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International Regulations for Preventing Collisions at Sea

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This article needs attention from an expert in Transport. The specific problem
is: the article fails to clearly set forth what is being presented in the bulk
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TALK), confusing matters all the more by providing sporadic inline citations to one
or another document without page or rule numbers.

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.[1]
[2] COLREGs can also refer to the specific political line that dividesinland
waterways, which are subject to their own navigation rules, and coastal waterways
which are subject to international navigation rules. The COLREGs are derived from
amultilateral treaty called the Convention on the International Regulations for
Preventing Collisions at Sea.

Although rules for navigating vessels inland may differ, the international rules
specify that they should be as closely in line with the international rules as
possible. In most ofcontinental Europe, the Code Européen des Voies de la
Navigation Intérieure (CEVNI, or the European Code for Navigation on Inland Waters)
apply. In the United States, the rules for vessels navigating inland are published
alongside the international rules.[3]

The Racing Rules of Sailing, which govern the conduct of yacht and dinghy
racing under the sanction of national sailing authorities which are members of
the International Sailing Federation (ISAF), are based on the COLREGs, but differ
in some important matters such as overtaking and right of way close to turning
marks in competitive sailing.

HistoryEdit

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. Vessel navigation lights for operating in darkness as well as
navigation marks also were not standardised, giving rise to dangerous confusion and
ambiguity between vessels at risk of colliding.

With the advent of steam-powered ships in the mid-19th century, conventions for
sailing vessel navigation had to be supplemented with conventions for power-driven
vessel navigation. Sailing vessels are limited as to their manoeuvrability in that
they cannot sail directly into the wind and cannot be readily navigated in the
absence of wind. On the other hand, steamships can manoeuvre in all 360 degrees of
direction and can be manoeuvred irrespective of the presence or absence of wind.

In 1840 in London, the Trinity House drew up a set of regulations which were
enacted by Parliament in 1846. The Trinity House rules were included in the Steam
Navigation Act 1846, and the Admiralty regulations regarding lights for steam ships
were included in this statute in 1848. In 1849 Congress extended the light
requirements to sailing vessels on US waters. In the UK in 1858 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 1850, English maritime Law was being adopted in the United States.[4]

Also in 1850, courts in the England and the United States adopted common
lawpertaining to reasonable speed within theAssured Clear Distance Ahead.[5][6][7]

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 (passed by the United States Congress asRules to prevent Collisions
at Sea. An act fixing certain rules and regulations for preventing collisions on
the water. 29 April 1864, ch. 69.[8] and signed into law by President Abraham
Lincoln).

In 1867, Thomas Gray, assistant secretary to the Maritime Department of the Board
of Trade, wrote The Rule of the Road, a pamphlet that became famous for its well-
knownmnemonic verses.

In 1878, the United States codified its common law rules for preventing collisions.
[9]

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 effected in 1897.
Some minor changes were made during the 1910Brussels 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 radar 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

aconvention 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, particularly with regard to Traffic Separation
Schemes (TSS) following the first of these, introduced in theStrait of Dover in
1967.[1] As of June 2013, the convention has been ratified by 155 states
representing 98.7% of the tonnage of the world's merchant fleets.[10]
They have been amended several times since their first adoption. In 1981 Rule 10
was amended with regard to dredging or surveying in traffic separation schemes. 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. In 1989 Rule 10 was altered to stop unnecessary use of the
inshore traffic zones associated with TSS. In 1993 amendments were made concerning
the positioning of lights on vessels. In 2001 new rules were added relating
to wing-in-ground-effect (WIG) craft and in 2007 the text of Annex IV (Distress
signals) was rewritten.[1]

JurisdictionsEdit

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The International Maritime Organization (IMO) convention, including the almost four
dozen "rules" contained in the international regulations, must be adopted by each
member country that is signatory to the convention—COLREG laws must exist within
each jurisdiction.[citation needed] Thereafter, each IMO member country must
designate an "administration"—national authority or agency—for implementing the
provisions of the COLREG convention, as it applies to vessels over which the
national authority has jurisdiction.[citation needed] Individual governing bodies
must pass legislation to establish or assign such authority, as well as to create
national navigation laws (and subsequent specific regulations) which conform to the
international convention; each national administration is thereafter responsible
for the implementation and enforcement of the regulations as it applies to ships
and vessels under its legal authority.[citation needed] As well, each
administrations are typically empowered to enact modifications that apply to
vessels in waters under the national jurisdiction concerned, provided that any such
modifications are not inconsistent with the COLREGs.[citation needed]

Typically, the COLREG rules are incorporated within each nation's regulatory
instruments "by reference".[clarification needed][citation needed]The rules are
then specified in great detail in the regulations.[clarification needed]

The full texts of current rules, as they apply in various national jurisdictions,
are available in book form, and likewise from various national administration
websites.[citation needed] The multiple books are thus in many languages, and not
only provide the rules, but also provide discussion and examples related to
interpreting the raw rules, including diagrams and hypothetical cases.[citation
needed]

Certain individuals are legally required to carry or possess a copy of the rules,
such as the owners and/or operators of certain vessels, and individuals subject to
the rules are expected be aware of them.[citation needed]Copies of the complete
sets of regulations, each with their official wordings, are available from
government and other maritime sources.[citation needed]

