IMO Collision Prevention Regulations

Lights, Shapes & Sound Signals

Capt. S. Swaroop
Nautical Faculty
Objectives :
1- To understand the necessity of framing, studying and
memorizing IRPC for use at sea when navigating.
2- To understand the structure of theses regulations.
3- To understand and memorize the required component of
“ Part A : General of these Regulations”.
4- To understand and memorize the required component of
“ Part B : Section I and II of these Regulations “ except Rules
6, 9, 10, 12 & 16.
Necessity for Making These Regulations: The primary purpose
of these regulations is to prevent collision at sea. When these
Regulations were first formulated in the year 1910, they were
called “ Rules Of the Road. This name was abbreviated by the
seafarers as ROR. Even today, when the actual title has totally
changed, the acronym ROR is still prevalent in the seafaring
world, and commonly used to describe them. This name was
given because the idea of formulating these Regulation derived
from the rules which exist in any city to prevent accidents
between vehicles on the roads. You must have come across
such rules during your daily life when walking on the road, or
when driving or riding in any big or small vehicle. Just imagine
what will happen if such rules did not exist. There would be
total chaos on the roads and obviously it would lead to serious
accidents.
For similar reasons regulations are made to prevent collisions
at sea. Once a cadet becomes a navigating officer (OOW) after
acquiring his Second Mate’s Foreign Going Certificate of
Competency, he will be solely responsible for safe navigation of
the ship during his duty hours. In carrying out this function he
will have to ensure that under no circumstances he will allow a
close quarter situations to take place with another ship. To
achieve this purpose he will have to learn, understand and
apply these regulations so that at any time at sea if a risk of
collision with another ship develops, he will remember these
Regulations and take appropriate action to keep clear of the
other ships.
Necessity For making International Regulations : The rules
made for city roads apply only in one country and not in other
country. This does not cause any difficulty because the vehicles
on the roads do not normally move from one country to
another country on a regular basis. If someday a person goes
to another country then he will have to learn the rules of that
country before he will be allowed to drive a vehicle over there.
However, for ships this ideology cannot be applied. A trading
ship has to go from one country to another country very
frequently. In such a case the OOW will have to learn the
regulations of each country before he can safely navigate
through their waters. This would be totally impracticable.
Further more when the ship is passing through large oceans it
will not be passing through the territory of any country, or in
other words the ship will be in international waters. In such a
case the Regulations of any particular country can not be
applied because when ships belonging to different nationalities
meet they would not be following the same set of Regulations.
This would lead to utter confusion and obviously result in
serious accidents.
Hence it is essential that all ships at all times, wherever they
may be, should follow the same International Regulations to
avoid collision. Just as you will be studying these Regulations
in India, similarly cadets in other countries would be studying
them in their country’s training institutes. This would ensure
that whenever two ships of two different countries, having
Navigating Officers of different nationalities , are navigating
ships, will take appropriate actions in compliance with these
International Regulations and thus avoid collision.
Collision: Ship collision is the structural impact between two
ships or one ship and a floating or still object such as an
iceberg. Ship collisions are of particular importance in marine
accidents. Some reasons for the latter are:
The loss of human life.
Human error is the most common cause of maritime
collisions.
Next to human error, weather conditions have the biggest
impact on maritime accidents.
Fog obstructing vision, high winds exerting force on vessels,
ice flows colliding with vessels all fall under this category.
Collisions are also caused during maneuvring and handing
over & taking over watches.
Collisions At Sea : When two ships collide at sea, it could be a
total calamity in terms of loss of money, life, property and
damage to the environment, in the following ways:
1-The ship may suffer severe structural damage resulting in
heavy repair costs and loss of earning during the period of
repair.
2-The ship may sink resulting in a severe loss for the owner.
3-The cargo being carried by the ship may be damaged or lost,
resulting in heavy claims on the ship owner by the cargo
owners.
4-Seafarers may get injured, or even loose their lives.
Compensation claims on the ship owner could be very heavy.
5-Loss of COC and job.
6-The fuel oil, cargo or other material falling into the sea may
cause severe pollution, resulting in the affected parties
claiming heavy compensation from the ship owner.
7-The ship owner can hold the Navigating Officer on duty
responsible for having caused him such heavy losses and may
dispense him with his services.
8-Such an officer may not find it easy to get another job, and
may end up loosing his certificate of competency.
Collision Avoidance Checklist
1-Avoid ship channels where possible, or cross them quickly.
2-Be alert during your navigation watch.
3-Think before you drink
4-Be seen in the bridge, especially at night.
5-Know warning and manoeuvring signals.
6-Use radio channel 13 for bridge-to-bridge communication.
7-Use up-to-date navigation charts and publications.
8-Take proper rest before coming on watch in bridge.
9-Make use of resources available in bridge.
10-If in any doubt call master or inform him about the
situation.
Mandatory Compliance: These regulations have been
prepared by the IMO which is an important organ of UNO. All
maritime countries are members of IMO and these
Regulations have been accepted by all such countries,
including India and it is the obligation of every country to
ensure that their Navigating Officers acquire total knowledge
of these Regulations. W
Concept Of CPR: No vessel has absolute ‘right of way’ under the
COLREGS – there are ‘give way’ vessels and ‘stand on’ vessels
but there are times when a stand on vessel is obliged to take
avoiding action, anybody using any sort of watercraft as a
means of transport – whether motor or sail – should familiarize
themselves with COLREGS.
A commonly held misconception concerning the COLREGS is
that it is a guidance document, something to help skippers
understand who has ‘right of way’ in a potential collision
situation. Wrong! They are rules and you have to comply with
the lot!
Failure to comply with the COLREGS – not necessarily a collision
but simply a breach of the rules such as motoring the wrong
way in a separation lane – is a criminal offence that, depending
on its severity, carries a maximum penalty of two years in
prison and/or an unlimited fine.
 Top tips for learning the COLREGS
• Do a little bit often - flip cards are great as they are visual and can
be picked at random.
• Remember the priority between vessels: Power < Sail < Fishing <
Constrained by Draught < Not under Command and Restricted in
Ability to Maneuver.
• When travelling at speed the closing time from seeing another
vessel and the potential risk of collision may be shorter than you
think – knowing the rules without thinking about them crucial. For
example, two ships travelling at 10 knots close at one mile every
three minutes. The distance to the horizon for most small power
ship will be a little over two miles away, that’s only six minutes
from seeing to colliding with them.
• Lights and sound signals mostly have a logical build-up /
progression. Learning the build makes it easier to decipher the
over picture of what you are seeing.
Structure of Collision Prevention Regulations :
1-There are a total of 41 Rules which are grouped under 6 Parts
A to F & 3 Sections-I, II & III, including 4 Annexes-I, II, III & IV.
2-Part A, consists of Rules 1 to 3, which deal with general
aspect like Application, Responsibility and Definitions.
3-Part B, called the Steering and Sailing Rules, is the main
operational Part of these Rules. It is divided into 3 sections:
(a) Section – I consists of Rules 4 to 10 which prescribe the
conduct of vessels in any condition of visibility.
(b) Section – II consists of Rules 11 to 18 which prescribe
when in sight of one another.
(c) Section – III consists of Rule 19 prescribe the conduct of
vessels in restricted visibility.
4-Part C, consists of Rules 20 to 31 which prescribe the lights
and shapes which should be displayed by every vessel during
the day & night respectively. This will enable the Navigating
Officers to identify the type of vessel you have sighted and
then decide the action which you should take in accordance
with these Rules to avoid collision.
