COLREGs 1972: Made Easy

About this Made Easy

Its our pleasure to introduce to mariners this Made Easy on RoR. We felt the
necessity of an abridged version of RoR-explanation for the benefit of the
mariners, especially for junior deck officers. By publishing this Made Easy, a
dream has come true; the complete work has not been accomplished yet
though. Weve prepared it based on own expertise and long research works.
Weve, so far, covered Rule-1 to Rrule-19 and intend to add the remaining
rules soon.
Moreover, we intend to publish a book on this in future. Weve tried our best
to prepare it without mistakes. However, no write-up is flawless. We would
appreciate your feedback on how to improve this Made Easy. Please advise
us if you find any mistakes in this Made Easy. No person or organization is
allowed to copy or reproduce the contents of this Made Easy without prior
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your feedback to info@nongor.net .
Preface
The International Regulations for Preventing Collisions at Sea 1972 (Colregs)
are published by the International Maritime Organization (IMO) and set out,
among other things, the "Rules of the Road" or navigation rules to be
followed by ships and other vessels at sea to prevent collisions between two
or more vessels. The COLREGs are derived from a multilateral treaty called
the Convention on the International Regulations for Preventing Collisions at
Sea.
History
Prior to the development of a single set of international rules and practices,
there existed separate practices and various conventions and informal
procedures in different parts of the world, as advanced by various maritime
nations. As a result, there were inconsistencies and even contradictions that
gave rise to unintended collisions. Vessels navigation lights for operating in
darkness as well as navigation marks also were not standardized, giving rise
to dangerous confusion and ambiguity between vessels at risk of colliding.
1840 in London, the Trinity House drew up a set of regulations which were
enacted by Parliament in 1846.

1858 in the UK, coloured sidelights were recommended for sailing vessels
and fog signals were required to be given by steam vessels on the ships
whistle and by sailing vessels on the fog horn or bell, while a separate but
similar action was also taken in the United States.

In 1863, a new set of rules drawn up by the British Board of Trade, in

consultation with the French government, came into force.
By 1864, the regulations (or Articles) had been adopted by more than thirty
maritime countries, including Germany and the United States.
In 1867, Thomas Gray, assistant secretary to the London Maritime
Department of Trade, wrote The Rules of the Road, a pamphlet that became
famous for its well-known mnemonic verses.
In 1880, the 1863 Articles were supplemented with whistle signals and in
1884 a new set of international regulations was implemented.
In 1889, the United States convened the first international maritime
conference in Washington, D.C. The resulting rules were adopted in 1890 and
came into effect in 1897.
Some minor changes were made during the 1910 Brussels Maritime
Conference and some rule changes were proposed, but never ratified, at the
1929 International Conference on Safety of Life at Sea (S.O.L.A.S.) with the
recommendation that the direction of a turn be referenced by the rudder
instead of the helm or tiller being informally agreed by all maritime nations
in 1935.
The 1948 S.O.L.A.S. International Conference made several
recommendations, including the recognition of R.A.D.A.R., these were
eventually ratified in 1952 and became effective in 1954.
Further recommendations were made by a S.O.L.A.S. Conference in London in
1960 which became effective in 1965
The International Regulations for Preventing Collisions at Sea were adopted
as a Convention of the International Maritime Organization on 20 October
1972 and entered into force on 15 July 1977. They were designed to update
and replace the Collision Regulations of 1960.

Amendments
1981: Rule 10 was amended with regard to dredging or surveying in traffic
separation schemes.
1987: In 1987 amendments were made to several rules, including rule 1(e)
for vessels of special construction; rule 3(h), vessels constrained by her

draught and Rule 10(c), crossing traffic lanes.

1989: In 1989 Rule 10 was altered to stop unnecessary use of the inshore
traffic zones associated with TSS.
1993: In 1993 amendments were made concerning the positioning of lights
on vessels.

2001: In 2001 new rules were added relating to wing-in-ground-effect (WIG)

craft
2007: In 2007 the text of Annex IV (Distress signals) was rewritten

Purpose of this write-up

There are many implied and expressed terms in RoR. A good understanding
of RoR is possible only when a learner comprehends those terms clearly. We
have mainly emphasized on the explanation of criticality of rules and some
words which are usually misunderstood by a learner. Learning the rules by
heart has an advantage of getting them at finger tips but one should aim for
understanding them thoroughly to be able to take correct decisions
whenever a risk of collision exists or deemed necessary.
We shall also discuss about some situations and their correct actions to corelate them with usual Oral Questions.
Reference & Publications
RoR have connections with IMO, Section A-VIII/2 of the STCW Code,
SOLAS74, International Code of Signals, IAMSAR, IMO Ships Routing Guide
and GMDSS Regulations.
Absolute Right of Way
A commonly held misconception concerning the rules of marine navigation is
that by following specific rules, a vessel can gain certain rights of way over
other vessels. No vessel ever has absolute "Right of Way" over other vessels.
Rather, there can be a "Give Way" (burdened) vessel and a "Stand on"
(privileged) vessel, or there may be two give way vessels with no stand on
vessel. A stand on vessel does not have an absolute right of way over any
give way vessel, for if there is a risk of collision, a stand on vessel may still
be obliged under Rule 2 to give way so as to avoid it, if doing so will be
effective and is practicable. Two power-driven vessels approaching each
other head to head are both deemed to be "Give Way" and both are required
to alter course so as to avoid colliding with the other. Neither vessel has
"Right of Way".
Expressed and Implied Terms
Expressed Terms: These terms are defined in Rule 3.
Implied Terms: There are many implied terms in RoR. The definitions of those

words have not been stipulated in RoR. However, if we try to understand

them thoroughly, we can clearly comprehend their meanings. We have
discussed about them in appropriate paragraphs.

RoR Overview

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Part A - General
Rule-1: Application
(a)These Rules shall apply to all vessels upon the high seas and in all waters
connected therewith navigable by seagoing vessels.
Inland Waters: Inland waters that are not connected with high seas may be
regulated by Rules for Inland Waters derived by government of a particular
state or country. As an example in Bangladesh, RoR apply in the navigable
waters of Karnaphuli River but not in other rivers that are connected to it
but are neither not connected with high seas nor navigable by seagoing
vessels.
(b) Nothing in these Rules shall interfere with the operation of special rules
made by an appropriate authority for roadsteads, harbours, rivers, lakes or
inland waterways connected with the high seas and navigable by seagoing
vessels. Such special rules shall conform as closely as possible to these
Rules.
Roadsteads: A sheltered area outside a harbour where a ship can lie safe at
anchor, also known as a roads.
Harbour: A harbor or harbour, or haven, is a place where ships may shelter
from the weather or are stored. Harbours can be man-made or natural.
Special Rules: They are made by a particular state or government. Usually,
they are made in close conformance with RoR.
(c) Nothing in these Rules shall interfere with the operation of any special
rules made by the Government of any State with respect to additional station
or signal lights, shapes or whistle signals for ships of war and vessels
proceeding under convoy, or with respect to additional station or signal
lights, or shapes for fishing vessels engaged in fishing as a fleet. These
additional station or signal lights, shapes or whistle signals shall, so far as
possible, be such that they cannot be mistaken for any light, shape or signal
authorized elsewhere under these Rules.
Three types of vessels: Warships, Vessels proceeding under convoy and a
fishing fleet engaged in fishing.
Degree of Special Rules: These rules are usually more stringent than RoR.
Additional Station: It may be an additional mast fitted with signal lights
and/or shapes.

Fishing vessels engaged in fishing as a fleet: These are different from the
vessels mentioned in Annex-II and Rule-26(d): A vessel engaged in fishing in
close proximity to other vessels engaged in fishing.
(d) Traffic separation schemes may be adopted by the Organization for the
purpose of these Rules.
The Organization: This is the International Maritime Organization (IMO), a
body of the United Nations. Rule 1(d) authorizes IMO to adopt traffic
separation schemes to which Rule 10 will apply. The details of TSS can be
found in IMO Ships Routeing Guide.
TSS: As defined by IMO Ships Routeing Guide, A routeing measure aimed at
the separation of opposing streams of traffic by appropriate means and by
the establishment of traffic lanes.
(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-signaling appliances, such vessel shall comply with
such other provisions in regard to the number, position, range or arc of
visibility of lights or shapes, as well as to the disposition and characteristics
of sound-signaling appliances, as her Government shall have determined to
be the closest possible compliance with these Rules in respect of that vessel.
Deviation from Lights & Shapes: Some specially constructed vessels unique
functions may be impaired if these rules are complied with fully. In those
cases, Rule 1(e) permits a deviation from the navigation light, shape, or
sound-signal requirements but only to the point of preventing interference
with the special function.
Special Vessels Lights: Information about lights and shapes of special
vessels such as Warships,
Aircraft Carriers and Submarines can be found in Mariners Handbook, Annual
Summary of
Notices to Mariners and Sailing Directions.

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 seaman, or by the special circumstances of the case.
Exonerate: Does not relieve
Neglect to comply with these Rules: A vessel does not display appropriate
lights and shapes required by RoR.
Neglect to comply with any precaution: These precautions may be required
by good seamanship or special circumstances. The Rules are written for
usual or likely situations; atypical situations are termed "special
circumstances." A complete list of special circumstances is, of course,
impossible to provide. A number of examples should give some idea of the
term's meaning.
Vessels proceeding stern-first are considered to be in special circumstances
A vessel is expected to keep clear of an anchored vessel or a vessel not
under command
Vessels not making way may be in special circumstances. First, a vessel
should avoid stopping in a high-traffic area, and when a vessel decides to
stop, it should make its intentions clear to other vessels in the area. As
always, a proper lookout should be maintained.
A drifting vessel should not expect that other vessels will keep clear of her
unless she displays proper lights and shapes for a vessel NUC.
If a vessel is drifting, its course may not be obvious. If the stopped vessel is
large, it may not be able to move out of the way of a fast oncoming vessel.
Whatever the "if" of the situation, encounters with vessels not making way
through the water deserve extra caution.
A vessel must not proceed in dense fog if her radars are not functional,
rather she should stay at anchorage till her radars are repaired or fog
disperses.
Another special circumstance occurs when two vessels have managed to get
themselves much too close to each other and are headed in unfortunate
directions. Collisions about to happen are often called "extremis" situations.
The vessels involved are said to be "in extremis."

When two vessels approach one another at a difficult bend in a tidal river its
a good practice that the one having the tide against her to wait until the
other has passed. This is because a vessel against the tide has better
maneuverability and can hang out for sometimes with

controlled engine movements or she can even drop her anchor for the
interest of avoiding collision.
An extremis (imminent danger situation) situation occurs when a collision
can be avoided only by the action of both vessels. Here Rule 17(b) requires
the stand-on vessel to maneuver to avoid the collision.
In shallow waters, a vessel is likely to experience Squat and Interaction.
Squat causes bodily sinkage to a vessel and change of trim which
consequently causing reduction of speed and/or grounding. Interaction can
cause bow cushon or bank suction or smelling the ground, consequently
causing grounding, collision, turbulence to other vessels at berth, etc. To
avoid all these dangers, the good seamanship is to reduce speed and
proceed with caution.
In an extremis situation, the operators on one or both of the vessels have
failed to take the first line of preventive actions prescribed by the Rules. The
second line of defense comes into play; the parties in extremis situation are
required to do whatever is necessary to avoid a collision or at least to
minimize the damage.
The physical limitations of the vessels may also impose special
circumstances. Draft limitations will prevent some give-way vessels from
turning into shallow water; a sluggish craft may preclude a timely maneuver
for others.
(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.
Construe: It means explain.
Dangers of navigation: A vessel is unable to alter her course due to the
presence of shallow water although she is required to do so in compliance
with some rules (Rule-14, 15 etc.).
Dangers of Collision: On a head-on situation, a vessel is unable to alter her
course to starboard due to the presence of another vessel on her starboard
side. This way she is unable to comply with Rule-14.
Special Circumstances & Immediate danger: Mentioned below. A departure is
only permitted when there are special circumstances and there is immediate
danger. The departure must be of such a nature as to avoid the danger which
threatens.