In the UKEdit

The UK version of the COLREGs is provided by the MCA, in the Merchant Shipping
(Distress Signals and Prevention of Collisions) Regulations of 1996.[11] They are
distributed and accessed in the form of a "Merchant Shipping Notice" (MSN), which
is used to convey mandatory information that must be complied with under UK
legislation. These MSNs relate to Statutory Instruments and contain the technical
detail of such regulations.[12] Material published by the MCA is subject to Crown
copyright protection, but the MCA allows it to be reproduced free of charge in any
format or medium for research or private study, provided it is reproduced
accurately and not used in a misleading context.[13]

In the USEdit

The US version of the COLREGs is provided by the US Coast Guard of the US

Department of Homeland Security.[clarification needed][citation needed]

In CanadaEdit

The Canadian version of the COLREGs is provided by Transport Canada, which

regulates Canadian vessels.[clarification needed][citation needed]

No right-of-wayEdit

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.[14] 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 and Rule
17) to give way so as to avoid it, if doing so will be effective and is
practicable.[15][16] 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".[17]

Example regulatory contentEdit

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The summary below is based upon[clarification needed] but is not identical to the
published text.[citation needed]

Part A – GeneralEdit

1. Application(a) These rules shall apply to all vessels upon the high seas and in
all waters connected therewith 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.(c) Nothing in these Rules shall
interfere with the operation of any special rule 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 authorised elsewhere under these Rules(d) Traffic
separation schemes may be adopted by the Organization for the purpose of these
Rules.(e) Whenever the Government concerned shall have determined that a vessel of
any special construction or purpose cannot comply with the provisions of any of
these Rules with respect to the number, position, range, or arc of visibility of
lights or shapes, as well as to the disposition and characteristics of sound-
signalling appliances, such vessel shall comply with such other provisions in
regard to the number, position, range or arc of visibility of lights or shapes, as
well as to the disposition and characteristics of sound-signalling appliances, as
her Government shall have determined to be the closest possible compliance with
these Rules in respect of that vessel.2. Responsibility(a) Nothing in these Rules
shall exonerate any vessel, or the owner, master or crew thereof, from the
consequences of any neglect to comply with these Rules or of the neglect of any
precaution which may be required by the ordinary practice of seamen, or by the
special circumstances of the case(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

[Rule 2 is sometimes referred to as the "General Prudential" rule and provides for
non-conformance with stated rules to prevent a collision, because what is paramount
is to avoid or minimise the damaging effects of a collision, as opposed to blindly
following the rules to the letter. The overall intent is to minimise actual
collision taking place rather than rule compliance in and of itself, per se.]

3. General Definitions

For the purpose of these Rules, except where the context otherwise requires:

(a) The word "vessel" includes every description of water craft, including non-
displacement craft, wing-in-ground-effect (WIG) vehicle, and seaplanes, used or
capable of being used as a means of transportation on water.(b) The term "power-
driven vessel" means any vessel propelled by machinery.(c) The term "sailing
vessel" means any vessel under sail provided that propelling machinery, if fitted,
is not being used.(d) The term "vessel engaged in fishing" means any vessel fishing
with nets, lines, trawls or other fishing apparatus which restrict manoeuvrability,
but does not include a vessel fishing with trolling lines or other fishing
apparatus which do not restrict manoeuvrability.(e) The word "seaplane" includes
any aircraft designed to manoeuvre on the water.(f) The term "vessel not under
command" means a vessel which through some exceptional circumstance is unable to
manoeuvre as required by these Rules and is therefore unable to keep out of the way
of another vessel.(g) The term "vessel restricted in her ability to manoeuvre"
means a vessel which from the nature of her work is restricted in her ability to
manoeuvre as required by these Rules and is therefore unable to keep out of the way
of another vessel. The term "vessels restricted in their ability to manoeuvre"
shall include but not be limited to:(i) a vessel engaged in laying, servicing, or
picking up a navigation mark,submarine cable or pipeline;(ii) a vessel engaged in
dredging, surveying or underwater operations;(iii) a vessel engaged in
replenishment or transferring persons, provisions or cargo while underway;(iv) a
vessel engaged in the launching or recovery of aircraft;(v) a vessel engaged in
mine clearance operations;(vi) a vessel engaged in a towing operation such as
severely restricts the towing vessel and her tow in their ability to deviate from
their course.(h) The term "vessel constrained by her draught" means a power-driven
vessel which, because of her draught in relation to the available depth and width
of navigable water, is severely restricted in her ability to deviate from the
course she is following.(i) The word "underway" means that a vessel is not at
anchor, or made fast to the shore, or aground.(j) The words "length" and "breadth"
of a vessel mean her length overall and greatest breadth.(k) Vessels shall be
deemed to be in sight of one another only when one can be observed visually from
the other.(l) The term "restricted visibility" means any condition in which
visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms,
or other similar causes.(m) The term "Wing-In-Ground (WIG) craft" means a
multimodal craft which, in its main operational mode, flies in close proximity to
the surface by using surface-effect action.