5-Part D, consists of Rules 32 to 37 which prescribe the sound
signals which should be sounded by every vessel in various
situations.
6-Part E, consists of Rules 38, which prescribes exemptions
which were granted to certain vessels for a limited periods of
time. This time period however has expired.
7-Part F, consists of rules 39 to 41 which prescribe Verification
of compliance with the provisions of the Convention.
8-Besides the above Rules there are four Annexes as given
below:
Annex I - Positioning and technical details of lights and shapes.
Annex II - Additional signals for fishing vessels fishing in close
proximity.
Annex III - Technical details of sounds signal appliances.
Annex IV - Distress signals, which lists the signals indicating
distress and need of assistance.
Assignment :
1-What is the purpose of these Regulations.
2-What will happen if various countries prescribe their own
regulations to be followed in their country?.
3-Why it is so important that collision between ships should be
prevented at all times and at any cost ?.
4-State in your own words the material loss which is likely to
occurs to owner if a collision takes place at sea.
5-Why it is necessary that Navigating Officers should have
thorough knowledge of these regulations.
6-Explain / describe the structure of Collision Prevention
Regulations at sea.
Technical Provisions Of Collision Prevention Regulations
The COLREGs include 41 rules divided into Six Parts, Three
Sections and Four Annexes as given below:
Parts:
Part A - General Definitions
Part B - Steering and Sailing.
Part C - Lights and Shapes.
Part D - Sound and Light signals.
Part E - Exemptions.
Part F - Verification of compliance with the provisions of the
Convention.
additional signals for fishing vessels when operating in close
proximity, and international distress signals.
Sections:
Section I - Conduct of vessels in any condition of visibility.
Section II - Conduct of vessels in sight of one another.
Section III - Conduct of vessels in restricted visibility.
Annexes
Annex I -Positioning and technical details of lights and shapes
Annex II-Additional signals for fishing vessels fishing in close
proximity.
Annex III- Technical details of sounds signal appliances.
Annex IV- Distress signals.
Part A - General (Rules 1-3)
Rule 1 Applications.
Rule 2 Responsibility.
Rule 3 General Definitions.
Part B- Steering and Sailing (Rules 4-19)
Section I - Conduct of vessels in any condition of visibility.
Rule 4 Applications.
Rule 5 Look-out.
Rule 6 Safe speed.
Rule 7 Risk of collision.
Rule 8 Action to avoid collision.
Rule 9 Narrow Channels
Rule 10 Traffic Separation Schemes
Section II - Conduct of vessels in sight of one another.
Rule 11 Applications.
Rule 12 Action to be taken when two sailing vessels are
approaching one another.
Rule 13 Overtaking - the overtaking vessel should keep out of
the way of the vessel being overtaken.
Rule 14 Head-on situations.
Rule 15 Crossing situations.
Rule 16 Action by Give way vessel
Rule 17 Action By stand-on vessel,
Rule 18 Responsibilities between vessels
Section III - conduct of vessels in restricted visibility.
Rule 19 Conduct of Vessels in Restricted Visibility.
Part C Lights and Shapes (Rules 20-31)
Rule 20 Applications.
Rule 21 Definitions.
Rule 22 Visibility of lights.
Rule 23 Power-driven vessels underway.
Rule 24 Towing and Pushing Vessels.
Rule 25 Sailing vessels underway and vessels under oars.
Rule 26 Fishing vessels.
Rule 27 Vessels not under command or restricted in their
ability to manoeuvre.
Rule 28 Vessels constrained by their draught.
Rule 29 Pilot vessels.
Rule 30 Anchored Vessels and Vessels Aground.
Rule 31 Seaplanes
Part D - Sound and Light Signals (Rules 32-37)
Rule 32 Definitions.
Rule 33 Equipment for Sound Signals.
Rule 34 Manoeuvring and warning signals.
Rule 35 Sound signals in restricted visibility.
Rule 36 Signals to attract attention.
Rule 37 Distress signals.
Part E - Exemptions (Rule 38)
Rule 38 Exemptions.
Part F - Verification of compliance with the provisions of the
Convention
Rule 39 Definitions.
Rule 40 Contracting Parties shall use the provisions of the Code
for Implementation in the execution of their obligations
and responsibilities contained in the in the Convention.
Rule 41 Verification of compliance says that every Contracting
Party is subject to periodic audits by IMO.
Annexes
The COLREGs include four annexes:
Annex I - Positioning and technical details of lights and shapes
Annex II - Additional signals for fishing vessels fishing in close
proximity.
Annex III -Technical details of sounds signal appliances.
Annex IV -Distress signals.
Part A - General (Rules 1-3)
Rule 1- States that the rules apply to all vessels upon the high
seas and all waters connected to the high seas and navigable
by seagoing vessels.
(a)-This Rule states that all the Rules forming part of the
Collision Prevention Regulations shall apply to the ships.
I- On all the high seas.
II- In all the waters connected with the high seas and navigable
by sea going vessels.
III-It is applicable to all vessels in all the above areas.
(b)-The term “ high seas “ include all sea areas which are
navigable by sea going vessel.
(c)-The expression “Waters connected with high seas” means
would normally anchor. If these areas are connected with the
high seas and are used by seagoing vessels then these
Regulations shall also apply.
(d)-This Rule further states that IRPC shall not interfere with
the operation of special Rules made by a country.
I- For navigating in harbours, rivers, lakes and sea areas where
vessels would normally anchor, of that country, provided
these areas are connected with the high seas.
II- To provide additional lights, shapes & whistle signals (more
than the International Regulations) for the following vessels:
-Ships Of war
-Vessels proceeding under convoy
-Fishing vessels engaged in fishing as a fleet.
III-To prescribe special lights, shapes and sound signaling
appliances(different from the International Regulations) for
vessels of special construction or purpose.
(e)-By this Rule the IMO has recognized the sovereign right of
every country to make its own special rules which shall
which shall be followed in lieu of the International
Regulations, by all vessels when they are in the territory of
that country.
(f)-However the country making any special rule shall ensure
that :
I -Such special rule is similar to the ICPR as far as possible.
II-If additional lights, shapes & whistle signals as stated above
are provided, then these shall not be mistaken for these
prescribed in the ICPR.
 Rule - 2, Responsibility
Responsibility of the master, owner and crew is to comply with
rules.
This rule is the essence of and the basic principle of these
Regulations. It prescribes very precisely the responsibility of
the owner, master and crew of every vessel for avoiding
collision at all costs. It is necessary that one should memorize
this rule so that one do not misinterpret it. At the same time
one should be able to explain it in his own words. Explanation
of important part of the rules are given below.
(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.
(b). In construing and complying with these Rules due regard
shall be had to all dangers of navigation and collision and to
any special circumstances, including the limitations of the
vessels involved, which may make a departure from these
Rules necessary to avoid immediate danger.
1-No Rule within these regulations shall excuse a ship, her
owner, master or crew and vessel from the consequences.
i-If any does not comply with any rule in these regulations.
ii-If any does not take a precaution which may be required by
the ordinary practice of seaman, even if such precaution is
not stated in these regulations.
iii-If any does not take a precaution which may be required by
the special circumstances of the case.
Ordinary Practice of seaman- Means common sense, logical
logical thinking of a seaman or precaution which are required
by good seamanship.
v-Any vessel underway is expected to stay away at a safe
distance from a ship at anchor and similarly, if a ship a
anchoring she is expected to anchor at a safe distance away
from one that has anchored earlier are precautions which are
required by good seamanship.
