2 Colreg PDF

***COLREG + IALA BUOYAGE SYSTEM+FLAG***
S M TOMIZ UDDIN :1055 MFA 25TH, A1MC20180601-A (24) ALAM015268

*Q. WHEN YOU CAME ON WATCH ERROR WAS 2 DEGREE SUDDENLY AFTER SOME TIME IT BECOME 9 – 10
DEGREE WHAT IS THE CAUSE AND ACTION?
Cause
The main cause is magnetic anomalies, if crossing through rock containing iron or when passing iron ore
loaded vessel. Effect can be felt around 250 cable.
Action
Continuous checking of deviation till magnetic compass becomes normal and record in compass error book
also plot the position in the chart.
*Q. HOW A NEW DANGER MARKED?
One or more cardinal or lateral buoy. If the danger is graved one of the buoys will be duplicated one of those
will have reckon with Morse ‘d’ (- . .) With the signal length 1 nm at least on radar PPI. Light on the buoys
must be quick or very quick.
Q. HOW WOULD YOU MARK A NEW DANGER IN OPEN WATERS, WITH NAVIGABLE WATER ALL AROUND?
The new danger is marked by double cardinal marks.
*Q. IF YOU SEE A WHITE LIGHT ON NIGHTTIME WHAT IT COULD BE?
1.Astern light of a vessel
2.Life raft light
3.Vessel less than 7 nm long & whose maximum speed should not exceed more than 7 knots.
4.Vessel less than 50m at anchor (all round white light)
5.Vessel under oars.
6.Power driven vessel underway (less than 50m/20m/12m/7m) viewing from astern
7.Pushing vessel and a vessel being pushed ahead rigidly connected in a composite unit viewing from astern
8.Power driven vessel when pushing ahead or towing alongside viewing from astern
9.Sailing vessel underway (less than 20m/7m)
10.Vessel proceeding under sail also being propelled by, machinery viewing from astern
11.Vessel or objects being pushed ahead viewing from astern
12.Inconspicuous partly submerged vessel or objects or combination of such vessels or objects being towed
viewing from astern
13.Sailling vessel of less than 7m in length (all round white light)
14.Power driven vessel under way less than 7m in length (all round white light)
TOTAL 21 POSSIBILITES, ATLEAST 12 ANS TO BE GIVEN
*Q. WHERE IS SPECIAL MARK BUOY USED?
1.Channel within the channel.
2.Recreation zone.
3.Ocean data accusation system.
4.Firing area.
5.Traffic separation scheme.
6.Spoil ground.
7.Cable and pipeline area.
8.Outfalls.
*Q. WHAT IS THE OTHER NAME OF A SAFE WATER BUOY? SAFE WATER MARK, WHY NOT USE IN OPEN SEA?
1.Mid channel buoy.
2.Fairway buoy.
3.Landfall buoy.
In open sea there is no hazard to navigation as all direction is safe for navigation so, no use of safe water mark
in open sea.
Q. FOG BANK AHEAD-ACTION?
General:
1.Inform engine room and SBE.
2.Reduce speed to safe speed.
3.Check navigation light.
4.Post extra lookout.
5.Start fog signal.
6.Start radar plotting.
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7.Man, on the wheel.
Operational:
1.Close watertight door.
2.Order silence on Deck.
3.Open bridge wings door.
Navigational:
1.Check the position of last visual object.
2.Increase the fog signal frequency in near coastal water.
3.If shallow water put echo-sounder on.
Q. ON THE FOG YOU JUST SWITCH ON THE RADAR, YOU FOUND A TARGET ON THE PPI JUST 3 MILES RIGHT
AHEAD, ACTION?
1.Stop engine
2.Take her all way off.
3.Start radar plotting.
4.Complete radar plotting.
5.Find out best course of action.
Do not alter course before completing radar plotting as because this is a scanty radar information.
*Q. POSSIBILITIES OF 2 RED LIGHTS?
NUC or AGROUND
*Q. HOW TO DETERMINE VESSEL IS AGROUND OR NUC? POSSIBLE LIGHT? ACTION AS MASTER?
Speed of the Vessel
Q. WHAT IS THE RECOMMENDED PASSING DISTANCE ABOUT AN ISOLATED DANGER MARK?
As wide a berth as possible. Any action taken would only proceed after a chart inspection.
*Q. IALA BUOYAGE SYSTEM FOR MARINERS – DIFFERENT TYPES OF MARKS
With the aim of improving navigational safety to act as a barrier to dangers to shipping and to solve
differences of opinions, efforts were made to establish a single set of rules by IALA – INTERNATIONAL
ASSOCIATION OF MARINE AIDS TO NAVIGATION AND LIGHTHOUSE AUTHORITIES, which gave them a choice
of using red to port or red to starboard, on a regional basis.
For the sake of maintaining uniformity in buoyage system worldwide, IALA divided the world into two regions
●Region A
●Region B.
Region A includes Europe, Australia, New Zealand, Africa, the Gulf and some Asian countries whereas Region
B comprises of North, South, Central America, Japan, Korea and the Philippines.
IALA proposed a system allowing the use of lateral marks in each region, but whereas in region A, the colour
red of the Lateral System is used to mark the port side of channels and the colour green for the starboard
side. In region B, the colours are reversed. Regional variations do not pertain to cardinal, isolated danger
markings, safe watermarks or special marks.
IALA buoyage system provides six types of marks:
• Lateral marks
• Cardinal marks
• Isolated danger Marks
• Safe Water Marks
• Special Marks
• Emergency Wreck Marking Buoy
1. LATERAL MARKS: The lateral marks help to indicate which side of the waterway is to be followed. The port
marks should be kept to the vessel’s left side and starboard marks to its right. However, when a vessel
travels downstream, the position of marks will change accordingly, i.e. port marks on its right side while
starboard marks on its left. When a channel divides to form more than one way, a modified lateral mark is
then used to indicate the “preferred channel”. A preferred channel is indicated by red and green horizontal
bands on the lateral mark. If you find that the marks are numbered, it indicates that the sequence follows
the conventional direction of buoyage.
Every buoy is identified by their colour, shape, top marks, light and the rhythm of light.
The table below will give a better illustration of the buoys found in Region A and B respectively.
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LATERAL MARKS REGION A:
PORT HAND MARKS STARBOARD HAND MARKS
COLOUR RED GREEN
BUOY SHAPE CYLINDRICAL(CAN), PILLAR, SPAR CONICAL, PILLAR, SPAR
TOPMARK SINGLE RED CYLINDEER(CAN) SINGLE GREEN CONE POINTING UPWARD
LIGHT COLOUR RED GREEN
ANY APART FROM COMPOSITE

