on a vessel engaged in dredging or underwater

operations to indicate the obstructed side and/or the side on which it is safe
to pass, as prescribed in Rule 27 (d)(i) and (ii), shall be placed at the
maximum practical horizontal distance, but in no case less than 2 m, from
the lights or shapes prescribed in Rule 27 (b)(i) and (ii). In no case shall the
upper of these lights or shapes be at a greater height than the lower of the
three lights or shapes prescribed in Rule 27 (b)(i) and (ii).
5. Screens for sidelights
The sidelights of vessels of 20 m or more in length shall be fitted with

inboard screens painted matt black, and meeting the requirements of
section 9 of this annex. On vessels of less than 20 m in length the
sidelights, if necessary to meet the requirements of section 9 of this annex,
shall be fitted with inboard matt black screens. With a combined lantern,
using a single vertical filament and a very narrow division between the
green and red sections, external screens need not be fitted.
64
6. Shapes
(a) Shapes shall be black and of the following sizes:
(i) a ball shall have a diameter of not less than 0.6 m:
(ii) a cone shall have a base diameter of not less than 0.6 m and a height
equal to its diameter:
(iii) a cylinder shall have a diameter of at least 0.6 m and a height of twice
its diameter:
(iv) a diamond shape shall consist of two cones as defined in (ii) above
having a common base.
(b) The vertical distance between shapes shall be at least 1.5 m.
(c) In a vessels of less than 20 m in length shapes of lesser dimensions but

commensurate with the size of the vessel may be used and the distance
apart may be correspondingly reduced.
7. Colour specification of lights
The chromaticity of all navigation lights shall conform to the following

standards, which lie within the boundaries of the area of the diagram
specified for each colour by the International Commission on Illumination
(CIE).
The boundaries of the area for each colour are given by indicating the
corner co-ordinates, which are as follows:
65
White
Green
Red
Yellow
66
8. Intensity of lights
(a) The minimum luminous intensity of lights shall be calculated by using
the formula:
I = 3.43 x 106 x T x D2 x K-D
Where
I is luminous intensity in candelas under service conditions,
T is threshold factor 2 X 10-7 lux,
D is range of visibility (luminous range) of the light in nautical miles,
K is atmospheric transmissivity.
For prescribed lights the value of K shall be 0.8, corresponding to a

meteorological visibility of approximately 13 nautical miles.
(b) A selection of figures derived from the formula is given in the following
table:
NOTE: The maximum luminous intensity of navigation lights should be

limited to avoid undue glare. This shall not be achieved by a variable
control of the luminous intensity.
9. Horizontal sectors
(a)
67
(i) In the forward direction, sidelights as fitted on the vessel shall show the
minimum required intensities. The intensities shall decrease to reach
practical cut-off between 1° and 3° outside the prescribed sectors.
(ii) For sternlights and masthead lights and at 22.5° abaft the beam for
sidelights, the minimum required intensities shall be maintained over the
arc of the horizon up to 5° within the limits of the sectors prescribed in Rule
21. From 5° within the prescribed sectors the intensity may decrease by
50% up to the prescribed limits; it shall decrease steadily to reach practical
cut-off at not more than 5° outside the prescribed sectors.
(b)
(i) All-round lights shall be so located as not to be obscured by masts,

topmasts or structures within angular sectors of more than 6°, except
anchor lights prescribed in Rule 30, which need not be placed at an
impractical height above the hull.
(ii) If it is impracticable to comply with paragraph (b)(i) of this section by

exhibiting only one all-round light, two all-round lights shall be used suitably
positioned or screened so that they appear, as far as practicable, as one
light at a distance of one mile.
10. Vertical sectors
(a) The vertical sectors of electric lights as fitted, with the exception of lights
on sailing vessels underway, shall ensure that:
(i) at least the required minimum intensity is maintained at all angles from
5° above to 5° below the horizontal;
(ii) at least 60% of the required intensity is maintained from 7.5° above to
7.5° below the horizontal.
(b) In the case of sailing vessels underway the vertical sectors of electric
lights as fitted shall ensure that:
(i) at least the required minimum intensity is maintained at all angles from
5° above to 5° below the horizontal;
(ii) at least 50% of the required minimum intensity is maintained from 25°
above to 25° below the horizontal.
(c) In the case of lights other than electric these specifications shall be met
as closely as possible.
68
11. Intensity of non-electric lights
Non-electric lights shall so far as practicable comply with the minimum