2-Departure from these rules is permitted only under the
following circumstances:
i-If is necessary to avoid danger.
ii-If any limitations of the vessels involved.
The above rule makes it quite clear that if the situation
demands a departure from the rules may be necessary
to avoid immediate danger of collision. For instance a case
where two vessels are meeting end on and one of the vessel is
unable to alter her course to starboard as required by Rule-14
due to a shallow patch on her starboard side, departure from
the rules is permitted when there are special circumstances
and there is an immediate danger.
Rule – 3, General definitions: For the purpose of these Rules,
except where the context otherwise requires:
(a). The word “vessel” includes every description of water
craft, including non-displacement craft, WIG craft and
seaplanes, used or capable of being used as a means of
transportation on water.
(b). The term “power-driven vessel” means any vessel
propelled by machinery.
• (c). The term “sailing vessel” means any vessel under sail
provided that propelling machinery, if fitted, is not being
used.
• (d). The term “vessel engaged in fishing” means any vessel
fishing with nets, lines, trawls or other fishing apparatus
which restrict manoeuvrability, but does not include a vessel
fishing with trolling lines or other fishing apparatus which do
not restrict manoeuvrability.
• (e). The word “seaplane” includes any aircraft designed to
manoeuvre on the water.
• (f). The term “vessel not under command” means a vessel
which through some exceptional circumstance is unable to
manoeuvre as required by these Rules and is therefore unable
to keep out of the way of another vessel.
• (g). The term “vessel restricted in her ability to manoeuvre”
means a vessel which from the nature of her work is
restricted in her ability to manoeuvre as required by these
Rules and is therefore unable to keep out of the way of
another vessel. The term “vessels restricted in their ability to
manoeuvre” shall include but not be limited to:
• (i). a vessel engaged in laying, servicing or picking up a
navigation mark, submarine cable or pipeline.
• (ii). a vessel engaged in dredging, surveying or underwater
operations.
• (iii). a vessel engaged in replenishment or transferring
persons, provisions or cargo while underway.
• (iv). a vessel engaged in the launching or recovery of aircraft;
(v). a vessel engaged in mine clearance operations.
• (vi). a vessel engaged in a towing operation such as severely
restricts the towing vessel and her tow in their ability to
deviate from their course.
• (h). The term “vessel constrained by her draught” means a
power-driven vessel which, because of her draught in relation
to the available depth and width of navigable water, is
severely restricted in her ability to deviate from the course
she is following.
• (i). The word “underway” means that a vessel is not at anchor,
or made fast to the shore, or aground.
• (j). The words “length” and “breadth” of a vessel mean her
length overall and greatest breadth.
• (k). Vessels shall be deemed to be in sight of one another only
when one can be observed visually from the other.
• (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.
• (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 utilizing surface-effect action.
Part B- Steering and Sailing (Rules 4-19)
Section I, Conduct of vessels in any condition of visibility
(Rules 4-10)
Rule 4 -Says the section applies in any condition of visibility.
Rule 5 –Look-out: Requires that "every vessel shall at all times
maintain a proper look-out by sight and hearing as well as by
all available means appropriate in the prevailing circumstances
and conditions so as to make a full appraisal of the situation
and of the risk of collision.
When applying this rule, particular attention is to be paid to
certain important terms and phrases:
a-”Every Vessel” means any vessel regardless of the type, size,
speed, mode of propulsion, operational condition and nature
of work, without exception.
b-”At all times” means by day and night.
c-Lookout shall be maintained by “Sight”. In other words the
navigating Officer on duty should always keep his eyes open
so that in day time he can see a vessel as soon it comes above
the horizon, and at night he can immediately see the
navigation lights of a vessel as soon as they come within the
visibility range.
d-Lookout shall also be maintained by “hearing”, i.e. He
should keep his ears open as well so that he can hear sound
signals from vessel which may not be visible to him due to
restricted visibility.
e-In addition to keeping lookout by sight and hearing, “all available
means” means appropriate in the prevailing circumstances and
conditions should be used.
These available means may include:
I- Radar
II- ARPA
III- Clear view screen or window wiper
IV- Sun shades
V- Heating system for the window glass to defrost it
VI- Automatic Identification System (AIS)
f-Lookout shall be maintained so as to make “full appraisal of the
situation and risk of collision”, if an officer keeps a proper lookout
then he will detect another vessel when it is still far away. This
gives him enough time to fully assess the situation and take
correct action in time to avoid collision.
g-”Full appraisal.” means ascertaining/obtaining the following
data before actually taking avoiding action:
i- Type of vessel
ii- Mode of propulsion sail / machinery
iii- Is it making way, not making way, anchored, etc.?
iv- If both the vessels continue on the same course and at
the same speed then they are likely to come close to each
other, i.e. Will there be a risk of collision or not?
v- Direction of approach of the vessel.
vi- If there is a risk of collision then, as per Rules, are you
expected to take action or is the other vessel expected to
do so, to avoid collision?
vii- What action should you take as per Rules?
viii- Is there sufficient space around you for taking
appropriate action?
x- Are there any other vessels in the vicinity, or are there
any shallow water areas around your vessel which could
hamper the action which you propose to take.
h-If the officer sights the vessel late he will not be able to
assess the situation in detail as stated above and may not
be able to take the appropriate action.
i-Full appraisal should also be taken to mean that the officer
on watch or person in-charge must pay attention to what is
happening on his ship as well. He must keep a check on
steering and ensure that all equipments required for
keeping the vessel on course or to take any avoiding action
is functioning properly.
j-To maintain a “Proper Lookout” you are expected to take the
following steps:
i- Take adequate rest before coming on duty.
ii- One should be physically fit and mentally alert.
iii- Take proper wash so that one is wide awake and alert.
iv- When coming on duty one should adapt his eyes
darkness by standing in darkness for few minutes, before
actually taking over duty.
v- OOW will have to move around in the open area when
on
duty, and make sure that he is putting on proper clothes
suitable for prevailing weather conditions.
vi- Do not engage your self in any other work.
vii- Do not engage in any other unnecessary conversation
or
other modes of relaxation like readying, writing, listening
to music, as all these will distract you from your primary
duty of keeping a proper lookout.
Mandatory standards regarding watch keeping including
standards for keeping a proper lookout are contained in Part
A, and guidance for principles to be observed is given in Part B
of the STCW code.
Rule - 6, Safe speed: Deals with safe speed. It requires that:
"Every vessel shall at all times proceed at a safe speed". The
Rule describes the factors which should be taken into account
in determining safe speed. Several of these refer specifically to
vessels equipped with radar. The importance of using "all
available means" is further stressed in.
Rule-6: Every vessel shall at all times proceed at a safe speed
so that she can take proper and effective action to avoid
collision and be stopped within a distance appropriate to the
prevailing circumstances and conditions.
In determining a safe speed the following factors shall be
among those taken into account:
• (a). By all vessels:
• (i) The state of visibility;
• (ii) The traffic density including concentrations of fishing
vessels or any other vessels;
• (iii) The manoeuvrability of the vessel with special reference
to stopping distance and turning ability in the prevailing
conditions;
• (iv) At night the presence of background light such as from
shore lights or from back scatter of her own lights;
• (v) The state of wind, sea and current, and the proximity of
navigational hazards;
• (vi) The draught in relation to the available depth of water.