Part B – Steering and sailingEdit

Section I (Conduct of vessel in any condition of visibility)Edit

4. ApplicationThe rules apply in any condition of visibility (e.g., in sight or in

restricted visibility).5. Look-outEvery 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.6. Safe speedEvery vessel shall at all times
proceed at a safe speed so that she can take proper and effective action to avoid
collision and be stopped within a distance appropriate to the prevailing
circumstances and conditions.

In determining a safe speed the following factors shall be among those taken into
account:

(a) By all vessels:

(i) the state of visibility;(ii) the traffic density including concentrations of

fishing vessels or any other vessels;(iii) the maneuvrability of the vessel with
special reference to stopping distance and turning ability in the prevailing
conditions;(iv) at night the presence of background light such as from shore lights
or from back scatter of her own lights;(v) the state of wind, sea and current, and
the proximity of navigational hazards;(vi) the draught in relation to the available
depth of water.

(b) Additionally, by vessels with operational radar:

(i) the characteristics, efficiency and limitations of the radar equipment;(ii) any
constraints imposed by the radar range scale in use;(iii) the effect on radar
detection of the sea state, weather and other sources of interference;(iv) the
possibility that small vessels, ice and other floating objects may not be detected
by radar at an adequate range;(v) the number, location and movement of vessels
detected by radar;(vi) the more exact assessment of the visibility that may be
possible when radar is used to determine the range of vessels or other objects in
the vicinity.7. Risk of collisionVessels must use all available means to determine
the risk of a collision, including the use of radar (if available) to get early
warning of the risk of collision by radar plotting or equivalent systematic
observation of detected objects. (e.g. ARPA, AIS).If the distance of any vessel is
reducing andher compass bearing is not changing muchor it is a large vessel or
towing vessel at close distance, or if there is any doubt, then a risk of collision
shall be deemed to exist.[11][page needed]8. Action to avoid collisionActions taken
to avoid collision should be:positiveobviousmade in good time9. Narrow channelsA
vessel proceeding along a narrow channel must keep to starboard.Small vessels or
sailing vessels must not impede (larger) vessels which can navigate only within a
narrow channel.Ships must not cross a channel if to do so would impede another
vessel which can navigate only within that channel.10. Traffic Separation
SchemesShips must cross traffic lanes steering a course "as nearly as practicable"
at right angles to the direction of traffic. This reduces confusion and enables
that vessel to cross the lane as quickly as possible.Vessel entering a traffic
separation scheme should do it at an angle as small as practicable.A traffic
separation scheme does not relieve any vessel from complying with other rules.

Section II (Conduct of vessels in sight of one another)Edit

11. ApplicationThe following rules 11–18 applies to vessels in sight of one

another. (Section III has specific requirements for restricted visibility)12.
Sailing vesselsTwo sailing vessels approaching one another must give-way as
follows:Port gives way to starboard. When each has the wind on a different side,
the vessel which has the wind to port must give way;Windward gives way
to leeward. When both have the wind on the same side, the vessel which is windward
must give way to the vessel which is leeward;Unsure port gives way. If a vessel,
with the wind on the port side, sees a vessel to windward and cannot determine
whether the other vessel has the wind on the port or the starboard side, they must
give way.For the purposes of this rule, the wind is considered to be coming from
the side opposite the mainsail boom, or if the vessel is square rigged, opposite
the largest fore-and-aft rigged sail, regardless of which side the true or apparent
wind is on.13. OvertakingNotwithstanding anything contained in the Rules ... ... an
overtaking vessel must keep out of the way of the vessel being overtaken.
"Overtaking" means approaching another vessel at more than 22.5 degrees
abaft[18] her beam, i.e., so that at night, the overtaking vessel would see only
the stern light and neither of the sidelights of the vessel being overtaken.[11]
[page needed] Note that the opening words of this rule make clear that this rule
overrides all other rules.14. Head-on situationsWhen two power-driven vessels are
meeting head-on both must alter course to starboard so that they pass on the port
side of the other. "Head-on" means seeing the other vessel ahead or nearly ahead so
that by night her masthead lights are actually or nearly lined up and/or seeing
both her sidelights, or by day seeing a similar aspect of her.[11][page needed] "If
you see three lights ahead, starboard wheel and show your red."

15. Crossing situationsWhen two power-driven vessels are crossing, the vessel which
has the other on the starboard side must give way and avoid crossing ahead of her.
[11][page needed] The saying is "If to starboard red appear, 'tis your duty to keep
clear".[19] "...Act as judgement says is proper: port or starboard, back or stop
her."16. The give-way vesselThe give-way vessel must take early and substantial
action to keep well clear.[11][page needed]17. The stand-on vesselThe stand-on
vessel shall maintain her course and speed, but she may take action to avoid
collision if it becomes clear that the give-way vessel is not taking appropriate
action, or when so close that collision can no longer be avoided by the actions of
the give-way vessel alone. In a crossing situation, the stand-on vessel should
avoid turning to port even if the give-way vessel is not taking appropriate action.
These options for the stand-on vessel do not relieve the give-way vessel of her
obligations under the rules.[11][page needed]18. Responsibilities between
vesselsExcept in narrow channels, traffic separation schemes, and when overtaking
(i.e., rules 9, 10, and 13)A power-driven vessel must give way to:a vessel not
under command;a vessel restricted in her ability to manoeuvre (this may include
vessels towing one another);[20]a vessel engaged in fishing;a sailing
vessel.A sailing vessel must give way to:a vessel not under command;a vessel
restricted in her ability to manoeuvre;a vessel engaged in fishing.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 manoeuvre.Any vessel other
than a vessel not under command or a vessel restricted in her ability to manoeuvre
shall, if possible, not impede the safe passage of a vessel constrained by
her draft, exhibiting the signals in Rule 28.A vessel constrained by her draft
shall navigate with particular caution having full regard to her special condition.
[11][page needed]