Embarking and disembarking pilots could be considered as special

circumstances since maneuvering of both vessels may expose both the pilot
vessel and the pilot to danger.
Limitation of a vessel: Vessel in a convoy may have limitations to alter
course in a crossing situation. Action taken in accordance with the advice to
avoid a squadron or convoy on the port bow would not be a departure from
the Rules if executed at long range before risk of collision begins to apply
Departure from these rules: Rule 2 is an overriding rule, often called the
"Rule of Good Seamanship". Strict literal compliance with the Rules may not
be a defense if a collision occurs. Rule 2 holds the mariner responsible not
only for complying with the Rules but also for avoiding collisions. Merely
complying with the Rules is not enough. If, in fact, strict compliance with the
Rules would result in immediate danger, a departure from the Rules (to the
extent necessary to avoid the danger) is required. A mariner who chooses to
adhere strictly to the word of the Rules, and thereby causes or fails to avoid
a collision that could have been prevented by other action, may not use
compliance with the Rules as a defense to liability.
A departure is under Rule-2(b) is justified only if necessary to avoid
immediate danger. Both necessity and immediate danger must be present.
Your responsibility is not only to follow the COLREGs you are also
responsible for doing everything necessary to avoid the risk of collision and
the dangers of navigation.

Rule-3: General Definitions

(a)The word vessel includes every description of water craft, including nondisplacement craft, WIG craft and seaplanes, used or capable of being used
as a means of transportation on water.
Vessels: All vehicles that operate on the water are vessels, including
displacement craft (those that "float" or are supported by the static
buoyancy derived from the water that their hulls displace)
Non-displacement crafts: These are supported by the dynamic lift of
hydrofoils or other lifting surfaces.
Seaplanes: A seaplane is a powered fixed-wing aircraft capable of taking off
and landing (alighting) on water.

"Used or capable of being used as a means of transportation": This phrase

implies the practical transportation of people or cargo. Inner tubes are not
included, although sailboards are.
WIG craft: A Wig Craft is a multimodal craft which, in its main operational
mode, flies by using ground effect above the water or some other surface,
without constant contact with such a surface and supported in the air,
mainly, by an aerodynamic lift generated on a wing (wings), hull, or their
parts, which are intended to utilize the ground effect action.
(b) The term power-driven vessel means any vessel propelled by machinery.
Propelled by machinery: Vessels propelled by oars, paddles are not included
in this definition. Vessels propelled by machinery as well as any other means
of propulsion are considered to be power-driven vessels. A day shape is
required for most vessels using both sails and machinery for propulsion; see
Rule 25(e).
(c) The term sailing vessel means any vessel under sail provided that
propelling machinery, if fitted, is not being used.
Propelling Machinery: Operation of the engine to generate electricity or to
heat water, does not make the sailing vessel a power-driven vessel, so long
as the propeller (or paddle wheel) is not engaged.
(d) The term vessel engaged in fishing means any vessel fishing with nets,
lines, trawls or other fishing apparatus which restrict maneuverability, but
does not include a vessel fishing with trolling lines or other fishing apparatus
which do not restrict maneuverability.
A fishing vessel: This is a vessel used for catching fish, whales, seals, walrus
or other living resources of the sea.( (SOLAS I/2)). If a fishing vessel is not
engaged in fishing she should display lights and shapes as per Rule-26(e).
Restrict maneuverability: Not all fishing gears restrict maneuverability. Study
Mariners
Handbook for the details of pictorial fishing gears used by vessels engaged in
fishing.
Lines: The term lines refers to lines such as long-lines which may be miles
long and to which are attached at regular intervals many leaders and hooks.
Trawls: The term trawls refers to large open-mouthed nets that are towed
through the water by one or two specially equipped fishing vessels

(trawlers).
Vessels fishing with trolling lines: (for example, a sport fisherman's rod and
reel with the line towed astern), which do not restrict maneuverability.

Other rules: Rule-26 prescribes the lights and shapes and Rule-18 prescribes
the privilege and obligations for vessels engaged in fishing
(e) The word seaplane includes any aircraft designed to maneuver on the
water.
When on the water a seaplane is a vessel. Rule 31 gives the navigation light
and shape requirements for seaplanes. Non-displacement crafts are not to be
considered as seaplanes for the purpose of Rule 18(e).
(f) The term vessel not under command means a vessel which through
some exceptional circumstance is unable to maneuver as required by these
Rules and is therefore unable to keep out of the way of another vessel.
Examples:
Vessel with anchor down but not holding
Vessel riding on anchor chains
Vessel with inoperative steering gear
Sailing vessel becalmed
Exceptionally bad weather (relative to vessel claiming status)
Rule 18 assigns the privileges and obligations & Rule 27 prescribes the lights
and shapes for not-under-command vessels. A NUC vessel is entitled to get
privileges only when she displays required lights and shapes.
(g) The term vessel restricted in her ability to maneuver means a vessel
which from the nature of her work is restricted in her ability to maneuver as
required by these Rules and is therefore unable to keep out of the way of
another vessel. The term vessel restricted in her ability to maneuver shall
include but not be limited to:
Because of the nature of her work: The status does not apply to vessels that
cannot maneuver because of external reasons such as - they are in a narrow
channel or in shallow water or because of strong currents or bad weather.
Vessels restricted in ability to maneuver may or may not be underway. These
vessels are often called as RAM vessels.
Distinction: The vessels mentioned below (i - vi) must be engaged in their
special operations to be entitled to the status as a vessel restricted in her
ability to maneuver.

(i) a vessel engaged in laying, servicing or picking up a navigation mark,

submarine cable or pipeline;
No Explanation written
a vessel engaged in dredging, surveying or underwater operations; No
Explanation written
a vessel engaged in replenishment or transferring persons, provisions or
cargo while underway;
No Explanation written
(iv) a vessel engaged in the launching or recovery of aircraft;
No Explanation written
a vessel engaged in mine clearance operations; No Explanation written
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.
Severely restricts: A vessel engaged in a routine towing operation is not
normally justified as restricted-in-ability-to-maneuver status. This is
emphasized in the definition by the words "severely restricts."
(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.
CBD Vessels: These vessels are specified to be only power-driven vessels.
CBD vessels dont necessarily mean VLCCs, ULCCs, Larger ships, Deep Draft
Vessels. Even a small power driven vessel can be entitled to be a CBD vessel
when her draft in relation to available depth and width of surrounding
navigable waters makes her restricted to deviate from her present course.
Available depth & width of navigable water: The depth of water directly
underneath the vessel is not the determining factor; rather, the depth close
to either side of the vessel determines the level of constraint.

(i) The word underway means that a vessel is not at anchor, or made fast to
the shore, or aground.
Underway: Apart from the definition above, a vessel that is "underway" need
not be moving through the water.
Making way through the water (used in Rules 26, 27, and 35): If a vessel
underway is moving relative to the water, it is making way. For example, if a
ship is headed up a river, making five knots through the water, and there is a
five-knot current against it, then it is making way through the water even
though it is making no progress relative to the shore.
Making no way through the water (used in Rule 35): If a vessel is making no
way through the water, it is stopped and drifting. A vessel is drifting down
the river is not making way, even though it is moving much faster over the
bottom
At Anchor: Usually a vessel is considered at anchor only when she is holding
the chain and brought up. A vessel is considered underway when she is
dragging her anchor or if she is not yet brought up to anchor she has let go.
(j)The words length and breadth of a vessel mean her length overall and
greatest breadth.
Length: Here in this rule, Length means LOA but not LBP or Waterline Length.
LOA: The maximum length of a vessel's hull measured parallel to the
waterline, usually measured on the hull alone, and including overhanging
ends that extend beyond the main bow and main stern perpendicular
members.
LBP: Measured from the point the stem intersects the design waterline and
the centerline of the rudderpost
Waterline Length: Measure between points where stem and stern enter the
water.
Breadth: The greatest breadth does not always occur amidships.
(k) Vessels shall be deemed to be in sight of one another only when one can
be observed visually from the other.
These eight rules do not apply to two vessels not "in sight of one another."
Even though the vessels may know each other's exact course, speed, and
position by means of Automatic Identification System (AIS) or Automated

Radar Plotting Aids (ARPA) or other devices, Rules 11 through 18 apply only if
visual contact is also made.

(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.
Connections: Rules 19 and 35 apply only to vessels in or near an area of
restricted visibility.
Other similar causes: Such as smoke from own vessel, other vessels, or
ashore, and dust storms, smog (a kind of air pollution, originally named for
the mixture of smoke and fog in the air) etc.
(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.
WIG crafts are not to be considered as seaplanes or non-displacement craft.
The definition for "Wing-In-Ground" craft was added to address hybrid
water/air craft that can operate on the water and just above the water in
ground effect -- on a cushion of air.

Part B - Steering and Sailing Rules

Section I - Conduct of Vessels in any Condition of Visibility
Rule-4: Application
Rules in this section apply to any condition of visibility.
Rule 4 tells us that vessels operating under any and all conditions of visibility
are required to follow Rules 5 through 10. In other words, these Rules apply
all of the time.
Rule-5: Look-out
Every vessel shall at all times maintain a proper look-out by sight and
hearing as well as by all available means appropriate in the prevailing

circumstances and conditions so as to make a full appraisal of the situation

and of the risk of collision.
STCW95: Mandatory standards regarding watch keeping, including standards
for keeping a proper look-out, are contained in Part A, Chapter VIII of the
STCW Code.
Lookout: The term, as used by the Rules, denotes not a person but rather the
systematic collection of information. Responsibility for maintaining a proper
lookout lies with the vessel's

operator, not with a subordinate designated as "lookout." The vessel's

operator--that is, Master, Watch Officer, or Person in Charge--is the lookout
manager.
Sometimes, its stressed that a lookout man should be stationed forward if
weather is good in order to ensure no-destructions to him. But this is also
true that a lookout man stationed forward may not perform his duties
properly due to lack of diligence.
Purpose of Lookout: The purpose of the lookout is to collect the information
needed to avoid collisions.
Duty of the Lookout: Traditionally, the duty of the lookout was to watch out
for vessels, lights, and other objects (such as reefs, shoals, and icebergs) by
sight and hearing alone and to report their presence to the vessel's operator
promptly. The lookout was allowed some discretion on what to report in
crowded waters and would be assigned no other duties that would interfere
with this important function.
Today, a proper lookout is a team effort. It is the Master's duty to ensure that
a proper lookout is maintained at all times. That duty cannot be delegated.
When a lookout man is stationed forward, he must use his discretion and
report the lights or objects which are likely to bring risk of collision, especially
small craft which may not have been observed from the bridge.
Interference on Sight & Hearing: Good eyesight is affected by environmental
factors such as ambient light, weather conditions, water spray, or wind.
Fatigue can also affect vision, as can moving between extremes of light.
Similarly, hearing may also be impaired. The noise of wind and wave and
ship's machinery may mask the sound you want to hear. The blast from a
ship's own whistle blocks out other noises and will temporarily, perhaps
permanently, reduce the hearing of the lookout. Hearing testing would be
advised.
All Times: The duty to keep a proper look-out applies also when a vessel is at
anchor, especially if there is a strong tide running, or if other vessels are
likely to be passing by.
Proper and appropriate: These are vague terms. This rule doesnt provide a
precise guidance on adequacy of the lookout. However, STCW Code gives us
a detailed guideline on determining the strength of lookout.
Proper Look-out: A proper lookout is that which is sufficient to prevent a