• (b). Additionally, by vessels with operational radar:
• (i). the characteristics, efficiency and limitations of the radar
equipment;
• (ii). any constraints imposed by the radar range scale in use;
(iii). the effect on radar detection of the sea state, weather
and other sources of interference;
• (iv). the possibility that small vessels, ice and other floating
objects may not be detected by radar at an adequate range;
(v). the number, location and movement of vessels detected
by radar;
• (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.
• Rule - 7, Risk of collision
• (a). Every vessel shall use all available means appropriate to
the prevailing circumstances and conditions to determine if
risk of collision exists. If there is any doubt such risk shall be
deemed to exist.
• (b). Proper use shall be made of radar equipment if fitted and
operational, including long-range scanning to obtain early
warning of risk of collision and radar plotting or equivalent
systematic observation of detected objects.
• (c). Assumptions shall not be made on the basis of scanty
information, especially scanty radar information.
• (d). In determining if risk of collision exists the following
considerations shall be among those taken into account:
• (i). such risk shall be deemed to exist if the compass bearing
of an approaching vessel does not appreciably change;
Risk Of Collision: After detecting a vessel one has to decide
whether there is a risk of collision with the vessel duty officer
has detected or she is passing at a safe distance.
Para a-It is the duty of every vessel to determine if a risk of
collision with other vessel exists or not. Here “Every Vessel” has
the same meaning.
“Every vessel” means any vessel regardless of the type, size,
speed and nature of work, without exception.
To determine risk of collision “All available means” appropriate
to the prevailing circumstances and conditions shall be used.
The means shall include:
1- Radar
2- ARPA
3- AIS
4- Compasses (Magnetic & Gyro)
5- Azimuth Circle / Pelorus
6- VHF information from other vessel
If one has any doubt whether the risk of collision with another
vessel exists or not, then one shall take it for granted that it
and further action accordingly.
Para b-Radar & ARPA equipment if fitted must be used properly
to obtain an early warning of the risk of collision. Proper use of
the radar equipment requires that all controls are at their
optimum settings, appropriate range scale is used and in
addition the duty officer should choose the mode of display
appropriate to the circumstances in both clear and restricted
visibility.
Para c-Determination of risk of collision must be based on in
formation obtained after several successive observations which
have been taken as accurately as possible, otherwise the
information may be considered scanty.
Para d-(i): Risk of collision shall exist if the compass bearing of
an approaching vessel does not appreciably change.
“Bearing” means the direction of the other vessel as measured
from your vessel with the help of Magnetic or Gyro compass. If
this bearing is measured at least 3-4 at short intervals of 3-5
minutes, and it remains more or less constant, then the risk of
collision with that vessel shall exist.
(ii): When (a)-approaching a very large vessel, (b)-a tow
(c)-when approaching a vessel at close range, then, even if
there is an appreciable bearing, the risk of collision may some
time exist.
In the 3 cases above it is possible even if the bearing of the
other vessel changes, the risk of collision may still exist. Hence
the bearing change alone under those circumstances may not
give a clear indication of risk of collision. One will have to
confirm this by using radar in a given situation.
(ii). such risk may sometimes exist even when an appreciable
bearing change is evident, particularly when approaching a
very large vessel or a tow or when approaching a vessel at
close range.
Rule – 8, Action to be taken 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.
(b). Any alteration of course and/or speed to avoid collision
shall, if the circumstances of the case admit, be large enough
to be readily apparent to another vessel observing visually or
by radar; a succession of small alterations of course and/or
speed should be avoided.
• (c). If there is sufficient sea-room, alteration of course alone
may be the most effective action to avoid a close-quarters
situation provided that it is made in good time, is substantial
and does not result in another close-quarters situation.
• (d). Action taken to avoid collision with another vessel shall be
such as to result in passing at a safe distance. The effectiveness
of the action shall be carefully checked until the other vessel is
finally past and clear.
• (e). If necessary to avoid collision or allow more time to assess
the situation, a vessel shall slacken her speed or take all way
off by stopping or reversing her means of propulsion.
• (i). A vessel which, by any of these Rules, is required not to
impede the passage or safe passage of another vessel shall,
when required by the circumstances of the case, take early
action to allow sufficient sea-room for the safe passage of the
other vessel.
• (ii). A vessel required not to impede the passage or safe
passage of another vessel is not relieved of this obligation if
approaching the other vessel so as to involve risk of collision
and shall, when taking action, have full regard to the action
which may be required by the Rules of this part.
• (iii). A vessel the passage of which is not to be impeded
remains fully obliged to comply with the Rules of this part
when the two vessels are approaching one another so as to
involve risk of collision.
Rule-8, Explanation, Action To Avoid Collision: This prescribes
various factors which OOW should consider before deciding the
action to be taken to avoid collision.
Para-a:
1-”Action shall be taken in accordance with the rules of Part-B.
Action referred to here is the action to avoid collision in rules of
Part B of IRPC Rules 4-19.
2-”Action taken shall be positive”. It means that the action
which OOW decides to take should be such that it will definitely
take his vessel away and well clear of the other vessel. OOW
should not take a half hearted or incomplete action which may
delay the collision or create a close quarters situation.
3-”Action shall be taken in ample time”. Once OOW realises that
there is a risk of collision with another vessel then he should
not delay his action. After he learns the use of radar equipment
in detail, he will be able to calculate the time
period available before the likelihood of collision. Knowing
this time period OOW should take action well before he reach
the point when action taken will not be effective.
4-”Action shall be in accordance with good seamanship”.
Para-b:
1-”Any alteration of course and/ or speed to avoid collision
shall be really apparent to the other vessel”. Action to avoid
collision will normally consist of an alteration of an course and
or speed. Either way OOW should make a substantial
alteration. Amount of large alteration is not specified in any
Rule, but the alteration may be considered to be large enough
when, the officer on the other vessel which is still far away
from him, and who is watching him visually of with the help of
his radar, will notice that the bearings of his vessel from his
vessel are changing.
2-”Succession of small alteration of course and/ or speed
should be avoided”. OOW should not alter the course and/or
speed by small alteration one after the other, to reach the
final alteration which you intend making. This would confuse
the OOW of the other vessel as he will not be able to notice
these small alterations. Such actions are not considered as
“positive”. In other words, whatever alteration OOW decides
to make, should be positive, large enough and as far as is
practicable, made in a single action.
Para-c: “Alteration of course may not be the most effective
action to avoid collision”. Once OOW starts keeping bridge
watches he will realise that in most cases an alteration of
course can be implemented quickly, it is easy to carry out and
it results in his vessel passing well clear of the other vessel in
the shortest possible time.
Reducing speed or stopping or reversing engines, is not so easy
and takes a long time to be effective. Hence if he has a choice of
actions then he should probably alter course rather than speed.
However if there is insufficient sea room around his vessel
when it may not be possible to alter course, a reduction of
speed may be the only suitable action.
Para-d:
1-”action taken shall be such as to result in passing at a safe
distance”. When OOW takes any action, the intention should be
that his vessel will pass well clear of the other vessel. The safe
distance which he should maintain between the two passing
vessels, is not prescribed in any Rule. Master’s instructions
should be strictly followed.
2-”Effectiveness of the action shall be carefully checked until
the other vessel is finally past and clear”. After the OOW has
taken appropriate action, you should continuously check the
 bearing of the other vessel at short intervals, to ensure
the action taken has been effective or not. This exercise
of checking bearings should be continued till OOW finds
that the other vessel has moved away and the distance
between the two vessels has started to increase.