intensities, as specified in the table given in section 8 of this annex.
12. Manoeuvring light
Notwithstanding the provisions of paragraph 2 (f) of this annex the

manoeuvring light described in Rule 34 (b) shall be placed in the same
fore-and-aft vertical plane as the masthead light or lights and, where
practicable, at a minimum height of 2 m vertically above the forward
masthead light, provided that it shall be carried not less than 2 m vertically
above or below the after masthead light. On a vessel where only one
masthead light is carried the manoeuvring light is carried, the manoeuvring
light, if fitted, shall be carried where it can best be seen, not less than 2 m
vertically apart from the masthead light.
13. High-speed craft*
(a) The masthead light of high-speed craft may be placed at a height

related to the breadth of the craft lower than prescribed in paragraph 2
(a)(i) of this annex, provided that the base angle of the isosceles triangles
formed by the sidelights and masthead light, when seen in end elevation, is
not less than 27°.
(b) On high sped-craft of 50 m or more in length, the vertical separation

between foremast and mainmast of 4.5 m required by paragraph 2 (a)(ii) of
this annex may be modified provided that such distance shall not be less
than the value determined by the following formula:
y = (a + 17Ψ)C/1000 + 2
where:
y is the height of the mainmast light above the foremast light in metres;
a is the height of the foremast light above the water surface in service
condition in metres;
Ψ is the trim in service condition in degrees.
C is the horizontal separation of the masthead lights in metres.
* Refer to the International Code of Safety for High-Speed Craft, 1994 and
the International Code of Safety for High-Speed Craft, 2000.
69
14. Approval
The construction of light and shapes and the installation of lights on board
the vessel shall be to the satisfaction of the appropriate authority of the
State whose flag the vessel in entitled to fly.
Annex II - Additional signals for fishing vessel fishing in close

proximity
1. General
The lights mentioned herein shall, is exhibited in pursuance of Rule 26 (d),

be places where they can best be seen. They shall be at least 0.9 m apart
but at a lower level than lights prescribed in Rule 26 (b)(i) and (c)(i). The
lights shall be visible all round the horizon at a distance of at least 1 mile
but at a lesser distance then the lights prescribed by these Rules for fishing
vessels.
2. Signals for trawlers
(a) Vessels of 20 m or more in length when engaged in trawling, whether

using demersal or pelagic gear, shall exhibit:
i. when shooting their nets: two white lights in a vertical line;

ii. when hauling their nets: one white light over one red light in a vertical
line;
iii. when the net has come fast upon an obstruction: two red lights in a
vertical line.
(b) Each vessel of 20 m or more in length engaged in pair trawling shall

exhibit:
i. by night, a searchlight directed forwards and in the direction of the

other vessel of the pair;
ii. (ii) when shooting or hauling their nets or when nets have come fast
upon an obstruction, the lights prescribed in 2 (a) above.
(c) A vessel of less than 20 m in length engaged in trawling, whether using

demersal or pelagic gear or engaged in pair trawling, may exhibit the lights
prescribed in paragraphs (a) or (b) of this section, as appropriate.
3. Signals for purse seiners
Vessels engaged in fishing with purse seine gear may exhibit two yellow
lights in a vertical line. These lights shall flash alternately every second and
70
with equal lights and occultation duration. These lights may be exhibited
only when the vessel is hampered by its fishing gear.
Annex III - Technical details of sound signal appliances

1. Whistles
(a) Frequencies and range of audibility
The fundamental frequency of the signal shall lie within the range 70-700
Hz. The range of audibility of the signal from a whistle shall be determined
by those frequencies, which may include the fundamental and/or one or
more higher frequencies, which lie within the range 180-700Hz (± 1%) for a
vessel of 20 m or more in length, or 180-2100 Hz(±1%) for a vessel of less
than 20 m in length and which provide the sound pressure levels specified
in paragraph 1 (c) below.
(b) Limits of fundamental frequencies
To ensure a wide variety of whistle characteristics, the fundamental

frequency of a whistle shall be between the following limits:
i. 70-200 Hz, for a vessel 200 m or more in length;

ii. 130-350 Hz, for a vessel 75 m but less than 200 m in length;
iii. 250-700 Hz, for a vessel less than 75 m in length.
(c) Sound signal intensity and range of audibility
A whistle fitted in a vessel shall provide, in the direction of maximum

intensity of the whistle and at a distance of 1 m from it, a sound pressure
level in at least one 1/3-octave band within the range of frequencies 180-
700 Hz (± 1%) for a vessel of 20 m or more in length, or 180-2100 Hz
71
(±1%) for a vessel of less than 20 m in length, of not less than the
appropriate figure given in the table below.
* When the measured frequencies lie within the range 180-450 Hz