collision, without any allowance for good luck, in the prevailing

circumstances and conditions

By Sight & Hearing and all available means: Sight, hearing, and "all available
means" are tools of the lookout. Some of the available means are Binoculars,
Radar (including long range scanning), VHF, Bridge-to-Bridge radiotelephone,
Automated radar plotting aids, Differential GPS (DGPS), Satellite Navigation
Equipment, Automatic Identification Systems (AIS), radio transponders,
Vessel traffic services, Navigation and piloting instruments, sound receivers
to receive fog signals etc.
Prevailing Circumstances & Conditions: Some examples are:A lookout in the open ocean can be less intense than one in coastal or inland
waters. It cannot, however, be abandonedmid-ocean collisions do occur.
A lookout on a vessel at anchor is required, with the level of effort depending
upon the location of the anchorage, depth of water, type of ground tackle,
wind, currents, waves, and so forth. The lookout should determine whether
the anchor is dragging and should warn other
vessels of the anchored vessel's presence.
The means and methods for maintaining a lookout vary with night and day.
At night, lookouts should make greater use of binoculars and radar. Masters
should post observers away from the vessel's own lights so as not to impair
the night vision of the lookout. During the day and in good visibility, a vessel
can be seen at a much greater distance, as indicated by the fact that a
masthead light for the largest vessel need be visible for only six miles and
for the smallest vessel, only two miles. During daylight, and under the most
favorable conditions, the watch officer on a large vessel may perform the
lookout alone.
The size and arrangement of a vessel have a direct bearing on the efforts
required to maintain a proper lookout. On small vessels where there is an
unobstructed all-around view and where there is no impairment of night
vision, the craft's operator may both steer and keep the lookout.
Unobstructed view, simple controls, no distractions, and high
maneuverability are important here.
Visibility is generally the key factor in maintaining a proper lookout. As the
visibility decreases, the level of effort to maintain a proper lookout increases
tremendously. Sight needs to be augmented by hearing, radar, and
radiotelephone. Unless you are in the open ocean, you should seek precise
navigational information. In the case of low-lying fog, at least one person
should be positioned high enough to see over the fog.
Full appraisal of the situation: It is this broad objective that you should keep

in mind when managing the lookout. If there is not enough information to

assess the situation, you should tap all your resources to gather more. If you
are still unable to acquire the information you need, then you should take
steps immediately to reduce your requirement for information--for

example, by slowing or stopping. Otherwise, you are violating Rule 5. This is

not one of those circumstances where doing more with less is a virtue. A
lookout man should be always aware of what is happening on his own vessel
keeping a check that all navigational equipment required for keeping the
vessel on course are functioning correctly.

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:
Safe Speed: The word safe is intended to be used in a relative sense. A
speed could reasonably be considered safe in the particular circumstances.
Every vessel shall at all times: This rule applies in all conditions of visibility to
all vessels. The Officer of the watch should not hesitate to use the engines in
case of need. However, timely notice of intended variations of engine speed
should be given when possible.
Proper and effective action: The first objective of maintaining a safe speed is
to permit the vessel "to take proper and effective action to avoid collision.
To be able to maneuver as prescribed by the Rules, the vessel must be
moving slowly enough to control its forward motion. In some cases, it must
also be moving fast enough for the rudder to effect a turn promptly.
To avoid hydrodynamic effects in shallow waters, vessel operators are
expected to be familiar with these effects and to reduce their speed
sufficiently to maintain positive rudder control.
Stopping Distance: The second objective of requiring a safe speed is to
enable the vessel to be stopped "within a distance appropriate to the
prevailing circumstances and conditions. In most cases where the risk of
collision exists, a course change will be the most common action. However, if
maneuvering room is limited or if visibility is poor, stopping the vessel
(perhaps in conjunction with a turn) could be the best way to avoid or
minimize damage.
Other rules: Rule 8 requires vessels to slow or stop to avoid collision or to
give more time to assess the situation. Rule 19 requires that vessels in areas
of restricted visibility encountering vessels forward slow to the bare

minimum needed for steering, or stop altogether.

Factors to consider: Most of Rule 6 presents factors that must be considered

in determining safe speed. These factors are not necessarily listed in order of
importance, and the list is not exhaustive.
(a) By all vessels:
The state of visibility; Note: Refer Rule-19.

The traffic density including concentrations of fishing vessels or any other

vessels;
Note: Traffic density is important because the probability of a collision
increases with the density
(iii) The maneuverability of the vessel with special reference to stopping
distance and turning ability in the prevailing conditions;
Note: Stopping distances will vary substantially depending on whether the
vessel is turning or proceeding in a straight line. The maneuvering
characteristics of most of the larger vessels are required to be posted on the
bridge. Operators should learn the characteristics before the information is
needed. The distance that a vessel will cover in a crash stop before being
brought to rest from full speed is likely to be between 5 and 15 ship lengths,
depending upon speed, displacement, type of machinery, maneuverability of
the vessel, Type of engines (steam, diesel, turbine, etc), Power of the engine,
Stopping distance, Turning circle, Fast or slow vessel, Maneuverability with
regard to Condition of loading, Draught, Trim, Etc.
(iv) At night, the presence of background light such as from shore lights or
from back scatter of her own lights;
Note: Background lights and backscatter decrease the effectiveness of a
lookout by sight and therefore require a proportional decrease in speed. A
small vessel has a particular problem because the vessel's own lights are
close to the operator. Careful design of the navigation light arrangement will
minimize backscatter and reflection from the vessel itself.
The state of wind, sea and current, and the proximity of navigational
hazards; Note: The need to reduce speed in the face of mounting adversity
The draft in relation to the available depth of water.

Note: Draft restrictions relate to speed in several ways. If there is little under
keel clearance, it is likely that shallower water is nearby. It is easier to avoid
running aground from a low speed, and if a grounding cannot be avoided, the
damage will be less.
If a vessel's draft exceeds the depth outside a channel, the vessel will be
limited to straight-line stopping within the channel, which is less effective
than a combination of slowing or reversing engines and turning away. Hence
a lower speed is usually required.
In shallower waters, a vessel's speed introduces hydrodynamic forces that
are not present in deeper waters. The effect on the vessel is called "squat,"
and it increases as the underkeel clearance decreases and as the vessel's
speed increases. The hydrodynamic effect of high speed through a channel
may cause a vessel to be pulled toward or into the bank or may pull two
vessels passing close together off course.
(b) Additionally, by vessels with operational radar:
Note: The term operational radar means radar in use. In open waters a ship
using radar may proceed at a relatively higher speed, provided the speed is
adjusted appropriately upon detection of another vessel. Radar equipment
varies greatly in power, sophistication, antenna installation, and so forth. The
mariners need to understand these qualities and limitations thoroughly.
(i) The characteristics, efficiency and limitations of the radar equipment;
Characteristics: Radar may fail to detect small targets, alterations of course
made by other vessels are usually less apparent and the use of radar
bearings is more likely to result in a faulty appreciation of risk of collision
than visual bearings taken by compass.
Efficiency: The efficiency of the equipment for the purpose of detecting the
presence of other vessels and determining whether risk of collision exists
must also be related to the competence of those observing it and the way it
is being used. Range performance, Minimum range, Diameter of PPI, Scale of
display, Plotting facilities, Range accuracy, Heading indicator, Bearing
accuracy, Azimuth stabilization.
Limitations: Because of their lower power and higher pulse repetition rate,
these navigation radars--also called three centimeter (3 cm), X-band, and
high frequency radars--have a limited range.
A vessel's course might be changed regularly to ensure that any vessel in a
blind arc, which may be caused by a vessel's masts or other structures, could

be detected early.
(ii) Any constraints imposed by the radar range scale in use;

Short range scales give good resolution and enable the detection of small
targets; long range scales sacrifice detail to gain early detection. To the
extent that different range scales are not available, speed should be
reduced.
Constraints may be imposed by every range scale that can be used. When
using the longer range scales definition and discrimination are reduced and
small targets are less likely to be detected, whereas shorter range scales do
not permit early detection of targets and do not enable the observer to
obtain an overall assessment when several vessels are in the vicinity. The
range scale which is most suitable for the locality should be selected but the
scale should be changed at regular intervals. The scale should not be
changed when there is a dangerous target at close range. When two radar
displays are available and in use it may be advantageous to select a different
range scale on each display to avoid the necessity of switching scales.
(iii) The effect on radar detection of the sea state, weather and other sources
of interference;
Vessels speed should be reduced when interference (caused by large waves,
heavy rain or snow, or the like) impairs the performance of the radar.
Interference: The effect of rain clutter is much less when using l0 cm
wavelength than when using 3 cm. This is often also the case with clutter
caused by sea return. Vessels fitted with two radars, one of each wavelength,
would be expected to make use of the 10 cm wavelength for detecting other
vessels in conditions likely to cause severe clutter, particularly in heavy
tropical rain squalls.
(iv) The possibility that small vessels, ice and other floating objects may not
be detected by radar at an adequate range;
The location of the vessel and the season of the year are important in
judging whether undetected vessels or ice may be present.
(v) The number, location and movement of vessels detected by radar;
Accurate radar plotting becomes more difficult as the number of vessels
increases. Automated radar plotting aids make the task easier. The greater
the number of targets indicated on the radar display the more difficult it may
be to determine risk of collision and to assess the effect of possible
maneuvers, although some radar systems are capable of providing
information of this kind.
(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.

The observed radar range of a vessel can be correlated to visibility by noting

when the vessel can first be sighted. At night, when the vessel's lights can
first be seen, the radar range of the vessel equates the visibility (assuming
that the visibility is not so good that masthead light intensity becomes the
controlling factor.
When fog or mist is considered likely to develop, the radar should be in
operation. It may be possible to determine the extent of the visibility by
observing the radar ranges at which other vessels or navigation marks are
first visually sighted, or at which they disappear from view. At night the
probable presence of fog may be indicated by failure to see the lights of a
vessel which gives a strong echo within the normal visual range.
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.
The existence of risk of collision is implicit to the operation of other rules
such as Rule 13 (Overtaking), Rule 16 (Action by Give-way Vessel), Rule 17
(Action by Stand-in Vessel), and Rule 18 (Responsibilities between Vessels).
Risk of collision in Head-on situation: The relative bearings of two vessels
affect the degree of risk. Two vessels meeting on near-reciprocal courses
would close relatively rapidly, because their closing speed would be the sum
of the two speeds. The risk of collision would arise while they were still
relatively far apart.
Risk of collision in Overtaking situation: Where one vessel is overtaking
another on nearly the same course, the closing speed would be the
difference between the individual speeds. Unless one is traveling a great
deal faster than the other, it would take a long time for the overtaking vessel
to draw abeam of the other. In the overtaking situation, the vessels would be
relatively close together before risk of collision arose.
Risk of collision in Crossing situation: Crossing situations would be
somewhere between meeting and overtaking.
Avoid Development of Risk of Collision: Either vessel is, of course, free to act
before risk of collision exists in order to avoid it altogether. If RoC with
another vessel doesnt exist, then there is no necessity to take action as a
give way vessel.
Doubt: If there is any doubt or the information at hand is not accurate or

complete, then risk of collision shall be deemed to exist. In case of doubt, the
OOW must call Master immediately as per STCW Code, Ch-VIII. Its
understood that doubt begins when an OOW starts to feel

confusion about a situation and feels whether he should call Master or not.
Beyond this point, the OOWs delay in calling Master could be considered as
negligence and at times, calling
Master late might result in a critical situation when Master may not have
many options on hand to avoid a close quarters situation or collision.
All available means: Examples are Look out
Compass repeaters
Binoculars
Sound / light signaling equipment
Radars / ARPAs
The radiotelephone may be used to advantage in certain circumstances for
the purpose of clarifying a situation involving two vessels and indicating
intentions via well regulated VTIS. However, collision avoiding actions shall
not be taken basis VHF agreement between two vessels since its never
guaranteed that the second vessel is the vessel that youre trying to
communicate with as many vessels make funs out of it. Valuable time may
be wasted in attempting to make radio contact instead of concentrating on
the assessment of collision risk and the need for action. Reference is also
made to the further danger of proposing, by VHF radio, to take action which
is not in compliance with the Collision Regulations. In RoR, there is no
mention about the use of RT to determine RoC, rather appropriate sound
signals are prescribed for the same.
As AIS can be used to advantage for collision avoidance, such as in
determining the identity of another vessel and in more rapid detection of
changes of heading, vessels may be expected to make use of the equipment
in appropriate circumstances. The AIS target data (CPA, TCPA etc.) MUST not
be taken as correct as it is found accurately only in ARPA/Radars. An OOW
should acquire the targets on Radar/ARPA using Radar functions instead of
just simply clicking the AIS Symbol of a target echo on radar screen to get
CPA, TCPA, etc.