Rule – 9, Narrow channels
• (a). A vessel proceeding along the course of a narrow channel
or fairway shall keep as near to the outer limit of the channel
or fairway which lies on her starboard side as is safe and
practicable.
• (b). A vessel of less than 20 metres in length or a sailing vessel
shall not impede the passage of a vessel which can safely
navigate only within a narrow channel or fairway.
 (c). A vessel engaged in fishing shall not impede the passage
of any other vessel navigating within a narrow channel or
fairway.
• (d). A vessel shall not cross a narrow channel or fairway if
such crossing impedes the passage of a vessel which can
safely navigate only within such channel or fairway. The latter
vessel may use the sound signal prescribed in Rule 34(d) if in
doubt as to the intention of the crossing vessel.
• (i). In a narrow channel or fairway when overtaking can take
place only if the vessel to be overtaken has to take action to
permit safe passing, the vessel intending to overtake shall
indicate her intention by sounding the appropriate signal
prescribed in Rule 34(c)(i).
• The vessel to be overtaken shall, if in agreement, sound the
appropriate signal prescribed in Rule 34(c)(ii) and take steps
to permit safe passing. If in doubt she may sound the signals
prescribed in Rule 34(d).
• (ii). This Rule does not relieve the overtaking vessel of her
obligation under Rule 13.
• (f). A vessel nearing a bend or an area of a narrow channel or
fairway where other vessels may be obscured by an
intervening obstruction shall navigate with particular
alertness and caution and shall sound the appropriate signal
prescribed in Rule 34(e).
• (g). Any vessel shall, if the circumstances of the case admit,
avoid anchoring in a narrow channel.
• Rule – 10, Traffic separation schemes:
• (a). This Rule applies to traffic separation schemes adopted by
the Organization and does not relieve any vessel of her
obligation under any other rule.
• (b). A vessel using a traffic separation scheme shall:
• (i). proceed in the appropriate traffic lane in the general
direction of traffic flow for that lane;
• (ii). so far as practicable keep clear of a traffic separation line
or separation zone;
• (iii). normally join or leave a traffic lane at the termination of
the lane, but when joining or leaving from either side shall do
so at as small an angle to the general direction of traffic flow
as practicable.
• (c). A vessel shall, so far as practicable, avoid crossing traffic
lanes but if obliged to do so shall cross on a heading as nearly
as practicable at right angles to the general direction of traffic
flow.
• (d). (i). A vessel shall not use an inshore traffic zone when she
can safely use the appropriate traffic lane within the adjacent
traffic separation scheme. However, vessels of less than 20
metres in length, sailing vessels and vessels engaged in fishing
may use the inshore traffic zone.
• (ii). Notwithstanding 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.
• (e). A vessel other than a crossing vessel or a vessel joining or
leaving a lane shall not normally enter a separation zone or
cross a separation line except:
• (i). in cases of emergency to avoid immediate danger;
• (ii). to engage in fishing within a separation zone.
• (f). A vessel navigating in areas near the terminations of traffic
separation schemes shall do so with particular caution.
• (g). A vessel shall so far as practicable avoid anchoring in a
traffic separation scheme or in areas near its terminations.
• (h). A vessel not using a traffic separation scheme shall avoid
it by as wide a margin as is practicable.
• (i). A vessel engaged in fishing shall not impede the passage of
any vessel following a traffic lane.
• (j). A vessel of less than 20 metres in length or a sailing vessel
shall not impede the safe passage of a power-driven vessel
following a traffic lane.
• (k). A vessel restricted in her ability to manoeuvre when
engaged in an operation for the maintenance of safety of
navigation in a traffic separation scheme is exempted from
complying with this Rule to the extent necessary to carry out
the operation.
• (l). A vessel restricted in her ability to manoeuvre when
engaged in an operation for the laying, servicing or picking up
of a submarine cable, within a traffic separation scheme, is
exempted from complying with this Rule to the extent
The effectiveness of traffic separation schemes can be judged
from a study made by the International Association of Institutes
of Navigation (IAIN) in 1981. This showed that between 1956 and
1960 there were 60 collisions in the Strait of Dover; twenty years
later, following the introduction of traffic separation schemes,
this total was cut to only 16.
In other areas where such schemes did not exist the number of
collisions rose sharply. New traffic separation schemes are
introduced regularly and existing ones are amended when
necessary to respond to changed traffic conditions. To enable
this to be done as quickly as possible the MSC has been
authorized to adopt and amend traffic separation schemes on
behalf of the Organization.
Section II – Conduct of vessels in sight of one another
(Rules 11-18)
Rule - 11 – Application: Says the section applies to vessels in
sight of one another.
Rule - 12, Sailing Vessels: States action to be taken when two
sailing vessels are approaching one another.
(a). When two sailing vessels are approaching one another, so
as to involve risk of collision, one of them shall keep out of the
way of the other as follows:
(i). when each has the wind on a different side, the vessel
which has the wind on the port side shall keep out of the way
of the other;
• (ii). when both have the wind on the same side, the vessel
which is to windward shall keep out of the way of the vessel
which is to leeward;
• (iii). if a vessel with the wind on the port side sees a vessel to
windward and cannot determine with certainty whether the
other vessel has the wind on the port or on the starboard
side, she shall keep out of the way of the other.
• (b). For the purpose of this Rule the windward side shall be
deemed to be the side opposite to that on which the mainsail
is carried or, in the case of a square-rigged vessel, the side
opposite to that on which the largest fore-and-aft sail is
carried.
• Rule – 13, Overtaking:
• (a). Notwithstanding anything contained in the Rules of part
B, sections I and II, any vessel overtaking any other shall keep
out of the way of the vessel being overtaken.
• (b). A vessel shall be deemed to be overtaking when coming
up with another vessel from a direction more than 22.5
degrees abaft her beam, that is, in such a position with
reference to the vessel she is overtaking, that at night she
would be able to see only the stern light of that vessel but
neither of her sidelights.
• (c). When a vessel is in any doubt as to whether she is
overtaking another, she shall assume that this is the case and
act accordingly.
• (d). Any subsequent alteration of the bearing between the two
vessels shall not make the overtaking vessel a crossing vessel
within the meaning of these Rules or relieve her of the duty of
keeping clear of the overtaken vessel until she is finally past
and clear.
Overtaking: Overtaking vessel shall keep out of the way of the
vessel being overtaken. From the statement it is very clear that
the overtaking vessel is duty bound to take action to avoid
collision with an overtaken vessel. However the Rule does not
specify what action should be taken by the vessel overtaking.
In other words the Rule is telling overtaking vessel that it can
take any action out of five possible actions as follows:
1-Alter course to starboard.
2-Alter course to port
3-Reduce speed
4-Stop engines
5-Reverse the propulsion
Para a-A vessel shall be said to be overtaking vessel if it satisfies
following conditions:
1-It is coming up with another vessel from a direction more than
22.5° abaft her beam.
2-At night the overtaking vessel would be able to see only the
stern light of the overtaken vessel but neither of her side lights.
Para c-If a vessel is in any doubt whether it is overtaking the other
vessel or not, i.e. it is not sure whether it is coming from a
direction more or less than 22.5° abaft the beam of the other
vessel, then it shall assume that she is an over taking vessel and
take action accordingly to avoid collision.
The above stated doubt can arise in two ways:
i-If the overtaking vessel is nearly on the bearing line of 22.5°
from the other vessel.
ii-During the day time when the stern or side lights are not
seen, in which case then the doubt can only be resolved by
means of observations made by the overtaking vessel.