Section III (Conduct of vessels in restricted visibility)Edit

19. Conduct of vessel in restricted visibility(a) Rule 19 applies to vessels (not

in sight of one another) in or near restricted visibility.(b) All ships shall
proceed at a safe speed for the condition of visibility (see Rule 6). A power-
driven vessel shall have her engine(s) on stand-by for immediate maneuver.(c) All
ships shall comply with Section I of this Part e.g., Rules 5 (lookout), 6 (safe
speed), 7 (risk of collision), 8 (action to avoid collisions), 9 (narrow channels),
and 10 (TSS) with due regard for the visibility conditions.(d) If another vessel is
detected by radar alone, and a close-quarters or collision risk is suspected, a
vessel should take early and substantial action to avoid the other, but:(i) avoid
any turn to port for a vessel detected forward of the beam, except for a vessel
being overtaken,(ii) avoid any change of course toward a vessel abeam or abaft
the beam.When the fog signal of another vessel is heard, apparently forward of the
beam, a vessel should reduce speed to the minimum at which she can maintain her
course, or if necessary stop, and navigate with extreme caution until there is no
risk of collision.[11][page needed]

Part C – Lights and shapesEdit

Day shapes from COLREG

Navigation statusDay shapeRestrictionVessel under sail & powerCone>

12mAnchoredBall> 7m (not in channel) > 20m (in anchorage)Constrained by
draftCylinderAground3 balls (vert. line)> 12mNot under command2 balls (vert. line)>
12mRestricted in ability to maneuver1 ball+1 diamond+1 ball> 12m (except dive
boats)Fishing (commercial)2 cones (vert. line)> 20m (but must display (nets or
trawling) basket shapeVessel towingDiamondTow > 200mVessel being towedDiamondTow >
100mMinesweeping3 BallsNaval20. ApplicationRules concerning lights apply from
sunset to sunrise, in conditions of restricted visibility, and in all other
circumstances when it is deemed necessary. Rules concerning shapes apply during the
day.[11][page needed]21. Definitions"Masthead light" means a white light on the
centreline of the vessel showing from right ahead to 22.5 degrees abaft the beam on
either side of the vessel."Sidelights" means a green light on thestarboard side and
a red light on the port side each showing from right ahead to 22.5 degrees abaft
the beam on its respective side. If the vessel is less than 20 metres (66 ft) long,
the sidelights may be combined in one fixture carried on the centreline of the
vessel."Sternlight" means a white light placed as nearly as practicable at the
stern showing 67.5 degrees from right aft on each side of the vessel."Towing light"
means a yellow light having the same characteristics as a "sternlight" defined
above."All-round light" means a light visible from 360 degrees of the
horizon."Flashing light" means a light flashing faster than 120 flashes per minute.
[11][page needed]"Long tow" means that the distance between the stern of the towing
vessel and the after end of the towed vessel is more that 200 meters (often
described as 600 feet in US publications).[11][page needed]22. Visibility of
lightsLights must be bright enough to be visible as follows[11][page needed]Light
typeVessels 50 metres (164 ft) or more in lengthVessels between 12–50 metres (39–
164 ft) in lengthVessels less than 12 metres (39 ft) in lengthMasthead light6
nautical miles5 miles; except for vessels less than 20 metres (66 ft), 3 miles2
milesSidelight3 miles2 miles1 mileTowing light3 miles2 miles2 milesWhite, red,
green or yellow all-around light3 miles2 miles2 miles23. Lights displayed by power-
driven vessels underwayA power-driven vessel underway must display:a masthead light
forward;If over 50 metres (164 ft) length, then also a second masthead light aft
and higher than the forward one; except that a vessel of less than 50 metres in
length shall not be obliged to exhibit such light but may do so;sidelights;a
sternlight.A hovercraft must also display an all-round flashing yellow
light.A wing-in-ground craft must also display a bright all-round flashing red
light when taking off, landing, or flying near the surface.A power-driven vessel of
less than 12 metres (39.4 ft) may display only an all-round white light and
sidelights. However, in the case of a skiff a wooden clinker rowing boat which
falls into this category only needs to be capable of showing a white light.A power-
driven vessel of less than 7 metres (23.0 ft) whose maximum speed does not exceed 7
knots (13 km/h; 8 mph) must be capable of showing a white light24. Lights for
vessels towing and pushingA power driven vessel when towing must showtwo masthead
lights on top of each other, instead of the masthead(s) prescribed in Rule 23;for a
"long tow", three masthead lights on top of each other, instead of two, and a
diamond shape.sidelights;a sternlight;a towing light vertically above the
sternlight;if a pushing vessel and the vessel it is pushing are rigidly connected,
they count together as a power driven vessel and must show the light prescribed by
Rule 23.If the pushing vessel and vessel being pushed are not rigidly connected,
they must instead show:two masthead lights on top of each other, instead of the
masthead(s) prescribed in Rule 23;sidelights;a sternlight on the pushing vessel
only.Power driven vessels larger than 50 metres (164 ft) which are towing or
pushing and are not part of a composite unit must also show:a second masthead abaft
of and higher than the forward one (vessels smaller than 50 metres may also show
this light).Vessels being towed that are not inconspicuous or partly submerged must
show:sidelights;a sternlight;a diamond shape if the tow is longer than 200 metres
(656 ft).Any number of vessels being towed or pushed together shall be lit as one
vessel, anda vessel being pushed ahead must show sidelights at its forward end if
it is not part of a composite unit;a vessel being towed alongside must show a
sternlight and sidelights at its forward end.A vessel being towed that is
inconspicuous or partly submerged must show:if it is narrower than 25 metres
(82 ft), one all-round white light near the forward end (except if it is a dracone)
and one near the after end;if it is wider than 25 metres (82 ft), then also two all
round white lights at the extremities of its breadth;if it is longer than 100
metres (328 ft), then in a series of such all round white lights spaced no further
than 100 metres (328 ft) apart;a diamond shape near the end of the last vessel,
and, if the tow is longer than 200 metres (656 ft), another diamond shape as far
forward as possible.If for any reason it is not possible to light the vessel
according to these rules, all possible measures must be taken to light the vessel
and indicate its presence.If the towing vessel is not normally engaged in towing
operations and it is impractical to light it correctly, it is not obliged to show
these lights if it is towing a vessel in distress or in need of assistance. All
possible measures must be taken to show that it is towing; in particular the
towline should be illuminated.25. Lights for sailing and rowing vessels