Appropriate to the prevailing circumstances: The use of the available means

to determine risk of collision depends on the prevailing circumstances and

conditions, such as daytime or night time, low traffic or heavy traffic, coastal
waters or ocean waters, clear visibility or restricted visibility, etc.

(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.
Proper use of Radar Equipment: Rules 6, 7, 8 and 19 contain specific
references to the use of radar and there is an important implied reference in
Rule 5. Proper use of radar may include optimum setting of all controls,
appropriate range scale & display, etc.
The value of radar in assessing risk of collision in poor visibility is obvious.
Rule 19 (Conduct of Vessels in Restricted Visibility) requires that a vessel in
restricted visibility determine whether risk of collision exists when it detects
by radar alone the presence of another vessel. But radar is also valuable in
clear weather after a target has been sighted visually, being better able than
the human eye to measure range and other distances.
Long range scanning: In any kind of weather, long range scanning is a very
useful tool to an OOW. If a target is detected at long range, an OOW can do
little alteration of course / speed to avoid a RoC. However, RoC in a head-on
situation remains the same even at long range. If two high-speed vessels
meet head-on, their relative speed becomes very high and TCPA reduces
significantly, therefore an OOW gets less time to takes actions. But if the
situation is detected at long range, the OOW gets sufficient time to take
early action. Thats why the OOW should cultivate a habit of doing long
range scanning of targets frequently in his/her watch.
True Motion Display: The OOW must select the radar display better suited to
the operating conditions. In general, true-motion (sea- or ground-stabilized)
radars are preferred for navigation and piloting in confined waters as the
position of the observers own ship moves in accordance with its own path.
An alteration of course made by another vessel moving at fairly high speed is
likely to be more readily apparent on the true motion display from the
change in direction of the echo trail. True motion is generally more suitable
for use with the lower range scales in congested waters rather than in the
open sea.
Relative Motion Display: Relative-motion displays allow the observer to
assess more quickly the movement of other vessels in relation to his or her
own movement.
All but the smallest vessels are required to have radars stabilized in azimuth
(that is, in the horizontal plane). Radars without compass stabilization are
almost useless for determining the actions of other vessels.
Radar Plotting: It is not enough to just look at the radar. Plotting is usually

appropriate in relatively open waters.

True & Relative Radar Plotting: The principles of relative plotting should be
understood by all observers, as this is the method which enables the closest
position of approach to be determined.
The true plot is simpler to understand, and is considered by many to be
superior when there are several targets on the screen. Alterations of course,
or speed, by the observed vessel, carried out simultaneously with, or shortly
after, an alteration by own vessel, are likely to be more readily detected by a
true plot than by a relative plot.
Use of Vectors: The use of vector is very common. You can use this function
for multiple targets on the radar screen. Usually, the user selects relative
vector to see how a target will pass her own ship actually. Alteration of
course and speed, however, dont get updated in vector immediately, it
takes sometimes. A prudent user sometimes changes the vector setting from
relative to true to see a targets actual course and thus it helps to find
targets aspect. The use of appropriate vector length is also very important.
Longer vector-length of numerous targets on the radar screen lead to an
unnecessary clutter and confusion to the OOW.
Equivalent Systematic Observations: Plotting is not required if "equivalent
systematic observation" is used. These other observation techniques include
manual and automatic (computerized) radar plotting aids or the listing of
bearing, range, and time at regular intervals. Plotting by the vessel's
operator in congested waters may take so much time that it becomes
counterproductive. In such cases automated radar plotting aids are
especially appropriate.

(c) Assumptions shall not be made on the basis of scanty information,

especially scanty radar information.
Assumption & Scanty Information: The word Scanty stands for Insufficient.
Assumptions made on the basis of scanty information have been a
contributory cause of many collisions in both clear and restricted visibility.
Rule 7 warns mariners against relying on radar for more information than it
can realistically give. The mariner who assumes an approaching vessel will
pass well clear after making a couple of long-range radar observation is
inviting danger and violating Rule 7.
Distances magnify small errors, and errors are almost inevitable because of
the imprecision of observations made from a moving vessel. Nor can you

assume that the other vessel is maintaining a constant course and speed.
Regular and consistent checking of observations is imperative.

Several observations should be taken at short and regular intervals to reduce

the effects of these random errors when there is a possibility of a close
quarters situation developing. Bearings taken relative to the ships structure
can be very misleading in determining whether risk of collision exists.
(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;
The closest distance of approach is perhaps the prime element in the risk of
collision situation. A collision occurs when the distance of closest approach
goes to zero. Sighting an approaching vessel against components of the
ship's structure may give a rough indication of whether there is risk of
collision and may provide sufficient basis for deciding whether to make a
bold alteration to pass astern of a vessel being overtaken or crossing from
the starboard side.
A number of factors are involved in such an assessment:
Closest distance of approach
Type of waterway - The type of waterway plays a part in the calculation of
risk. On the open ocean the distance of closest approach triggering risk of
collision is greater than in confined waters because on the ocean it is easier
to keep well clear.
Vessel size and maneuverability - Vessel size and maneuverability have a
substantial impact on risk of collision. A small vessel that can stop or turn in
its own length has a much smaller zone of risk than a large vessel that may
need a mile or more to stop and only begins to turn after the rudder is put
over.
Speed - Speed expands the zone in which risk of collision exists. Higher
speeds give the mariner less time to refine the accuracy of vessel path
predictions (remember Rule 6).
Distance out from closest point of approach
Relative bearings
Appreciably change of bearing: Here bearing means true bearing but not
relative bearing. Due to appreciable change of bearing, the change in target
data and aspects will become evident, such as a noticeable change in CPA,

TCPA, BCR, etc. However, an appreciable change of bearing at greater ranges

does not necessarily mean that there is no risk of collision. The other vessel
may be making a series of small alterations which have not been observed.

(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.
Large vessel or tow: Even if the compass bearings between two vessels do
change, there may still be the potential for collision. A tow has two
components the towing vessel and the vessel being towed. If a RoC doesnt
exist with the towing vessel, it may exist with her tow. The same explanation
goes for a large vessel bearings between bow and stern differ significantly.
Mariners must consider the length of an approaching vessel before
determining that a RoC doesnt exist with the other vessels bow and stern or
with the towed vessel and her tow.
Risk associated with changing bearing at close range: An appreciable change
of bearing at close ranges does not necessarily mean that there is no risk of
collision. An appreciable change of bearing at short range may be associated
with a dangerously close passing distance. The rate of change of bearing
increases as two vessels pass too close to each other. Such a passing
distance will bring danger of collision.
If an overtaking vessel with greater speed, approaching from starboard
quarter of a vessel being overtaken with lower speed, suddenly starts
crossing the bow of the vessel being overtaken assuming that the overtaking
vessel can execute this action safely, a collision may happen if overtaking
vessels steering or M/E fails at that point due to the fact that both vessels
are at close range. Also, at close range in confined waters, the effect of
interaction between two vessels is significant and a collision is always
possible.
Rule-8: Action to Avoid Collision
(a) Any action to avoid collision shall be taken in accordance with the rules of
this Part and, if the circumstances of the case admit, be positive, made in
ample time and with due regard to the observance of good seamanship.
This rule tells how the avoiding action must be executed, not which vessels
are required to take the avoiding action.
Shall, if the circumstances of the case admit: Shall is a mandatory word.
Shall is used to emphasize the need for positive action to be taken in ample
time. If the circumstances of the case admit is an escape clause though.

Positive, made in ample time, with due regard to the observance of good
seamanship: These are indefinite terms.
Positive: Positive action is a significant change in vessels course and/or
speed. A large alteration of course or speed to avoid a collision indicates that
the intention of the action is positive. A vessels positive action becomes
easily evident to others observing her.
Ample Time: In this rule, action shall be taken in ample time means that an
action shall be taken in a time so that a collision can be avoided. This
paragraph didnt say action is to be taken in ample time to avoid a close
quarters situation. If we compare ample time and good time, we can say
that ample time is meant for avoiding a collision and good time is meant for
avoiding a close quarters situation. So, as per RoR, good time occurs much
earlier than ample time.
Good observance of Seamanship: Some examples of good seamanship have
been mentioned in discussions for Rule-2. Do not take an action which makes
the situation worse for any other ship in the vicinity; assess what they may
have to do.
(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.
Let the other vessel know what you are doing. Make it obvious by sight in
good visibility and obvious on the radar screen in areas of restricted visibility.
Give the proper maneuvering signals if operating under the International
Rules.
(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.
Alteration of Course Alone: Two variables can be altered to avoid collisions:
Course and Speed. On larger vessels, change of speed may take a
considerably long time, especially when the engines are not ready for
maneuvering but you need to change speed immediately. Thats why, this
paragraph allows for a course change alone, which can be made directly and
immediately from the bridge. Alterations of speed take longer to put into
effect than alterations of course so they are less likely to be readily observed
by other vessels

Close-quarters situations: There is no definition of Close-quarters situations.

But generally we can suppose that its a situation between two vessels when
action taken by one vessel may not be sufficient to avoid the collision. In
rivers, harbors, and other inland waterways; close-quarters situations are
unavoidable. The term close-quarters situation has been implied in Rule7(CPA distance which helps assess a risk of collision), Rule-8d (safe distance the minimum

passing distance permitted by the Rules) and Rule-16 (well clear - the
minimum passing distance permitted by the Rules). Both terms Safe
Distance in Rule-8(d) and Well Clear in Rule 16 represent a greater distance
than close-quarters.
In a close-quarters situation, decisions might have to be taken without time
for proper thought.
Good time: Good time means early. There is no specific time at which good
time begins. Itll depend on a particular situation. Maneuvers taken to avoid
a close-quarters situation should be taken at a time when the responsible
officer does not have to make a quick decision or a decision based on
inadequate information. We can say that if a vessel fails to take action in
good time, she may find herself in a close-quarters situation. This paragraph
didnt say action is to be taken in good time to avoid a collision.
Substantial: Alterations of course alone should be substantial so that they
may be readily apparent to another vessel. In restricted visibility, alterations
of course and speed should be substantial so that they may be readily
apparent to another vessel observing visually or by radar. While taking an
action to void a close quarters situation with one vessel, the OOW must
monitor her action properly so that the action doesnt 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.
Safe Distance: What distance is safe depends on the circumstances; suffice it
to say that if you are obligated to take the action, the person on the other
vessel should not feel compelled to act also to increase the distance still
further.
Effectiveness of the Action: If action to avoid collision is required, the mariner
must take effective and readily apparent action, whether it be a course
change or a speed change or a combination of the two. A course change
works better for meeting situations, whereas for vessels crossing at nearright angles, a speed change (perhaps in combination with a course change)
often works better. Continuing change of compass bearing would be one
indication of the initial effectiveness of the avoiding action. However, an
appreciable change of bearing may not be sufficient to establish that the
vessels will eventually pass clear of one another. Subsequent action by the
other vessel could result in renewed risk of collision.
Finally Past & Clear: It means RoC doesnt exist anymore. The visible signs

are appreciable change in compass bearing, increasing CPA & distance, Etc.