Para d-Any subsequent alteration of the bearing between the
two vessels shall not make the overtaking a crossing vessel.
From Para d it is clear that overtaking vessel can not consider
herself to be a crossing vessel within the meaning of these
rules. She is an overtaking vessel and shall continue to be
responsible to keep out of the way of the vessel being
overtaken until she is finally past and clear.
Overtaking

22.5°
B A

A
 Rule – 14, Head-on situation
• (a). When two power-driven vessels are meeting on
reciprocal or nearly reciprocal courses so as to involve risk of
collision each shall alter her course to starboard so that each
shall pass on the port side of the other.
• (b). Such a situation shall be deemed to exist when a vessel
sees the other ahead or nearly ahead and by night she 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.
(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.
Head On Situation: This Rule applies to risk of collision
between two power driven vessels.
Para a-
1-If risk of collision exists between two power driven vessels
which are in a head-on situation, then each shall alter her
course to starboard so that each shall pass on the port side
of the other.
2-The OOW will observe that this Rule very specifically states
the action which has to be taken by both the vessels. Neither
vessel has the choice in this situation, i.e. neither vessel can
alter course to port, nor reduce speed nor continue on her
course & speed.
Paras a & b
Head-on situation” is said to exist when all the following
conditions are satisfied:
1-Two power-driven vessels are meeting on reciprocal
(opposite) or nearly reciprocal course.
2-One vessel sees the other ahead or nearly ahead.
3-By night one vessel sees:
i-The masthead lights of the other vessel in a line nearly in a
line and both sidelights, or
ii-Only the masthead lights of the other vessel in a line or
nearly in a line, or
iii-Only both the sidelights of the other vessel.
4-By day one vessel observes the corresponding aspect of the
other vessel.
“Corresponding aspect” in day time means one vessel sees
the masts of the other vessel in a line or nearly in a line with
her own masts.
Para c:
1-If there is any doubt as to whether the head-on situation
exists then OOW shall assume that it exists and take action
accordingly to avoid collision.
2-Such doubt may exist in the following circumstances:
i-If the masthead lights or the masts of the other vessel are
not exactly in a line but slightly separated from each other.
ii-If the course of the two vessels are not exactly reciprocal to
each other.
iii-If one vessel sees the other slightly on the bow and not
exactly ahead.
When two vessels are dangerously close to each other port to
port or starboard to starboard or on nearly reciprocal course
or crossing at very fine angles, it is important that neither
vessel should alter course to port. Several collisions have been
caused as a result of one vessel altering course to port to
increase the passing distance and the other altering to starbd.
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.
Crossing Situation:
1-This Rule applies to risk of collision between two vessels.
2-Crossing situation definition has not been defined, but
indirectly it means that a crossing situation said to exist when
both overtaking & Head-on situation do not exist.
3-In crossing situation where two vessels ae involved, one
vessel is Give Way vessel and aonther vessel Stand-on.
4-If risk of collision exists between two power driven vessels
which are in a crossing situation as stated above, then the
vessel which has the other on her own starboard side shall
keep out of the way and shall avoid crossing ahead of the
other vessel.
Head-On Situation

A
5-From the above diagram OOW / one will realise that his
vessel A has to take action to avoid collision with vessel B,
while vessel C will take action to avoid collision with your
vessel.
6-No specific action has been prescribed in this Rule. This
means that the vessel which is supposed to avoid collision can
take any of the following action but must not cross ahead of
the vessel.
1-Alter course to starboard and pass astern of the other vessel
2-Reduce speed till the vessel passes
3-Stop engines and allow the other vessel to pass
4-Reverse propulsion
5-Alter course to port (If possible & sea room) make a 360°
turn, and pass astern of the vessel.
• Rule – 16, Action by Give-way Vessel .
• Every vessel which is directed to keep out of the way of
another vessel shall, so far as possible, take early and
substantial action to keep well clear.
“Give-Way Vessel” means a vessel which by any of these
Rules is directed to take action to avoid collision with another
vessel.
Give-way vessel has to take action to avoid collision and is not
to cross ahead of the Stand-On vessel, if passing ahead
distance is not sufficient enough and to avoid confusion.
Give-way vessel has to ensure that her action is proper, well in
time and that she is passing well clear of the Stand-on vessel.
 Rule - 17, Action by Stand-on Vessel
• (a). (i). Where one of two vessels is to keep out of the way the
other shall keep her course and speed.
• (ii). The latter vessel may however take action to avoid
collision by her manoeuvre alone, as soon as it becomes
apparent to her that the vessel required to keep out of the
way is not taking appropriate action in compliance with these
Rules.
• (b). When, from any cause, the vessel required to keep her
course and speed finds herself so close that collision cannot
be avoided by the action of the give-way vessel alone, she
shall take such action as will best aid to avoid collision.
“Stand-On vessel” means a vessel which is not a give-way
vessel in accordance with these Rules, and hence shall
continue to keep her course and speed.
1-In an overtaking situation as per Rule 13, the overtaking
vessel is a ‘give-way’ vessel while the overtaken vessel is a
‘stand-on’ vessel.
2-In a head-on situation as per Rule 14, both power driven
vessels are give vessels.
3-In a crossing situation as per Rule 15, the power driven
vessel which has the other on her own starboard side is the
‘give-way’ vessel while the other vessel is ‘stand-on’ vessel.
As stated above, in a crossing situation, if a risk of collision
exists between two vessels, the stand-on vessel shall keep her
course and speed. However a situation may arise where the
give-way vessel does not take appropriate action in
compliance with these Rules. When this becomes apparent to
the stand-on vessel, she must take action entirely of her own,
to avoid collision.
If the stand-on vessel finds that the give-way vessel has come
so close that her action alone will not help in avoiding
collision. In such a case the stand-on vessel shall also take
such action as will best aid to avoid collision.
The above Para states what action should not be taken by a
stand-on vessel in case give-way vessel does take any action in
a crossing situation. Stand-on vessel which is permitted to
take action to avoid collision by her manoeuvre alone must
take into account the possibility that the give-way vessel may
also take simultaneous action, and in all probability, she will
later alter her course to starboard. Under these circumstances
alteration of course to port would be dangerous.
Reduction of speed or reversing the propeller takes a lot of
time. The alteration of course away from the direction of the
other vessel could be a safe manoeuvre and perhaps the only
alternative. This will of course depend on many factors such
as presence of other vessels in the vicinity and navigational
dangers in the area. However, if the circumstances of the case
admit, the above two Paras prohibits a vessel in crossing
situation to alter her course to port.
• (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.
• (d). This Rule does not relieve the give-way vessel of her
obligation to keep out of the way.
Rule – 18, Responsibilities Between Vessels .
• Deals with responsibilities between vessels and includes
requirements for vessels which shall keep out of the way of
others.
• Except where Rules 9, 10 and 13 otherwise require:
• (a). A power-driven vessel underway shall keep out of the way
of:
• (i). a vessel not under command;
• (ii). a vessel restricted in her ability to manoeuvre;
• (iii). a vessel engaged in fishing;
• (iv). a sailing vessel.
• (b). A sailing vessel underway shall keep out of the way of:
• (i). a vessel not under command;
• (ii). a vessel restricted in her ability to manoeuvre;
• (iii). a vessel engaged in fishing.