Sailing vessels underway and vessels under oars

(a) A sailing vessel underway shall exhibit:1. sidelights;2. a sternlight.(b) In a

sailing vessel of less than 20 metres (66 ft) in length the lights prescribed in
paragraph (a) of this Rule may be combined in one lantern carried at or near the
top of the mast where it can best be seen.(c) A sailing vessel underway may, in
addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or near
the top of the mast, where they can best be seen, two all-round lights in a
vertical line, the upper being red and the lower green, but these lights shall not
be exhibited in conjunction with the combined lantern permitted by paragraph (b) of
this Rule.(d) 1. A sailing vessel of less than 7 metres (23.0 ft) in length shall,
if practicable, exhibit the lights prescribed in paragraph (a) or (b) of this Rule,
but if she does not, she shall have ready at hand an electric torch or lighted
lantern showing a white light which shall be exhibited in sufficient time to
prevent collision.2. A vessel under oars may exhibit the lights prescribed in this
Rule for sailing vessels, but if she does not, she shall have ready at hand an
electric torch or lighted lantern showing a white light which shall be exhibited in
sufficient time to prevent collision.(e) A vessel proceeding under sail when also
being propelled by machinery shall exhibit forward where it can best be seen a
conical shape, apex downwards.26. Lights for fishing vessels

Fishing Vessels

(a) A vessel engaged in fishing, whether underway or at anchor, shall exhibit only
the lights and shapes prescribed in this Rule.(b) A vessel when engaged in
trawling, by which is meant the dragging through the water of a dredge net or other
apparatus used as a fishing appliance, shall exhibit:two all-round lights in a
vertical line, the upper being green and the lower white, or a shape consisting of
two cones with their apexes together in a vertical line one above the other;a
masthead light abaft of and higher than the all-round green light; a vessel of less
than 50 metres (164 ft) in length shall not be obliged to exhibit such a light but
may do so;when making way through the water, in addition to the lights prescribed
in this paragraph, sidelights and a sternlight.(c) A vessel engaged in fishing,
other than trawling, shall exhibit:two all-round lights in a vertical line, the
upper being red and the lower white, or a shape consisting of two cones with apexes
together in a vertical line one above the other;when there is outlying gear
extending more than 150 metres horizontally from the vessel, an all-round white
light or a cone apex upwards in the direction of the gear;when making way through
the water, in addition to the lights prescribed in this paragraph, sidelights and a
sternlight.(d) The additional signals described in Annex II to these Regulations
apply to a vessel engaged in fishing in close proximity to other vessels engaged in
fishing.(e) A vessel when not engaged in fishing shall not exhibit the lights or
shapes prescribed in this Rule, but only those prescribed for a vessel of her
length.27. Lights for vessels not under command or restricted in their ability to
manoeuvre