** When the measured frequencies lie within the range 450-800 Hz
*** When the measured frequencies lie within the range 800-2100 Hz
The range of audibility in the table above is for information and is

approximately the range at which a whistle may be heard on its forward
axis with 90% probability in conditions of still air on board a vessel having
average background noise level at the listening posts (taken to be 68 dB in
the octave band centred on 250 Hz and 63 dB in the octave band centred
on 500 Hz).
In practice the range at which a whistle may be heard is extremely variable

and depends critically on weather conditions; the values given can be
regarded as typical but under conditions of strong wind or high ambient
noise level at the listening post the range may be much reduced.
(d) Directional properties
The sound pressure level of a directional whistle shall be not more than 4
dB below the prescribed sound pressure level on the axis at any direction
in the horizontal plane within ± 45° on the axis. The sound pressure level at
any other direction in the horizontal plane shall be not more than 10 dB
below the prescribed sound pressure level on the axis, so that the range in
any direction will be at least half the range on the forward axis. The sound
pressure level shall be measured in that 1/3-octave band which determines
the audibility range.
(e) Positioning of whistles

72
When a directional whistle is to be used as the only whistle on a vessel, it

shall be installed with its maximum intensity directed straight ahead.
A whistle shall be placed as high as practicable on a vessel, in order to

reduce interception of the emitted sound by obstructions and also to
minimize hearing damage risk to personnel. The sound pressure level of
the vessel's own signal at listening posts shall not exceed 110 dB (A) and
so far as practicable should not exceed 100 dB (A).
(f) Fitting of more than one whistle
If whistles are fitted at a distance apart of more than 100 metres, if shall be
so arranged that they are not sounded simultaneously.
(g) Combined whistle systems
If due to the presence of obstructions the sound field of a single whistle or

of one of the whistles referred to in paragraph 1 (f) above is likely to have a
zone of greatly reduced signal level, it is recommend that a combined
whistle system be fitted so as to overcome this reduction. For the purposes
of the Rules a combined whistle system is to be regarded as a single
whistle. The whistles of a combined system shall be located at a distance
apart of not more than 100 m and arranges to be sounded simultaneously.
The frequency of any one whistle shall differ from those of the others by at
least 10 Hz.
2. Bell or gong
(a) Intensity of signal
A bell or gong, or other device having similar sound characteristics shall

produce a sound pressure level of not less than 110 dB at a distance of 1
m from it.
(b) Construction
Bells and gongs shall be made of corrosion-resistant material and designed

to give a clear tone. The diameter of the mouth of the bell shall be not less
than 300 mm, for vessels of 20 m or more in length. Where practicable, a
power-driven bell striker is recommended to ensure constant force but
manual operation shall be possible. The mass of the striker shall be not
less than 3% of the mass of the bell.
73
3. Approval
The construction of sound signal appliances, their performance and their

installation on board the vessel shall be to the satisfaction of the
appropriate authority of the State whose flag the vessel is entitled to fly.
Annex IV - Distress signals
1. The following signals, used or exhibited either together or separately,

indicate distress and need of assistance:
a. a gun or other explosive signal fired at intervals of about a minute;
b. a continuous sounding with any fog signalling apparatus;
c. rockets or shells, throwing red stars fired one at a time at short

intervals;
d. a signal made by any signalling method consisting of the group . . . - -

- . . . (SOS) in the Morse Code;
e. a signal sent by radiotelephony consisting of the spoken word

"MAYDAY";
f. the International Code Signal of distress indicated by N.C.;
g. a signal consisting of a square flag having above or below it a ball or

anything resembling a ball;
h. flames on the vessel (as from a burning tar barrel, oil barrel, etc.);
74
i. a rocket parachute flare or hand flare showing a red light;
j. a smoke signal giving off orange-coloured smoke;
k. slowly and repeatedly raising and lowering arms outstretched to each

side;
l. a distress alert by means of digital selective calling (DSC) transmitted

on:
i. VHF channel 70; or
ii. MF/HF on the frequencies 2187.5 kHZ, 8414.5 kHZ, 4207.5
kHZ, 6312 kHZ, 12577 kHZ or 16804.5 kHZ;
m. a ship-to-shore distress alert transmitted by the ship's Inmarsat or

other mobile satellite service provider ship earth station;
n. signals transmitted by emergency position indicating radio beacons;

o. approved signals transmitted by radiocommunication systems,
including survival craft radar transponders.
2. The use or exhibition of any of the foregoing signals except for the
purpose of indicating distress and need of assistance and the use of other
signals which may be confused with any of the above signals, is prohibited.
3. Attention is drawn to the relevant sections of the International Code of