• (c). A vessel engaged in fishing when underway shall, so far as
possible, keep out of the way of:
• (i). a vessel not under command;
• (ii). a vessel restricted in her ability to manoeuvre.
• (d). (i). Any vessel other than a vessel not under command or a
vessel restricted in her ability to manoeuvre shall, if the
circumstances of the case admit, avoid impeding the safe
passage of a vessel constrained by her draught, exhibiting the
signals in Rule 28.
• (ii). A vessel constrained by her draught shall navigate with
particular caution having full regard to her special condition.
• (e). A seaplane on the water shall, in general, keep well clear of
all vessels and avoid impeding their navigation. In
circumstances, however, where risk of collision exists, she shall
comply with the Rules of this part.
• (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
It States every vessel should proceed at a safe speed adapted
to prevailing circumstances and restricted visibility. A vessel
detecting by radar another vessel should determine if there is
risk of collision and if so take avoiding action. A vessel hearing
fog signal of another vessel should reduce speed to a
minimum.
(a). This Rule applies to vessels not in sight of one another
when navigating in or near an area of restricted visibility.
(b). Every vessel shall proceed at a safe speed adapted to the
prevailing circumstances and conditions of restricted visibility.
A power-driven vessel shall have her engines ready for
immediate manoeuvre.
• (c). Every vessel shall have due regard to the prevailing
circumstances and conditions of restricted visibility when
complying with the Rules of section I of this part.
• (d). A vessel which detects by radar alone the presence of
another vessel shall determine if a close-quarters situation is
developing and/or risk of collision exists. If so, she shall take
avoiding action in ample time, provided that when such action
consists of an alteration of course, so far as possible the
following shall be avoided:
• (i). an alteration of course to port for a vessel forward of the
beam, other than for a vessel being overtaken;
• (ii). an alteration of course towards a vessel abeam or abaft
the beam.
• (e). Except where it has been determined that a risk of
collision does not exist, every vessel which hears apparently
forward of her beam the fog signal of another vessel, or which
cannot avoid a close-quarters situation with another vessel
forward of her beam, shall reduce her speed to the minimum
at which she can be kept on her course. She shall if necessary
take all her way off and in any event navigate with extreme
caution until danger of collision is over.
Part – C, Lights and Shapes (Rules 20-31)
Rule 20 –Application:
Rules in this Part shall be complied with in all weathers.
(a)-Rules in Part – C shall be complied with in all weathers.
(b)-All Weathers Means : The different weather conditions as
follows:
• 1-Hot & cold weather
• 2-Good or bad visibility
• 3-Cloudy & bright sunshine
• 4-Precipitation like rain, drizzle or clear weather
• 5-Strong winds & waves causing rolling & pitching
• 6-Calm sea conditions
(c)-Various navigation lights & shapes are prescribed for different
vessels in the
Rules of Part – C. One should ensure that the lights & shapes,
which are prescribed for a particular vessel, are so
manufactured, fitted, secured and displayed that they remain
in their position and are always visible regardless of the
weather conditions, when vessel is at sea.
Navigational Lights : Navigational lights prescribed in Rules of
paragraph “C” shall be exhibited at sea:
1-From sunset to sunrise.
2-From sunrise to sunset in restricted visibility
3-From sunrise to sunset when thick dark clouds block most of
the sunlight
During the above periods other lights are not exhibited unless
they satisfy following conditions.
• 1-Other lights are different from, and hence cannot be
mistaken for the prescribed navigation lights.
• 2-Other light do not adversely affect the visibility of the
navigational lights, if a comparatively bright light is displayed
near a navigational light then the navigation light will be
visible at its normal range as prescribed in Rule 22.
• 3-Other lights do not alter the characteristic of the navigation
lights, if another light of same colour is exhibited near a
navigation light, then the latter’s arc of visibility, as define in
Rule 21, may apparently change as seen by another vessel far
away.
• Other lights do not interfere with or prevent a person from
keeping a proper lookout.
To comply with the above requirements one will have to ensure
that all the lights on the bridge are switched off except for very
dim lights which are required for reading instruments or for
doing navigation work in the chartroom. One will should also
ensure that the lights from cabins, which are located in front or
side of the accommodation, are obscured by drawing the
curtains of the windows of these cabins. One should keep a small
torch ready at hand which may be used only when it is
absolutely necessary for searching something.
• Shapes : The shapes prescribed in Rules of Part – C shall be
exhibited during day time only. The detailed specifications for
the lights & shapes are given in Annex – II of IRPC
(International Regulations For Prevention of Collision)
• Day shapes are mast head signals visually indicating the status
of a vessel to other vessels on navigable waters during
daylight hours. The equipment is required on board by
International Regulation for Preventing Collisions at Sea, 1972.
• The specification of the shapes which are displayed by various
vessels in accordance with the Rules 0f Part – C are as follows:
• 1-Ball= Black, Diameter – 0.6 m
• 2-Cone= Black, Diameter of Base - 0.6 m, height – 0.6 m
• 3-Cylinder= Black, Diameter of Base – 0.6 m, height – 1.2 m
• 4-Diamond= Black, Diameter of each cone= 0.6 m, height - 1.2
m
• Rule -21, Definitions : Students to note that the colour of
these lights are only White, Green, Red and Yellow, and are
indicated by letters W, G, R & Y respectively.
• Masthead Light : This light shall satisfy the following
requirements :
• 1-It shall be of white colour.
• 2-It shall be placed over the fore & aft centre line of the
vessel.
• 3-It shall be visible over an unbroken arc of horizon of exact
225 deg.
• 4-Unbroken arc means there is no obstruction like mast, crane
etc, in the path of the light for the full arc of 225 deg.
• 5-It shall be fixed on the mast in such a way that it is visible to
another vessel from right ahead to exact 22.5 deg abaft the
beam on either side of the vessel.
• Sidelights: The sidelights shall satisfy the following
requirements:
• 1-There are two lights – one located on the starboard side and
the other on the port side of the vessel.
• 2-Every vessel shall display either both lights or none at all, as
required by these Rules of Part – C.
• 3-Starboard sidelight shall be of Green colour and port
sidelight shall be of Red Colour.
• 4-Both lights shall be visible over an unbroken arc of horizon
of exact 112.5 deg.
• 5-Both lights shall be fixed on either sides of the vessel in such
way that each is visible to another vessel from right ahead to
exact 22.5 deg abaft the beam on respective sides of the
vessels.
• Stern Light: The stern light shall satisfy the following
requirements:
• 1-It shall be of white colour.
• 2-It shall be visible over an unbroken arc of horizon of
exactly 135 deg.
• 3-It shall be fixed at the stern of the vessel in such a way
that it is visible to another vessel from aft to exactly 67.5
deg on either side of the vessel.
• Towing Light: The towing light shall satisfy the following
requirements:
• 1-It shall be of yellow colour.
• 2- It shall be fixed at the stern of the vessel in such a
way that it is visible to another vessel from aft to exactly
67.5 deg on either side of the vessel.
• All Round Light: The all-round light shall satisfy the following
requirements:
• 1-It shall be of White, Green, Red and Yellow colour.
• 2-It shall be visible over an unbroken arc of horizon of 360
deg.
• Flashing Light : This light shall satisfy the following
requirements:
• 1-It shall flash at a frequency of equal or more than 120
flashes / minutes.
• 2-It is of Yellow or red colour and is visible over an unbroken
arc of horizon of 360 deg, as prescribed in the appropriate
Rules of Part – C.