Vessels not under command or restricted in their ability to manoeuvre

(a) A vessel not under command shall exhibit:1. two all-round red lights in a
vertical line where they can best be seen;2. two balls or similar shapes in a
vertical line where they can best be seen;3. when making way through the water, in
addition to the lights prescribed in this paragraph, sidelights and a sternlight.
(b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in
mine-clearance operations, shall exhibit:three all-round lights in a vertical line
where they can best be seen. The highest and lowest of these lights shall be red
and the middle light shall be white;three shapes in a vertical line where they can
best be seen. The highest and lowest of these shapes shall be balls and the middle
one a diamond;when making way through the water, a masthead light or lights,
sidelights and a sternlight, in addition to the lights prescribed in sub-paragraph
(i);when at anchor, in addition to the lights or shapes prescribed in sub-
paragraphs (i) and (ii), the light, lights or shape prescribed in Rule 30.(c) A
power-driven vessel engaged in a towing operation such as severely restricts the
towing vessel and her tow in their ability to deviate from their course shall, in
addition to the lights or shapes prescribed in Rule 24(a), exhibit the lights or
shapes prescribed in sub-paragraphs (b)(i) and (ii) of this Rule.(d) A vessel
engaged in dredging or underwater operations, when restricted in her ability to
manoeuvre, shall exhibit the lights and shapes prescribed in sub-paragraphs (b)(i),
(ii) and (iii) of this Rule and shall in addition, when an obstruction exists,
exhibit:two all-round red lights or two balls in a vertical line to indicate the
side on which the obstruction exists;two all-round green lights or two diamonds in
a vertical line to indicate the side on which another vessel may pass;when at
anchor, the lights or shapes prescribed in this paragraph instead of the lights or
shape prescribed in Rule 30.(e) Whenever the size of a vessel engaged in diving
operations makes it impracticable to exhibit all lights and shapes prescribed in
paragraph (d) of this Rule, the following shall be exhibited:three all-round lights
in a vertical line where they can best be seen. The highest and lowest of these
lights shall be red and the middle light shall be white;a rigid replica of the
International Code flag "A" not less than 1 metre (3.3 ft) in height. Measures
shall be taken to ensure its all-round visibility.(f) A vessel engaged in mine
clearance operations shall in addition to the lights prescribed for a power-driven
vessel in Rule 23 or to the lights or shape prescribed for a vessel at anchor in
Rule 30 as appropriate, exhibit three all-round green lights or three balls. One of
these lights or shapes shall be exhibited near the foremast head and one at each
end of the fore yard. These lights or shapes indicate that it is dangerous for
another vessel to approach within 1,000 metres (0.62 mi) of the mine clearance
vessel.(g) Vessels of less than 12 metres (39.4 ft) in length, except those engaged
in diving operations, shall not be required to exhibit the lights and shapes
prescribed in this Rule.(h) The signals prescribed in this Rule are not signals of
vessels in distress and requiring assistance. Such signals are contained in Annex
IV to these Regulations.28. Lights for vessels constrained by their draughtA vessel
constrained by her draft may, in addition to the lights prescribed for power-driven
vessels in Rule 23, exhibit where they can best be seen three all-round red lights
in a vertical line, or a cylinder.29. Lights for pilot vessels(a) A vessel engaged
on pilotage duty shall exhibit:at or near the masthead, two all-round lights in a
vertical line, the upper being white and the lower red;when underway, in addition,
sidelights and a sternlight;when at anchor, in addition to the lights prescribed in
subparagraph (1), the light, lights, or shape prescribed in Rule 30 for vessels at
anchor.(b) A pilot vessel when not engaged on pilotage duty shall exhibit the
lights or shapes prescribed for a similar vessel of her length.30. Lights for
vessels anchored and agroundA vessel at anchor must display an all-round white
light or one black ball in the fore part and another all-round white light at or
near the stern at a lower level than the light in the fore part. BUT if the vessel
is less than 50 meters in length it may exhibit an all-round white light where it
can best be seen instead of the lights foresaid.31. Lights for seaplanesWhere it is
impracticable for a seaplane or a WIG craft to exhibit lights and shapes of the
characteristics or in the positions prescribed in the Rules of the Part she shall
exhibit lights and shapes as closely similar in characteristics and position as is
possible.

Part D – Sound and light signalsEdit

32. Definitions of whistleshort blast (1 second), and prolonged blast (4–6

seconds).33. EquipmentVessels 12 metres (39.4 ft) or more in length should carry
a whistle and a bell and vessels 100 metres (328 ft) or more in length should carry
in addition a gong. On many vessels, a horn serves the purpose of a whistle.34.
Maneuvering and warning signals, using whistle or lightsThe signals are used when
vessels are in sight of one another35. Sound signals to be used in restricted
visibilityThe signals are used when vessels are in restricted visibility.36.
Signals to be used to attract attention.37. Distress signals.When a vessel is in
distress and requires assistance she shall use or exhibit the signals described in
Annex IV to these Regulations.