(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.
When a vessel is obliged to take action to avoid collision with another vessel
which is crossing, or which she is overtaking, she may be prevented from
making course alterations due to lack of sea room or to the presence of other
vessels; in such circumstances it will be necessary to slacken speed or take
all way off. In restricted visibility when a close quarters situation cannot be
avoided with a vessel forward of the beam, or a fog signal is heard forward of
the beam, it will usually be necessary to reduce speed or stop the ship. The
speed must also be reduced if it is necessary to allow more time to assess
the situation (As per Rule-5, a full appraisal of situation is required)
Taking all way off or reversing propulsion: You should refer to ships
maneuvering booklet to know about her maneuvering characteristics. An
OOW should have thorough knowledge about the turning circle of the vessel.
Its a good practice that the bridge team is briefed about the limitations of
M/E and the procedures of stopping M/E in case of an emergency. Stoppage
time (Sea ahead to zero speed) depends on various factors, such as size of
the vessel, present displacement, depth of water, wind, sea conditions,
current, etc. Usually the maximum astern power is 60-80% of maximum
ahead power.
Helm Action in stopping the vessel: Helm action taken in the initial stage of a
crash stop, when still moving at high speed, will result in a considerable
increase of resistance and reduce the stopping distance. A method which
may be used in some circumstances is to put the helm hard over one way
then hard over to the other side with the engines on dead slow ahead, then
to put the engines full astern. This should reduce the period of applying
astern power so that the vessel is less likely to be slewed in the final stage.
Crash Stop: To avoid an imminent danger like collision, grounding etc, it
becomes necessary to stop the vessel as soon as possible. Crash
maneuvering is turning the engine in opposite direction to reduce the ahead
speed of the ship. After certain time, the ship stops and starts steaming in
astern direction. The procedures of crash stop are as below (it may vary from
ship to ship):
The bridge informs about the emergency situation and requests E/R for crash
stop
The Fuel Lever (Starting Lever) is set to Stop Position and the helm is put
hard-over to either port or starboard so that speed drops faster. After the
stoppage, she may come off the original course line by large amount. For

right handed propelled ship, the bow will cant to starboard.

Avoid attempting Emergency Stop of M/E since it takes some times to reset
parameters of M/E before a restart is possible

After putting the Fuel Lever to stop position, observe the M/E rpm indicator.
The rpm will still be showing for few minutes since the propeller doesnt stop
instantly even after the Fuel Lever is set to Stop Position. At that point,
engineers will give stern movement by air only (often called as brake air), i.e.
no fuel will be used. This movement is given for a very short period to stop
the movement of the crankshaft or the propeller. Ships speed (by
momentum) will be dropping slowly and few minutes after stop command is
given, the rpm will show Zero.
When the rpm rests to zero, order full astern directly regardless of whatever
speed the vessel might be proceeding with at that moment
Finally, the vessel will start to get stern-speed slowly.
Damage to Engines: In this type of maneuvering, the main engine is
subjected to severe stress and load. To avoid the damage to M/E through a
crash stop maneuver and provided that time permits to avoid the danger, it
is suggested that a quicker and safer way to stop a vessel would be to stop
the engines instantly then, after a delay of three minutes or so, to give slow
astern, half astern and full astern, thus avoiding acute cavitations. More
recent evidence from ship trials and model tests seems to indicate that many
vessels, especially those fitted with diesel engines, could best be stopped by
giving full astern as soon as possible, but it can generally be said that even
if the engines can be made to go astern within one minute of the order stop
the retarding effect would be small and the risk of damage to the machinery
would be great. The above remarks apply to a vessel moving at high speed.
The engines can be more readily reversed when the speed is low. For the
interest of safety, OOW or Master must not hesitate to do a crash stop.
(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.
Not to impede to avoid development of RoC: Vessels directed "not to
impede" other vessels should take early action to keep clear by wide margins
so that a RoC doesnt develop. The other vessel shouldn't become concerned
enough to alter its course or speed, or otherwise feel obligated to act
differently from the way it would if the would-be impeding vessel weren't
there.
Examples: Rule-9(b, c, d) & 10(i) mention about not to impede passage of a
vessel, Rule-10(j) mentions about not to impede the safe passage of a power

driven & 18(d)(i) mentions about not to impede passage of a vessel

constrained by her draught.

(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.
What if RoC exists: The vessel that had been originally directed to not
impede the other should retain that burden even after risk of collision arose.
That does not mean, however, that the (usually larger) vessel that was not to
be impeded continues to have the right of way. If the not-to-be-impeded
vessel would be the give-way vessel under the general rules, it has the duty
to stay out of the way of the impeding vessel after risk of collision arises
because of the application of Rule 17(a)(i). Early action in compliance with
Rule 8(f) is compatible with Rule 17(a)(ii), which permits action by the standon vessel. The impeding vessel also continues to have a duty to stay out of
the way after risk of collision arises, and does not gain the stand-on status
that the general rules might have given it. Both vessels would be obligated
to stay out of the way and the impeding vessel would have a double duty to
stay out of the way.
Example # 1: When a power-driven vessel and a sailing vessel are
approaching each other, the power-driven vessel is required by Rule 18(a) to
keep out of the way when risk of collision begins to apply, although she may
be proceeding along a narrow channel or traffic lane, but this does not
relieve the sailing vessel of the obligation to take early action to allow
sufficient sea room.
Example # 2: If one of two power-driven vessels, crossing so as to involve
risk of collision, is required not to impede the passage of the other vessel,
she must, in compliance with Rule 8(f), take early action to allow sufficient
sea room for the safe passage of the other vessel although the other vessel
may be required by Rule 15 to keep out of the way.
Full regard to the action: A vessel taking action as per Rule 8(f)(ii) shall take
into account the possibility of both vessels taking conflicting actions when
there is risk of collision. However, as it is not possible to establish the precise
distance apart at which risk of collision begins to apply, a vessel taking early
action not to impede should also have full regard to the action which may be
taken by the other vessel (as a give way vessel). Rules 14, 15 and 17(c)
indicate the form of action to be taken.
(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.

A not-to-be-impeded vessel is not relieved of her obligation to comply with

the Steering and Sailing Rules when there is risk of collision. When vessels
are in sight of one another and risk of collision exists, a power-driven vessel
may be required to keep out of the way of the vessel required not to impede
in accordance with Rules 13, 14, 15 and 18(a). In restricted visibility such a
vessel is not relieved of her obligation to take avoiding action in ample time
when a close quarters situation is developing. When there is an obligation
not to impede in restricted visibility Rule 19 applies fully, together with Rule
8(f).
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.
Narrow Channels: 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 waters; it is often marked by buoys. There is no specific
width of a narrow channel. The width of narrow channel could be between
less than a mile and a few miles.
Fairway: A "fairway" is generally in open water, and the water on either side
is not much shallower than within the fairway. Fairways are dredged and
maintained by the port authority & used to route vessels away from natural
hazards, oil platforms, mines, or smaller vessels.
Outer Limit of the Channel: Paragraph (a) requires all vessels to navigate on
the far right side of a narrow channel, whether or not traffic is approaching
from the other direction. If that is not "safe or practicable," however, the
mariner is justified in moving closer to the center or even over the center to
the left side (providing the traffic permits such action). Usually, the depth of
a narrow channel is less from centre line towards either side.
(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.
Shall not Impede: Rule 8(f) "shall not impede" language says that vessel
directed not to impede shall take early enough action that sufficient sea
room exists for safe passage. If risk of collision does arise (ideally it should
not), the impeding vessel retains its duty to stay out of the way,
notwithstanding any stand-on rights the more general Steering and Sailing
Rules may have given it. In other words, the vessel directed not to impede
should stay well clear!

Only within a narrow: Paragraph (b) gives rights to non-sailing vessels that
are over twenty meters long and that can safely navigate only within the
narrow channel or fairway. The word
only implies that many vessels cant navigate safely outside a narrow
channel whereas there

are small vessels (smaller draught) that can safely navigate just outside the
narrow channel although they are allowed to use the narrow channel too.
If RoC exists: This Rule does not relieve a power-driven vessel which is
restricted to the channel from her obligation to keep out of the way of a
small power-driven vessel being overtaken or crossing from her starboard
side, or of any sailing vessel, if there is risk of collision.
(c) A vessel engaged in fishing shall not impede the passage of any other
vessel navigating within a narrow channel or fairway.
It implies that fishing is permitted when the channel is not being used. In this
paragraph, any other vessel includes even small power driven vessels,
sailing vessels, etc.
(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.
Crossing The Channel: This paragraph prohibits all vessels from crossing a
narrow channel or fairway such a way that would impede a vessel that could
not safely operate outside of the channel or fairway. Rule 8(f) "shall not
impede" language is operative here. If your vessel is directed not to impede
another, try to avoid causing the other vessel to change its course or speed.
If you blunder into a risk-of-collision situation, the general Steering and
Sailing Rules will not apply to you--you will continue to be obliged to stay out
of the way. Be mindful, however, that Rule 8(f)(iii) says that the general rules
will apply to the vessel you are impeding.
Doubt & Sound Signals: The Rule also provides for the vessel constrained to
the channel to sound at least five or more short blasts or at least five short
and rapid flashes if in doubt as to the intentions of the crossing vessel. Rule 9
says that this sound signal "may" be used--although Rule 34(d) requires its
use in case of doubt.
(e)
(i) In a narrow channel or fairway when overtaking can take place only if the
vessel to be overtaken has to take action to permit safe passing, the vessel
intending to overtake shall indicate her intention by sounding the
appropriate signal prescribed in Rule 34(c)(i). The vessel to be overtaken
shall, if in agreement, sound the appropriate signal prescribed in Rule 34(c)
(ii) and take steps to permit safe passing. If in doubt she may sound the
signals prescribed in Rule 34(d).