Signals, the International Aeronautical and Maritime Search and Rescue
Manual, Volume III and the following signals:
a. a piece of orange coloured canvas with either a black square and

circle or other appropriate symbol (for identification from the air);
75
b. a dye marker.
Courtesying :
MD TOFAJJEL HOSSIIN
MFA 36th Batch (N)
C/O/10126

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1

Annex I Annex I - Positioning and technical details of lights and shapes 60

Meaning: A harbour or port authority or a country may make some special

1. additional station or signal lights, shapes or whistle signals - ships of

Please note 'whistle signals' clause is absent when fishing vessels

d. Traffic separation schemes may be adopted by the Organization for the

e. Whenever the Government concerned shall have determined that a

of sound-signaling appliances, as her Government shall have determined

Meaning: If a specially constructed ship (aircraft carrier), which due to the

Meaning: There is no escaping the penalty of not following these rules.

including the limitations of the vessels involved which may make a

Rule 3 - General Definitions

a. The world “vessel” includes every description of watercraft including

b. The term “power-driven vessel” means any vessel propelled by

Meaning: Power here means power obtained from machinery, such as

Meaning: Sailing vessels of today rely on some form of machinery

e. The word “seaplane” includes any aircraft designed to manoeuvre on

Meaning: Obvious meaning, an aircraft which in an emergency is landing

g. The term “vessel restricted in her ability to manoeuvre” means a

those in the list may also be ‘vessels restricted in their ability to

The term “vessels restricted in their ability to manoeuvre” shall include

1. a vessel engaged in laying, servicing or picking up a navigational

h. The term “vessel constrained by her draught” means a power-driven

Meaning: This is applicable to POWER DRIVEN VESSELS, which because

However, if there were an adequate width of the channel through which

Thus a VLCC with a draft of 18m would be classed as a ‘vessel constrained

Meaning: Here LBP does not mean the length.

k. Vessels shall be deemed to be in sight of one another only when one

l. The term “restricted visibility” means any condition in which visibility is

Meaning: Restricted visibility may be caused by any of the above

m. The term "Wing-In-Ground (WIG) craft" means a multimodal craft

Section 1 — Conduct of Vessels in any Condition of Visibility

Rules in this section apply in any condition of visibility.

Section 1 — Conduct of Vessels in any Condition of Visibility

Appropriate in the prevailing conditions means - in condition of poor

Section 1 — Conduct of Vessels in any Condition of Visibility

Rule 6 : Safe Speed

In determining a safe speed the following factors shall be among those

Meaning: A very difficult statement ‘Safe Speed’. Any vessel, which is

It is likening to a person running on a racetrack, which is brightly lit - he

(a) By all vessels:-

i. The state of visibility;

The visibility, if the visibility is affected by any condition then adequate

iii. The manoeuvrability of the vessel with special reference to stopping

This relates to the peculiar maneuvering characteristics of different vessels,

The second case refers to backscatter of a vessel’s own lights. Backscatter

A current also makes a ship behave in the above manner.

vi. The draught in relation to the available depth of water.

As stated previously the draught in relation to the depth of water - a deep

(b) Additionally, by vessels with operational radar:-

Today this refers to practically all ocean-going vessels. When it is stated

i. The characteristics, efficiency, and limitations of the radar equipment;

A functional Radar may not be operating at its peak performance, maybe

ii. Any constraints imposed by the radar range scale in use;

Clutter, a nuisance especially when it is least wanted. Rain clutter is the

v. The number, location and movement of vessels detected by radar;

Since Radar observation is not affected to that extent as observation by

Section 1 — Conduct of Vessels in any Condition of Visibility

Rule 7 : Risk of collision

A famous sentence in the Master’s Night Order book was ‘Whenever in

Of course in judging such risk, he has to take into consideration the

b. Proper use shall be made of radar equipment if fitted and operational,