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 meters or more in length:
- A masthead light -6 miles
- The sidelights -3 miles
- A stern light -3 miles
- A towing light -3miles
- A white. Red, green or yellow all round light -3 miles
B - In vessels of 12 m or more in length but less than 50 m in
length.
- A masthead light, 5 miles; except that where the length of the
vessel is less than 20 m, 3 miles;
- A side light, 2 miles
- A stern light, 2 miles
- A towing light, 2 miles
- A White, Red, Green or Yellow all round light, 2 miles
C – In vessel’s of less than 12 m in length:
- A masthead light - 2 miles
- A sidelight - 1 mile
- A stern light - 2miles
- A towing lights - 2 miles
- A White, Red, Green Or Yellow all round light, - 2 miles
D – Inconspicuous, partly submerged vessels or objects being
towed
- A white all round light, - 3miles
E-Each navigation light is tested in a physical laboratory and its
intensity, colour and arc of visibility are calculated. The range
of light is computed from its intensity by using the table
given in Annex – I of the IRPC. This range should be equal to
or more than the range prescribed.
F-After carrying this test, if the light complies with all the
required specifications, it is stamped by the approving
authority of the country where it is manufactured and a
certificate is issued to it.
When this light is supplied to a vessel the officer in charge
should ascertain that it is properly stamped by the approving
authority and check the certificate which states that all the
above information and its range of visibility is suitable for the
vessel.
G-Each navigation light shall be fixed on the vessel under the
supervision of a qualified surveyor, in accordance with the
Rules of Part – C and the specification given in the Annex – I.
After that Officer has to make sure that the lights are always
in working condition and they do not break loose or shift
from their positions.
H-Every navigation light is carried in duplicate and both are
fitted in the prescribed Place. At night if any light fails then
an alarm shall sound on the bridge. On hearing the alarm the
officer should immediately switch over to the duplicate light.
The failed light should be immediately repaired.
Rule 21 -Gives definitions.
Rule 22 -Covers visibility of lights - indicating that lights should
be visible at minimum ranges (in nautical miles) determined
according to the type of vessel.
Rule 23- Covers lights to be carried by power-driven vessels
underway.
Rule 24- Covers lights for vessels towing and pushing.
Rule 25 - Covers light requirements for sailing vessels underway
and vessels under oars.
Rule 26 - Covers light requirements for fishing vessels.
Rule 27- Covers light requirements for vessels not under
command or restricted in their ability to manoeuvre.
Rule 28 - Covers light requirements for vessels constrained by
their draught.
Rule 29 - Covers light requirements for pilot vessels.
Rule 30 - Covers light requirements for vessels anchored and
aground.
Rule 31- Covers light requirements for seaplane
Part D - Sound and Light Signals (Rules 32-37)
Rule 32 - Gives definitions of whistle, short blast, and prolonged
blast.
Rule 33 - Says vessels 12 metres or more in length should carry a
whistle and a bell and vessels 100 metres or more in length
should carry in addition a gong.
Rule 34 - Covers manoeuvring and warning signals, using whistle
or lights.
Rule 35 - Covers sound signals to be used in restricted visibility.
Rule 36 - Covers signals to be used to attract attention.
Rule 37 - Covers distress signals.
Part E - Exemptions (Rule 38)
Rule 38 -Says ships which comply with the 1960 Collision
Regulations and were built or already under construction when
the 1972 Collision Regulations entered into force may be
exempted from some requirements for light and sound signals
for specified periods.
Part F - Verification of compliance with the provisions of the
Convention
The Rules, adopted in 2013, bring in the requirements for
compulsory audit of Parties to the Convention.
Rule 39 - Provides definitions.
Rule 40 - Says that 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 says that every Contracting
Party is subject to periodic audits by IMO.
Annexes
The COLREGs include four annexes:
Annex I - Positioning and technical details of lights and shapes
Annex II - Additional signals for fishing vessels fishing in close
proximity
Annex III - Technical details of sounds signal appliances
Annex IV - Distress signals, which lists the signals indicating
distress and need of assistance.
• 4.2, Potential Collision Situation may be divided into:
• 1-At long range, before risk of collision exists and both vessels
are free to take any action.
• 2-Risk of collision exists, the give way vessel is required to take
action and the other vessel must keep her course & speed.
• 3-The give way vessel is not taking appropriate action.
• 4-Collision can not be avoided by the action of give way vessel
alone (Action by the Stand on Vessel).
• 1-Taking avoiding action in ample time: Avoiding action must
be taken if a close quarters situation is developing and/or risk
of collision exists. It is not necessary to take avoiding action if a
vessel is expected to pass at a close distance but there is no risk
of collision as, for instance, when two vessels are proceeding in
opposite directions on their correct sides within a narrow
channel.
• Rule 8(a) requires avoiding action to be taken in ample time in
all conditions of visibility. When the visibility is restricted it is
generally necessary to take action to avoid a close quarters
situation at an earlier stage. However, action should not be
taken without first making a full assessment of the situation.
• Rule 7(c) states that assumptions shall not be made on the
basis of scanty information, especially scanty radar
information.
• Rule 19(d) requires avoiding action to be taken in ample time
if a close quarters situation is developing with a vessel
approaching from any direction. A vessel which is being
overtaken is not required, or even permitted, to keep her
course and speed when a close quarters situation is
developing.
• 2-Risk of Collision exists
• Action By the 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.
1-Give way vessels should take action well in time,
2-Estimate the speed of approach between the two vessels,
3-Estimate the approximate time interval and then take
action.
3-The give way vessel is not taking appropriate action.
If taking 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.
• 4- Action by the Stand on Vessel: 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.
• The OOW 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.
• Alter course to starboard
• Reduce / increase her speed
• Stop her engine and take all way off
• Reverse her engine.
• Alter her course to port if possible as a last solution.
• 4.3
• Precautions by the Ordinary Practice of Seaman or By special
Circumstances of the case: In simple words, this term just
means “common sense”. Not every situation will be listed in the
COLREGS and Rule 2 is just asking to use common sense when
dealing with the situations.
• Good seamanship generally means skill in and knowledge of the
work of navigating, maintaining, and operating a vessel. A good
seamanship is the resultant behaviour that can be expected
from an average good masters or officer.
• Action 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. Be alert.
• As a Ordinary Practice All are responsible: Neglect to comply
with the regulations may include:
1-Not maintaining a proper look-out (Rule 5)
2-Not keeping a safe speed when necessary (Rule 6)
3-Not using all available means to avoid a collision (Rules 7
and 8) as and when required.
4-Not taking a series of compass bearings of a crossing vessel
(Rule 7(d)(i))
5-Not making proper use of the radar (Rule 7(b)
6-Not making correct use of a Traffic Separation Scheme (Rule
10)
7-Not following the Steering and Sailing Rules (Part B)
8-Not displaying the correct navigation lights and shapes
9-Not sounding or sounding the incorrect fog signal (Rule 35)
10-Not complying with Rule 19 in restricted visibility
• 4.4, Circumstances which may make a Departure from the
Rules if Necessary: 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 minutes into the future, the own vessel may alter her course
drastically to PORT for some time to increase the CPA. Although
it is not recommended, this action may be necessary under
these circumstances, rather than land up in a situation where
you have the vessel on your starboard and you cannot alter
course any further to starboard.
• The departure from the rules is allowed only for a brief period
to avoid the immediate danger. As soon as that danger is clear,
you must come back to the COLREGS compliance immediately.
DNS-II, 12.06.2021