Overtaking: The International Rule 9 requirement for overtaking applies only

when the overtaken vessel (in addition to the overtaking vessel) has to take
maneuvering action to permit

a safe passing. If the overtaken vessel agrees with the overtaking vessel's
passing proposal, then the overtaken vessel is required to "take steps to
permit safe passing." If permission from overtaken vessel is not required (i.e.
there is sufficient safe sea room to overtake), then this paragraph doesnt
apply to the overtaking vessel.
If it is not considered safe for the other vessel to pass the signal of at least
five short rapid blasts could be made on the whistle. This signal indicates
doubt about the intentions or actions of the other vessel and implies that the
vessel ahead does not consider it safe for the vessel astern to attempt to
pass. Usually, passage through narrow channel and fairway is well regulated
by VHF surveillance from VTIS. Now-a-days, the use of VHF by Pilot/VTIS in
such a situation is common in practical.
Good seamanship: If safe and practicable, it would be good seamanship to
move away from the side of the narrow channel or fairway in which the
overtaking vessel intends to pass, to allow a greater passing distance and
also to reduce speed in order to decrease the period of running closely
parallel to each other.
(ii) This Rule does not relieve the overtaking vessel of her obligation under
Rule 13.
Regardless of a permission required for safe passing, the overtaking vessel
has ultimate responsibilities as per 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).
The requirements in this paragraph offer nothing new--the requirements for
lookout, safe speed, needed precautions and Rule 34(e) covering the signal
requirement.
When two power-driven vessels approaching from opposite directions hear
each others signals, the vessel stemming the tide should wait until the other
has passed clear.
(g) Any vessel shall, if the circumstances of the case admit, avoid anchoring
in a narrow channel.
Its not strictly prohibited to anchor in a narrow channel. A vessel may
require anchoring inside a narrow channel for many overriding situations. A
vessel anchored in a narrow channel is likely to impede the safe passage of

other vessels. A vessel which finds it necessary to anchor in a narrow

channel should endeavor to do so in a position where she will not obstruct
the flow of traffic. If a vessel needs to anchor in a narrow channel due to
thick fog and non-operational radar, she should endeavor to do it outside the
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.
Concept of TSS: The purpose of ships routeing is to improve the safety of
navigation in converging areas and in areas where the density of traffic is
great or where the freedom of movement of shipping is inhibited by
restricted sea-room, the existence of obstructions to navigation, limited
depths or unfavourable meteorological conditions.
Rule 10 adds some extra provisions for traffic management for a number of
specially designated areas having high-density traffic, converging traffic, or
some exceptional hazard. In these situations, more conventional navigation
rules do not provide a desirable margin of safety.
The Organization mentioned in the International Rule paragraph (a) is the
International Maritime Organization (IMO), a body of the United Nations
headquartered in London. Traffic separation schemes are adopted by the IMO
after a country (or countries) submits a traffic separation scheme proposal,
which must meet specific IMO guidelines. Normally a scheme will not be
shown on charts until it has been formally adopted by the IMO. The IMO
publishes Ships' Routing, which contains design standards and a list (with
diagrams and coordinates) of all adopted traffic separation schemes.
The details of TSS can be found in IMO Ships Routeing Guide.
Other Rules in TSS: All other Rules of the Collision Regulations continue to
apply to a vessel using a TSS. Example Head on, crossing, overtaking
situations, etc are fully applicable in TSS. A power-driven vessel following a
traffic lane is not relieved of her obligation to keep out of the way of a vessel
seen on her own starboard side to be crossing so as to involve risk of
collision.
(b) A vessel using a traffic separation scheme shall:
When a vessel is considered to be using a TSS: Within the context of Rule-10:
She is navigating within the outer limits of the scheme
She is not crossing the lanes
She is not engaged in fishing within a separation zone.
A vessel using an inshore traffic zone is not using the scheme.

(i) proceed in the appropriate traffic lane in the general direction of traffic
flow for that lane;
General Direction of Traffic Lane: A vessel intends to use TSS must proceed in
the right lane, i.e. along the general direction of the lane. The general
direction of traffic flow within a traffic lane is indicated by arrows on the
charts.
(ii) so far as practicable keep clear of a traffic separation line or separation
zone;
The second rule requires vessels "so far as practicable" not to get too close
to a traffic separation line or zone so as not to drift accidentally into the lane
of oncoming traffic or create doubt about whether or not it is using the traffic
separation scheme.
(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.
The third rule, governing vessels entering or leaving a traffic separation lane,
requires a small angle of approach or departure to differentiate that vessel
from one crossing the scheme. (Crossing instructions are in Rule 10(c).)
(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.
Crossing a traffic lane may be a disturbance to the traffic flow pattern and
increase the risk of collision. Many schemes are short, and you can go
around, not through them. Crossing long schemes at right angles to the
general direction of the traffic flow implicates vessel's intentions and
minimizes the time the crossing vessel spends in the scheme. The angle of
crossing is determined by the vessel's heading, not its course made good.
When a crossing vessel encounters a vessel using a traffic separation
scheme, the vessel that is required to keep out of the way is determined by
Rule 15 (Crossing Situations).
Fishing vessels, sailing vessels, and power-driven vessels less than twenty
meters in length--see paragraphs (i) and (j)--that are crossing shall always
stay out of the way of a vessel following a traffic separation lane, but be
aware that the larger vessel in the traffic lane does not have absolute rights;
see Rule 8(f)(iii).
(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 20m in length, sailing vessels and vessels
engaged in fishing may use the inshore traffic zone.

Inshore Traffic Zone: A routeing measure comprising a designated area

between the landward boundary of a TSS and the adjacent coast, to be used
in accordance with the provisions of Rule 10(d), as amended, of the
International Regulations for Preventing Collisions at Sea (Collision
Regulations), 1972.
Inshore traffic zones have been established alongside some traffic separation
schemes with the intention of keeping coastal shipping away from traffic
passing through the adjacent traffic lanes. Contrary to this, there are some
TSS following which a ship takes longer time than it wouldve taken to make
her passage between two near-by ports had she followed the inshore traffic
zone. But local rules regarding some TSS around the world prohibit doing so
unless proper permission or exemption is taken. A severe fine may be
imposed for breaching such local rules. Mariners should consult with
appropriate Sailing Directions, ALRS Volumes, Chart Notes, etc for the details
of the requirements.
The Rule recognizes that sailing vessels and small power-driven vessels often
depend on being near the coast.
(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.
An OOW should have clear conception that he may use the ISTZ in case of an
emergency to avoid an immediate danger. Example If a vessels steering
fails in a busy traffic lane, she could be pulled out of the lane and head for an
anchorage within an ISTZ.
(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:
Separation Zone or Line: A zone or line separating the traffic lanes in which
ships are proceeding in opposite or nearly opposite directions; or separating
a traffic lane from the adjacent sea area; or separating traffic lanes
designated for particular classes of ship proceeding in the same direction.
in cases of emergency to avoid immediate danger;
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.

Because of the concentration of converging, diverging and crossing traffics at

the termination of a TSS, you should exercise particular caution, especially
when the visibility is restricted.

Paragraph (f) makes it clear that the mariner is also required to proceed with
caution near the ends of traffic separation schemes that do not have
precautionary areas.
(g) A vessel shall so far as practicable avoid anchoring in a traffic separation
scheme or in areas near its terminations.
The reason for such rule is that anchored vessel in or near a TSS causes
traffic congestion and confusion to mariners.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a
margin as is practicable.
The smooth operation of a traffic separation scheme depends on the
absence of outside disturbances. A vessel following a traffic lane may get
confused seriously by the adjacent traffics outside the TSS. A vessel not
using a traffic separation scheme must stay far enough away that vessels
within the scheme are not obligated, via any other navigation rule--see Rule
8(f)(iii)--to take action inconsistent with the flow of traffic.
(i) A vessel engaged in fishing shall not impede the passage of any vessel
following a traffic lane.
Fishing is permitted within a traffic lane so long as the fishing vessel does not
"impede" other vessels following the traffic lane and does not proceed
against the general direction of flow when fishing within a lane. If the vessel
engaged in fishing follows a course that obliges a vessel following the traffic
lane to alter course or speed, then the fishing vessel has impeded the other
vessel and is therefore in violation of this requirement.
A vessel engaged in fishing outside the outer limits of a TSS must not allow
her nets to extend into a traffic lane in such a way as to impede the passage
of a vessel following the lane.
(j) A vessel of less than 20 meters in length or a sailing vessel shall not
impede the safe passage of a power-driven vessel following a traffic lane.
Here Rule-8(f) comes into picture which has been discussed earlier, i.e. about
Impeding the safe passage of a power driven vessel.
(k) A vessel restricted in her ability to maneuver 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.

Note: Explanation for (k) and (l) have been given together below.

(l) A vessel restricted in her ability to maneuver when engaged in an

operation for the laying, servicing or picking up of a submarine cable, within
a traffic separation scheme, is exempted from complying with this Rule to
the extent necessary to carry out the operation.
Vessels engaged in the maintenance of navigation safety, such as buoy
tenders, are exempted only while they are restricted in their ability to
maneuver and only to the extent needed to carry out their work.
But they are normally expected to comply with the provisions of Rule 10 and
to either cross traffic lanes at right angles or proceed along them in the
general direction of traffic flow. These vessels must exhibit the lights or
shapes prescribed in Rule 27(b) to indicate their RAM status.
Operations likely to interfere with normal separation scheme traffic are
usually promulgates by notices to mariners through various equipment and
services.
Special signal
The International Code two letter signal YG has the meaning You appear
not to be complying with the traffic separation scheme. The Master of any
vessel receiving the signal by whatever means should take immediate steps
to check his course and position and any further action which may be
appropriate to the circumstances.

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.
Sight of one another: Rules 11 through 18 apply to vessels in sight of one
another. Rule 3(k) says that vessels shall be deemed to be in sight of one
another only when one can be observed visually from the other. If one vessel
fails to sight the other only because of an inadequate lookout (Rule 5), then
that vessel is not excused from complying with the Rules in this section.
The Rules in Section II do not apply to a vessel which has detected another

vessel by radar, and has established that risk of collision exists, if the other
vessel cannot be sighted visually.
There might be a situation where vessels may initially have to comply with
Rule-19, then subsequently have to comply with the Rules of Section II when
they come into visual sight of one another.

Theory of this Rule: The Rules in this section in most cases assign to one
vessel in a two-vessel encounter the primary responsibility for staying out of
the way of the other. The vessel obliged to stay out of the way of the other is
called the "give-way" vessel; the other vessel is called the "stand-on" vessel.
The theory behind these Rules is that the give-way vessel is the one better
able to stay out of the way, although in practice this is not always the case.
The execution of these Rules depends on the operator of each vessel being
able to assess the other's relative position, course, speed, and intentions.
Hence the Rules in this section depend on good visibility (day or night).
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:
Rule 12 tells which of two sailing vessels must stay out of the way of the
other and covers all situations except overtaking. Rule 13 outranks Rule 12
and says the overtaking vessel shall stay out of the way of the overtaken
vessel, whether it is a sailboat overtaking another sailboat or a sailboat
overtaking a power-driven vessel.
When two sailing vessels are approaching one another so as to involve risk of
collision, Rules 8, 13, 16 and 17(a), (b) and (d) apply as well.
Rule 12 will not apply if one of the vessels under sail is also using propelling
machinery as such a vessel is considered to be a power driven vessel.
(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;
Windward side: The side from which a true wind is blowing
Leeward side: The side towards a true wind is blowing
Wind on different sides of two sailing vessels: The wind on the port side of a
vessel means the windward side is port side and the vessel is said to be on
the port tack. Similarly, the wind on the starboard side of a vessel means
the windward side is starboard side and the vessel is said to be on the
starboard tack. A sailing vessel with the wind on the starboard side (that is,
starboard side is the windward side) carries its mainsail on the port side and
stands on for vessels with the wind on the port side. Or, as more commonly
expressed, the starboard-tack boat has the right-of-way over the port-tack
boat. This is true even if the port-tack boat is close-hauled and the starboardtack boat is running downwind.

(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;
Wind on same side of two sailing vessels: When both vessels have the wind
on the same side, the vessel to windward is required to stay out of the way.
(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.
If you can't tell on which side the other vessel's sails are carried and you are
on port tack, you keep out of the way of the other.
(b) For the purposes of this Rule the windward side shall be deemed to be
the side opposite to that on which the mainsail is carried or, in the case of a
square-rigged vessel, the side opposite to that on which the largest fore-andaft 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.
Paragraph (a) of this Rule requires that any vessel overtaking another keep
out of the way, even if another rule requires otherwise. In overtaking
situations, look first to Rule 13.
Overtaking in Narrow Channel & TSS: Rule 13 requires overtaking vessels to
put aside the other "shall not impede" requirements and to keep out of the
way of the vessel to be overtaken. If a vessel impedes the passage or safe
passage of a vessel (not to be impeded) mentioned in Rule - 9(b), (c) & 10(i),
(j), and the latter vessel is overtaking the former, the latter vessel must do
so as per Rule-13. When vessels are in sight of one another and there is risk
of collision the prime responsibility for keeping out of the way rests with the
overtaking vessel.
A hampered vessel which is unable to make a substantial alteration of course
will normally be able to avoid collision by reducing her speed. Prime
responsibility for keeping out of the way is allocated to the overtaking vessel
in every case as that vessel must be proceeding at greater speed and is
more likely to sight the vessel being overtaken at an early stage.
(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.