Part E – ExemptionEdit

38. Exemption

Any vessel (or class of vessel) provided that she complies with the requirements of
the International Regulations for the Preventing of Collisions at Sea, 1960, the
keel of which is laid or is at a corresponding stage of construction before the
entry into force of these Regulations may be exempted from compliance therewith as
follows:

(a) The installation of lights with ranges prescribed in Rule 22, until 4 years
after the date of entry into force of these regulations.(b) The installation of
lights with color specifications as prescribed in Section 7 of Annex I to these
Regulations, until 4 years after the entry into force of these Regulations.(c) The
repositioning of lights as a result of conversion from Imperial to metric units and
rounding off measurement figures, permanent exemption.(d) (i) The repositioning
of masthead lights on vessels of less than 150 meters in length, resulting from the
prescriptions of Section 3 (a) of Annex I to these regulations, permanent
exemption.(ii). The repositioning of masthead lights on vessels of 150 meters or
more in length, resulting from the prescriptions of Section 3 (a) of Annex I to
these regulations, until 9 years after the date of entry into force of these
Regulations.(e) The repositioning of masthead lights resulting from the
prescriptions of Section 2(b) of Annex I to these Regulations, until 9 years after
the date of entry into force of these Regulations.(f) The repositioning of
sidelights resulting from the prescriptions of Section 2(g) and 3(b) of Annex I to
these Regulations, until 9 years after the date of entry into force of these
Regulations.(g) The requirements for sound signal appliances prescribed in Annex II
to these Regulations, until 9 years after the date of entry into force of these
Regulations.(h) The repositioning of all-round lights resulting from the
prescription of Section 9(b) of Annex I to these Regulations, permanent exemption.

Part F – Verification of Compliance with the Provisions of the ConventionEdit

Rule 39 Definitions(a) Audit means a systematic, independent and documented process

for obtaining audit evidence and evaluating it objectively to determine the extent
to which audit criteria are fulfilled.(b) Audit Scheme means the IMO Member State
Audit Scheme established by the Organization and taking into account the guidelines
developed by the Organization.* (c) Code for Implementation means the IMO
Instruments Implementation Code (III Code) adopted by the Organization by
resolution A.1070(28).(d) Audit Standard means the Code for Implementation.

* Refer to the Framework and Procedures for the IMO Member State Audit Scheme
(resolution A.1067(28)).

Rule 40 Application

Contracting Parties shall use the provisions of the Code for Implementation in the
execution of their obligations and responsibilities contained in the present
Convention.

Rule 41 Verification of compliance

(a) Every Contracting Party shall be subject to periodic audits by the Organization
in accordance with the audit standard to verify compliance with and implementation
of the present Convention.

(b) The Secretary-General of the Organization shall have responsibility for

administering the Audit Scheme, based on the guidelines developed by the
Organization.*

(c) Every Contracting Party shall have responsibility for facilitating the conduct
of the audit and implementation of a programme of actions to address the findings,
based on the guidelines developed by the Organization.*

(d) Audit of all Contracting Parties shall be:

(i) based on an overall schedule developed by the Secretary-General of the

Organization, taking into account the guidelines developed by the Organization;*
and

(ii) conducted at periodic intervals, taking into account the guidelines developed
by the Organization.*

* Refer to the Framework and Procedures for the IMO Member State Audit Scheme
(resolution A.1067(28))."

AnnexesEdit

ANNEX I – Positioning and technical details of lights and shapesANNEX II –

Additional signals for fishing vessels fishing in close proximityANNEX III –
Technical details of sound signal appliancesANNEX IV – Distress signals

1. The following signals, used or exhibited either together or separately, indicate

distress and need of assistance:

(a) a gun or other explosive signal fired at intervals of about a minute;(b) a

continuous sounding with any fog-signalling apparatus;(c) rockets or shells,
throwing red stars fired one at a time at short intervals;(d) a signal made by
radiotelegraphy or by any other signalling method consisting of the group . . . —
— — . . . (SOS) in Morse Code;(e) a signal sent by radiotelephony consisting of
the spoken word "Mayday";(f) the International Code Signal of distress indicated by
NC;(g) a signal consisting of a square flag having above or below it a ball or
anything resembling a ball;(h) flames on the vessel (as from a burning tar barrel,
oil barrel, etc.);(i) a rocket parachute flare or a hand flare showing a red light;
(j) a smoke signal giving off orange-coloured smoke;(k) slowly and repeatedly
raising and lowering arms outstretched to each side;(l) a distress alert by means
of digital selective calling (DSC) transmitted on(i) VHF channel 70, or(ii) MF/HF
on the frequencies 2187.5 kHz, 8414.5 kHz, 4207.5 kHz, 6312 kHz, 12577 kHz or
16804.5 kHz;(m) a ship-to-shore distress alert transmitted by the ship's Inmarsat
or other mobile satellite service provider ship earth station; (see GMDSS)(n)
approved signals transmitted by radiocommunication systems, including survival
craft radar transponders. (seeGMDSS)

2. The use or exhibition of any of the foregoing signals except for the purpose of
indicating distress and need of assistance and the use of other signals which may
be confused with any of the above signals is prohibited.

3. Attention is drawn to the relevant sections of the International Code of

Signals, the Merchant Ship Search and Rescue Manual, Annex III and the following
signals;

(a) a piece of orange-coloured canvas with either a black square and circle or
other appropriate symbol (for identification from the air);(b) a dye marker.

See also

ReferencesEdit

Learn more

This section includes inline citations, but they are not properly formatted.