If the approaching vessel is within the stern light sector of another vessel but
their courses will bring them no closer together than, say, three miles, then
there is no risk of collision and no overtaking situation exists. The visibility of
sidelights is in the range of 1 to 3 miles, depending on length of vessels.
Overtaking continues even as the overtaking vessel moves out of the stern
light sector and pulls abeam of and then ahead of the overtaken vessel. It
ends only when the maneuver has been completed and the other vessel is
finally past and clear.
(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.
If you see a white light and later a colored sidelight, either you could be
overtaking and have come up enough to move into horizontal sector of the
sidelight, or you could be crossing or meeting head-on, having first seen the
brighter white masthead light (visibility range 2-6 miles) and then later the
less visible colored sidelight (visibility range 1-3 miles). If you are in doubt,
assume that you are overtaking and keep out of the way of the other vessel.
(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.
The overtaking vessel cannot (by any action of its own) shift its give-way
status to the other vessel. The overtaking vessel retains her duty of keeping
clear of the other vessel until the risk of collision has passed, that is, until the
overtaking vessel "is finally past and clear." This requirement is a reiteration
of the Rule 8.
This paragraph has been included to cover the case of one power driven
vessel overtaking on the starboard side of another power driven vessel and
then turning left across the other's bow. In an ordinary crossing situation, the
vessel on the right would have been the stand-on vessel. If this were also the
case of the overtaking vessel crossing the other, the overtaken/stand-on
vessel would suddenly become the crossing/give-way vessel and might not
have enough maneuvering room.
However, if she is at a considerable distance away from the overtaken vessel
so that there is no risk of collision when the overtaking vessel passes the
overtaken vessel, Rule-13 would not apply at that time, and the other vessel
(overtaken) would be obliged to keep clear in a subsequent crossing situation
bringing risk of collision between the same two vessels.

Coming up from a direction 22.5" abaft the beam: A power-driven vessel

which approaches another power-driven vessel from a direction
approximately 22.5" abaft her beam may be in doubt as to whether she is an
overtaking vessel or a crossing vessel. There should not be any doubt at
night because a crossing situation is indicated if a side-light is seen, but the
aspect cannot be determined accurately by day. Rule 13(c) requires such a
vessel to assume that she is overtaking and keep out of the way. As the other
vessel may ascertain that a crossing situation exists, and take action to avoid
a vessel crossing from her own starboard side, the vessel which is to
starboard should preferably turn on to a parallel course and subsequently
pass ahead. Here Rule-13(c) has precedence over Rule-15.
Interaction: Keeping well clear while overtaking is especially important
because the potentially strong hydrodynamic interactive forces may cause
one or both vessels to veer off course. The details of interaction has been
discussed in Seamanship Section Look for it in www.nongor.net website.
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.
Application: Rule 14 applies only to power-driven vessels meeting head-on
with another power-driven vessel. Each power-driven vessel approaching
another head-on is required to alter her course to starboard for a port-to-port
passing--you must turn to starboard, never port.
(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.
Aspect: The aspect is how the other vessel appears to you. This paragraph
says --look at the aspect of the other vessel. The decision should not depend
on the course made good over the bottom, so do not delay your action until
the path of the other vessel has been plotted.
Sidelights: In order to avoid possible dark lanes immediately ahead of a ship
the sidelights are screened so as to show approximately 2 (between 1 & 3
degrees, see Annex 1, Sec 9(a)(i)) across the bow, i.e. each sidelight overlaps
about two (One to three) degrees into the other light's horizontal sector. As a
result, there will be approximately a four (two to six) degree sector directly
ahead of a vessel in which both sidelights may be seen. If the sidelights were
not permitted to show across the bow there would be a theoretical 'dark lane'

ahead which could result in vessels meeting exactly end-on being unable to
see each other's sidelights.

Visibility of Sidelights: The visibility of sidelights ranges between 1 and 3

miles. Because sidelights will not have exactly the same intensities and
because the human eye is not equally sensitive to red and green light, one
sidelight may appear before the other, even if you are in a head-on situation.
It is also difficult to see colors at low light intensities--a colored light will look
the same as a dim white light. Use your binoculars. The effect of yawing
must also be taken into account.
(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.
When a power-driven vessel is in doubt as to whether a meeting or crossing
situation exists, or is in doubt as to whether the approaching ship is an
ordinary power-driven vessel or a hampered vessel, she should assume that
Rule-14 applies and act accordingly.
Rule-15: Crossing Situation
When two power-driven vessels are crossing so as to involve risk of collision,
the vessel which has the other on her own starboard side shall keep out of
the way and shall, if the circumstances of the case admit, avoid crossing
ahead of the other vessel.
Application: This rule applies between two power-driven vessels if RoC exists
while crossing. Towing vessels with their tows are considered to be ordinary
power-driven vessels unless they are severely restricted in their ability to
deviate from their courses.
The crossing rule applies only to vessels in visual sight of one another. It
doesnt apply when your radar screen shows perfectly clearly the approach
of another vessel in a "crossing situation"; if you can't see the other vessel,
Rule 15 does not apply and Rule 19 does.
Impediment Vs Crossing: These provisions of not to impede apply to small
power-driven vessels, sailing vessels, and fishing vessels in narrow channels
or fairways, and in traffic lanes. Once risk of collision arises, however, Rule
15 takes over and may change the obligations of the vessels. Thus, if you are
operating a large vessel and are in a narrow channel, narrow fairway, or
traffic lane, and you encounter a crossing smaller vessel (directed not to
impede other vessels) involving risk of collision, you must obey Rule 15, even
though the smaller vessel is also required to keep clear of your way.
Avoid Crossing Ahead: The requirement to avoid crossing ahead only applies
in a crossing situation in which there is risk of collision. This requirement

comes into picture due to the fact that a stand-on power-driven vessel in a
crossing situation is permitted to act at an earlier stage

but must not alter course to port. These restrictions on maneuvers are
intended to reduce the possibility of conflicting action being taken.
It does not apply at long ranges, before risk of collision begins to apply, or to
cases in which the bearing is appreciably changing.
Vessel lying stopped: A power-driven vessel which is under way but stopped
must, unless she is not under command or restricted in her ability to
maneuver, keep out of the way of another power driven vessel on her own
starboard side, in compliance with Rule-15. The other vessel must not be
expected to take avoiding action. A vessel lying stopped with her engines
ready for maneuver must show any special lights or shapes to get privilege
and must comply with Rules 14, 15 and 18.
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.
Application: Rules 12, 13, 15, and 18 (all of which apply to vessels in sight of
each other) direct one of two approaching vessels to keep out of the way of
the other. Rule 16 applies to the give-way vessel, the one directed to stay out
of the way of the other. Rule 17 assigns more complicated responsibilities
and privileges to the other vessel, the stand-on vessel.
Rule-8 Vs Rule-16: Some of the principles in Rule-8 and Rule-16 are same,
but the language differs. Rule-16 says "take early and substantial action";
Rule-8 says take action that is "positive, made in ample time." Rule-16 says
take action "to keep well clear"; Rule-8 says take action that will "result in
passing at a safe distance." Rule-16 says take the prescribed action "so far
as possible"; Rule-8 says take the action "if circumstances of the case
admit." Although the language varies, the meaning is essentially the same.
Avoid Crossing Ahead: Depending on the situation, the give-way vessel may
or may not be allowed to cross ahead of the stand-on vessel. Rule 15 does
not permit (under normal circumstances) a power-driven give-way vessel to
cross ahead of a power-driven vessel. A give-way vessel can cross ahead of a
sailing vessel, hampered vessel, or vessel it is overtaking. If you cross ahead
of a stand-on vessel, remember that you must pass "at a safe distance" (Rule
8) and keep "well clear" (Rule 16).

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.
Application: This rule applies only in situations covered by Rules 12, 13, 15,
and 18, which require one vessel to keep out of the way of another. These
four Rules apply only when the two vessels are in sight of one another and
only when risk of collision exists.
Duty of Stand-on Vessel: A stand-on vessel has more complicated
responsibilities than that of a give-way vessel but the primary obligation of a
stand-on vessel is to hold its course and speed. However, a stand-on vessel
does not necessarily have to remain on exactly the same compass course
and speed. A little change of course and speed wouldnt affect much the
crossing situation. Also, she may need to alter her course and speed to avoid
another imminent danger.
The purpose of the action (keep her course & speed) required by a stand-on
vessel is to enable the give-way vessel to predict the action of the stand-on
vessel and be able to keep out of its way.
(ii) The latter vessel may however take action to avoid collision by her
maneuver 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.
Why many give-way vessels dont take action on time: Among many possible
reasons, there could be two vital ones the competence of the watch
keepers and negligence by bridge team.
Appropriate action: An appropriate action is always taken in compliance with
RoR. An inappropriate action is not an action at all or an ineffective action.
When stand-on vessel should take action: When it becomes apparent to a
stand-on vessel that the give-way vessel is not taking appropriate action, the
stand-on vessel may take appropriate action to achieve a safe passing
distance. The rule didnt say that at that point the stand-on vessel must
start maneuvering. She should use appropriate wake-up signals as per Rule34(d) to know the intension of the give-way vessel if the give-way vessel is
not taking appropriate action. A stand-on vessel is permitted to keep her

course and speed until collision cannot be avoided by the give-way vessel
alone.

A stand-on vessel may not take action until the give-way vessel has got time
to assess the situation and starts taking avoiding action. Action in haste by
the stand-on vessel may result in both vessels taking simultaneous actions
and running into danger.
Its difficult to determine exactly when a stand-on vessel would take action. It
depends on various conditions, such as open waters, congested waters, size
of the vessel, maneuverability of the vessel, rate of approach, CPA, TCPA, etc.
The stand-on vessel should preferably take action before reaching the stage
where a give-way vessels action alone is not sufficient to avoid the collision.
If two high speed power-driven vessels are in a crossing situation so as to
involve RoC and the give-way vessel doesnt take actions even at 3 miles
range, it might be too late for stand-on vessel to initiate her actions.
(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.
This paragraph illustrates a critical situation where the only action is to just
avoid the contact. Rule 17(c) does not apply at this stage. Paragraph (c) says
that a stand-on power-driven vessel shall, if the circumstances of the case
admit, not alter course to port for a vessel on her own port side. The usual
starboard alteration recommended for a stand-on vessel as an early avoiding
action would at this point swing her stern into the oncoming bow of the giveway vessel. At this stage, a stand-on power-driven vessel is permitted to turn
to port for another power-driven vessel on the port bow.
If collision is inevitable: The master or OOW should take a prudent action to
minimize the impact of the collision. A contact with sliding narrow angle
would cause less damage that it would have done had the angle been broad.
Stop engines and use your helm judiciously and try to make the impact
forward of the collision bulkhead. When a vessel is approaching on the port
bow an alteration to starboard might as well be the worst possible action to
take.
(c) A power-driven vessel which takes action in a crossing situation in
accordance with sub-paragraph (a) (ii) of this Rule to avoid collision with
another power-driven vessel shall, if the circumstances of the case admit, not
alter course to port for a vessel on her own port side.
What action a stand-on vessel should take: A stand-on power-driven vessel
must not alter course to port to avoid the give-way power-driven vessel
crossing from her own port side since the give-way vessel is not relieved of
her obligation to keep out of the way and may alter her course to starboard

at the last moment. However, paragraph (b) has given a stand-on vessel a
freedom to take any action to avoid the collision.

As a give-way vessel is usually directed to avoid crossing ahead of a standon vessel as per Rule-15, a reduction of speed by the stand-on vessel would
make it more difficult for the give-way vessel to pass astern, which is her
usual method of keeping clear of the stand-on vessel. If made in sufficient
time, an alteration of course would be the best action by the stand-on vessel.
Alteration of speed comes into effect slowly. In some cases, simultaneously
increasing speed and alteration of course could be a good option for a standon vessel.
(d) This Rule does not relieve the give-way vessel of her obligation to keep
out of the way.
In this rule, a stand-on vessel is permitted to take actions in two stages an
early action by paragraph-a(ii)) and a delayed action by paragraph-b. Even a
stand-on vessel takes action in any of these stages, the give-way vessel
must not assume that she is relieved of her obligation to keep out the way of
the stand-on vessel with a safe distance.
Rule-18: Responsibilities between Vessels
Except where Rules9, 10, and 13 otherwise require:
This rule lists various classes of vessels in an order of privilege. With some
exceptions, more maneuverable vessels are directed to keep out of the way
of less maneuverable vessels. Rules 9(b), 9(c), 9(d), 10(j), 10(i) and 13
overrides Rule 18.
(a) A power-driven vessel underway shall keep out of the way of:
a vessel not under command;
a vessel restricted in her ability to maneuver;
a vessel engaged in fishing;
(iv) a sailing vessel.
Note: A power-driven vessel anchored or aground must display the required
lights and shapes to indicate its status.
(b) A sailing vessel underway shall keep out of the way of:
a vessel not under command;

a vessel restricted in her ability to maneuver;

a vessel engaged in fishing.
Note: No explanation included
A vessel engaged in fishing when underway shall, so far as possible, keep out
of the way of:
a vessel not under command;
a vessel restricted in her ability to maneuver.

Note: A vessel engaged in fishing when underway may not always be able to
take effective avoiding action in sufficient time to keep out of these vessels.

(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 draught, exhibiting
the signals in Rule 28.
Here "if the circumstances of the case admit" relies on the judgment of the
operator of the vessel approaching the vessel constrained by draft. This
introduces uncertainty for the constrained vessel because the other vessels
judgment may be wrong.
The words "shall not impede the passage" requires the non-constrained
vessel to keep out of the way of the CBD vessel while she is at long range.
However, these two vessels get close enough so as to involve risk of
collision, the constrained vessel will be obligated to act in accordance with
other rules (say Rule-15 & 16), which may make it the give-way vessel. But
at the same time, the non-constrained vessel will in all cases continue to be
responsible for keeping out of the way. On the other hand, if a power driven
vessel is crossing with a CBD vessel on her port side, the power-driven vessel
should take early action to avoid development of RoC. If RoC develops, the
CBD vessel becomes the give way vessel. If necessary, the power-driven
vessel should take action in accordance with Rules 8(f)(ii) and 17(a)(ii). She
should avoid altering course to port in accordance with Rule 17(c).
(ii) A vessel constrained by her draught shall navigate with particular caution
having full regard to her special condition.
Since there is an uncertainty that the other vessel recognize the CBD vessel
on time and take appropriate action, the constrained vessel must be ready to
take collision-avoiding action at all times, i.e. she should proceed with safe
speed and have her engines ready for maneuver. Also, she should exhibit the
signals as per Rule-28.
(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.

Rule 18 directs seaplanes to keep well clear of other vessels if possible.

Otherwise, a seaplane is to follow the Rules as would a comparable powerdriven vessel. While landing and taking off, seaplanes cannot effectively
turn, but they can maneuver when taxiing. Vessels operating in the vicinity
of a seaplane taking off or landing should note, as a precaution, the pilot's
forward visibility may become completely blocked by the aircraft's raised
nose.
The hovercrafts, hydrofoils and air-cushion vessels are not classed as
seaplanes, even when operating in the non-displacement mode, but are to
be considered as power-driven vessels. It means a seaplane shall keep well
clear of these vessels and avoid impeding their navigation.
(f)
(i) A WIG craft when taking-off, landing and in flight near the surface shall
keep well clear of all other vessels and avoid impeding their navigation;
As per this paragraph, a WIG craft shall keep well clear of all other vessels
including seaplanes 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.
Special Case:
When RoC exists between the following vessels, both vessels should take
action to avoid collision. Alterations of course should preferably be to
starboard, in accordance with the principles of Rules 14, 15 and 17(c).
NUC Vs RAM
-

NUC Vs NUC

RAM Vs RAM, etc

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.
In or near restricted visibility: There is no specific range within which an area
would be considered as an area of restricted visibility for the conditions
mentioned in Rule-3(l). For

instance, if visibility is restricted by haze to ten miles (in clear weather, it

may be 12 miles), you would not be in an area of restricted visibility. On the
other hand for instance, in open water, you should consider that youre in or
near an area of restricted visibility if you cannot see five miles in all
directions. In confined waters, this distance may be less. Usually, a Masters
standing orders and/or company policy state the range of visibility at which
the presence of Master is required at bridge.
Your vessel may be in an area of good visibility but may also be close to a
fogbank concealing one or more vessels. Even though you are in the clear
visibility, you must follow Rule 19 and sound the signal required by Rule 35.
If youre in an area of good visibility and a vessel emerges from the fogbank
and comes in sight of one another, you must follow Rules 11 through 18 and
sound any signals required by Rule 34. It is therefore possible for you to be
following at the same time rules for good visibility and the rules for restricted
visibility. You must assess the situation before you determine which rules
shall apply.
(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 maneuver.
Speed in Restricted Visibility: The decision to reduce speed in an area of
restricted visibility depends on various conditions, such as the range of
visibility, vessels stopping capability, traffic density, open or congested
waters, etc. If the area of restricted visibility is not very large and there is
open water with less traffics, it might be rather prudent to speed up and
clear that area quicker.
Readiness of Engines: Its mandatory for a power-driven vessel to have her
M/E ready for immediate maneuver in restricted visibility. The bridge should
give sufficient notice to E/R to prepare the engines and the E/R should be
manned. Master must remember that if collision takes place due to the fact
that speed was not reduced due to commercial reasons, he would be guilty
of an offence for not complying with this obligation. Ship operators MUST not
compel the Master to violate this requirement.
(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.

This paragraph emphasizes to have due regards to the conditions of

restricted visibility while doing a closer scrutiny of Rules 4 to 10 same time.
Again the key words come into picture maintain safe speed, use radars,
determine RoC, keep look out, take appropriate actions, etc.
Its imperative to strictly comply with the check list of restricted visibility
mentioned in Bridge
Procedures Guide and/or in Company Manuals.
(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:
Detection by radar alone: It means the detection of other targets is done not
by sight (visual) and hearing (fog signal).
Determining risk of collision: Rule-7(b) co-relates this paragraph. A detailed
discussion has been done about it in Rule-7.
Development of a close-quarters situation: Rules 8(c), 19(d) and 19(e) refer
to a close-quarters situation. In restricted visibility, the range at which a
close-quarters situation between two vessels could be considered depends
upon various conditions, such as, open or congested water, present speed of
the vessels, etc. There is no specific range for it. Usually a 3-mile range could
be taken for a close-quarters situation. Sometimes, we consider the audibility
range of sound signaling equipment to be the determining factor of the
range of a close-quarters situation. But itll always depend upon the prudent
judgments of the Master or OOWs.
Ample time: This is explained in Rule-8(a). If RoC exists, a vessel should take
avoiding action in ample time to avid the collision.
Stand-on vessels: In restricted visibility, there is no stand-on vessel. There is
no requirement of maintaining course and speed by one vessel.
Alteration of speed: An alteration of speed or change of both course and
speed can be made instead of an alteration of course alone.

(i) an alteration of course to port for a vessel forward of the beam, other than
for a vessel being overtaken;
Alteration to port: By the words so far as possible this paragraph leaves an
option for a vessel to make an alteration to port if a close-quarters situation
is developing and/or risk of collision

exists due to some special circumstances, such as, lack of sea room to
starboard or to the presence of other vessels, etc. If an alteration to port is
required, it must be done early and a large alteration is always encouraged
when avoiding a close-quarters situation with a vessel approaching from
ahead or fine on the bow. A vessel may alter in either direction when she
approaches from astern of a vessel being overtaken (i.e. the overtaken
vessel is forward of the beam of overtaking vessel).
(ii) an alteration of course towards a vessel abeam or abaft the beam.
Abeam or abaft the beam: Abeam is a perpendicular line to the centerline of
the vessel. Abaft the beam means behind abeam. For easy reference and
convenience, an OOW usually assumes the bridge wings as the points of
abeam - port beam and starboard beam. A vessel abeam (at beam) doesnt
necessarily mean that she is approaching towards the bridge wing of own
vessel.
(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.
If risk of collision does not exist: If it has been determined that risk of
collision does not exist a vessel is not required to reduce her speed to the
minimum at which she can be kept on her course. Example two vessels
proceeding in correct sides of a narrow channel in opposite directions and
one vessel may hear the fog signal of another vessel but this doesnt mean
that a
RoC exists.
RoC not determined & a vessel hears a fog signal ahead: It easier to hear the
other vessel's signals when a vessel is stopped. Once a fog signal of another
vessel is heard forward of the beam, you cant conclusively say what the
other vessel is doing. She may be making way, stopped, or anchored.
Determine whether RoC exists using all available means as per Rule-7.

Once the fog signal is heard forward the beam, a vessel must reduce her
speed to the point of bare steerageway. Do not change course until you know
the other vessel's position, course, and speed. If you cannot quickly clarify
the situation, do not continue blindly into the great unknown. Stop your
vessel until you establish the location and intentions of the vessel(s) ahead
and if a RoC exists. A vessel which hears two pronged blasts from another
vessel must not assume that the other vessel will remain stopped.

Direction of Fog Signal: The direction of sound signals may be misleading in

fog. The exact bearing of a sound signal cant be determined always. Thats
why, even when you hear a fog signal abeam or slightly abaft the beam, you
should reduce speed to assess the situation.
A vessel cant avoid a close-quarters situation: If a close-quarters situation
cannot be avoided, with a vessel forward of her beam, the speed must be
reduced to the minimum at which a vessel can be kept on her course and
she must do so in ample time without waiting for a close quarters situation to
develop.
Taking all way off: A vessel which cannot avoid a close quarters situation with
another vessel forward of her beam might as well be expected to reverse her
propulsion and take all her way off. When a vessel with a right handed
propeller falls astern, the bow cants to starboard due to transverse thrust
and the vessel may come off the original course significantly to cause
confusion to the other vessel. One of the advantages of taking all way off is
that the impact of collision will be minimum if contact occurs (God forbids!)
forward of the collision bulkhead.
Navigate with extreme caution: There is no better one than the caution that
ensures avoidance of a collision. Some examples of extreme cautions:Have full regards to the circumstances and conditions of restricted visibility
Ensure good and effective look out. Ensure that appropriate manning level is
maintained on bridge
Comply with the check list of Restricted Visibility as mentioned in OCIMF
Bridge Procedures Guide
Use all available means to determine a RoC
Dont take action basis scanty radar information
Dont start altering course soon after hearing a fog signal heard forward of
the beam
Proceed with safe speed. Reduce speed or even revere your propulsion if
necessary

Written By -

Reviewed By

Capt. Md. Safiul Azam Capt. Shawkat Hossain

Master Mariner, UK

Master Mariner, Singapore

Date prepared this Made Easy: 28th February 2015

Date published in www.nongor.net : 6th March 2015