^ a b c Convention on the International Regulations for Preventing Collisions at

Sea, 1972 (COLREGs) Archived 14 October 2009 at the Portuguese Web Archive, from
the IMO (The International Maritime Organisation). Retrieved 13 February
2006.^ Prevention of Collisions at Sea Regulations 1983 Archived 27 July 2011 at
the Wayback Machine, fromWestern Australian Legislation. Retrieved 6 June
2009.^ Navigation Rules, from the U.S. Coast Guard. Retrieved 16 December
2006.^ "St. John v. Paine, 51 U.S. 557".United States Reports. 51: 557. December
1850. Among the nautical rules applicable to the navigation of sailing vessels are
the following, viz.: A vessel that has the wind free or sailing before or with the
wind must get out of the way of the vessel that is close-hauled, or sailing by or
against it and the vessel on the starboard tack has a right to keep her course, and
the one on the larboard tack must give way or be answerable for the consequences.
So when two vessels are approaching each other, both having the wind free and
consequently the power of readily controlling their movements, the vessel on the
larboard tack must give way and each pass to the right. The same rule governs
vessels sailing on the wind and approaching each other when it is doubtful which is
to windward. But if the vessel on the larboard tack is so far to windward that if
both persist in their course, the other will strike her on the lee side abaft the
beam or near the stern, in that case the vessel on the starboard tack should give
way, as she can do so with greater facility and less loss of time and distance than
the other. Again, when vessels are crossing each other in opposite directions and
there is the least doubt of their going clear, the vessel on the starboard tack
should persevere in her course, while that on the larboard tack should bear up, or
keep away before the wind. ... no one can look through the reports in admiralty in
England without being struck with the steadiness and rigor with which these general
nautical rules have been enforced in cases of collision, under the advice of the
Trinity Masters of that court, or fail to be impressed with the justice and
propriety of such application and the salutary results flowing from it.[emphasis
added]^ Great Britain. Courts.; Great Britain. Parliament. House of Lords.; Great
Britain. Privy Council. Judicial Committee (11 June 1850). "The Europa". English
Reports in Law and Equity. 2: 557–564. OCLC 4370213.Pg. 564: Whether any given rate
is dangerous or not must depend upon the circumstances of each individual case, as
the state of the weather, locality, and other similar facts.See more English
Reports in Law and Equity^ Great Britain. Courts.; Great Britain. Parliament. House
of Lords.; Great Britain. Privy Council. Judicial Committee (14 July 1854). "The
Batavier". English Reports in Law and Equity. 40: 19–27. OCLC 4370213. Pg. 25: At
whatever rate she (the steamer) was going, if going at such a rate as made it
dangerous to any craft which she ought to have seen, and might have seen, she had
no right to go at that rate. ... at all events, she was bound to stop if it was
necessary to do so, in order to prevent damage being done ... See more English
Reports in Law and Equity^ "Newton v. Stebbins, 51 U.S. 586".United States
Reports. 51: 586. December 1850. ...it may be a matter of convenience that steam
vessels should proceed with great rapidity, but the law will not justify them in
proceeding with such rapidity if the property and lives of other persons are
thereby endangered. ... It is a mistake to suppose that a rigorous enforcement of
the necessity of adopting precautionary measures by the persons in charge of
steamboats to avoid damage to sailing vessels on our rivers and internal waters
will have the effect to produce carelessness and neglect on the part of the persons
in charge of the latter. The vast speed and power of the former, and consequent
serious damage to the latter in case of a collision, will always be found a
sufficient admonition to care and vigilance on their part. A collision usually
results in the destruction of the sailing vessel, and not unfrequently in the loss
of the lives of persons on board.^ Library of Congress. Statutes at Large, 1789–
1875.http://memory.loc.gov/ammem/amlaw/lwsllink.html^ "Revised Statutes (1878),
Title XLVIII (48), Chapter 5: Navigation, Section 4233, rules for preventing
collisions".Congress of the United States. 1878.Rule twenty-one. Every steam-
vessel, when approaching another vessel, so as to involve risk of collision, shall
slacken her speed, or, if necessary, stop and reverse: and every steam-vessel
shall, when in a fog, go at a moderate speed...^ Ratification status of IMO
Conventions.^ a b c d e f g h i j k l m MCA Staff (2004) [1996]. The Merchant
Shipping (Distress Signals and Prevention of Collisions) Regulations 1996 (PDF).
Southampton, ENG: Crown Department of Transport, Maritime and Coastguard Agency
(MCA). Retrieved 2 February 2017.^ "M-Notices". Maritime and Coastguard Agency.
Archived from the original on 4 August 2012. Retrieved26 March 2017.^ "Copyright
Guidance". Maritime and Coastguard Agency. Archived from the original on 4 August
2012. Retrieved26 March 2017.^ "Understanding COLREGS". Royal Yachting Association.
Retrieved18 August 2018.^ "COLREGS Rule 2 - Responsibility"(PDF).^ "COLREGS Rule 17
- Action by Stand-On Vessel" (PDF).^ "COLREGS Rule 14 - Head-on
Situation" (PDF).^ Abaft the beam is a nautical termdenoting a relative bearing
greater than 90 degrees from the bow.^ "Handling a Motor Boat". Papers Past.
National Library of New Zealand. 1908. Retrieved 30 October 2010.^ "Rule 3 :
General Definitions". Colregs for the Yachties. Archived from the original on 21
July 2011. Retrieved26 March 2017.

Further reading

External links

Last edited 1 month ago by Martin of Sheffield

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