LIGHT RYTHM ANY APART FROM COMPOSITE GROUP FLASH (2+1)
GROUP FLASH (2+1)
PREFERRED CHANNEL TO STARBOARD PREFERRED CHANNEL TO PORT
COLOUR RED, GREEN, RED HORIZONTAL STRIPES GREEN, RED, GREEN HORIZONTAL STRIPES
TOPMARK SINGLE RED CYLINDER(CAN) SINGLE GREEN CONE POINTING UPWARD
LIGHT COLOUR RED GREEN
LIGHT RYTHM COMPOSITE GROUP FLASH (2+1) COMPOSITE GROUP FLASH (2+1)
LATERAL MARKS REGION B:
PORT HAND MARKS STARBOARD HAND MARKS
COLOUR GREEN RED
TOPMARK SINGLE GREEN CYLINDEER(CAN) SINGLE RED CONE POINTING UPWARD
LIGHT COLOUR GREEN RED
ANY APART FROM COMPOSITE GROUP FLASH ANY APART FROM COMPOSITE GROUP FLASH
LIGHT RYTHM
(2+1) (2+1)
PREFERRED CHANNEL TO STARBOARD PREFERRED CHANNEL TO PORT
COLOUR GREEN, RED, GREEN HORIZONTAL STRIPES RED, GREEN, RED HORIZONTAL STRIPES
TOPMARK SINGLE GREEN CYLINDER(CAN) SINGLE RED CONE POINTING UPWARD
LIGHT COLOUR GREEN RED
LIGHT RHYTHM COMPOSITE GROUP FLASH (2+1) COMPOSITE GROUP FLASH (2+1)
2. CARDINAL MARKS:
Cardinal marks are used in conjunction with the compass to indicate where the mariner may find the best
navigable water. They take their name from the quadrant in which they are placed. They have the same
colour and same shape irrespective of the regions A and B. There are 4 cardinal marks named after the four
cardinal points of the compass; NORTH, SOUTH, EAST AND WEST. Each mark can be distinguished from one
another from their top marks, buoy colour and rhythm of light. When a cardinal mark is seen, remember
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that clear and navigable water lies on the named side of the mark. So, suppose that you are on an easterly
course and you see a north cardinal mark ahead of you, it should strike to your mind that safe navigable
water is on the north side of the cardinal mark, and therefore you should alter your course to port. Cardinal
marks are also used to draw attention to a feature in a channel such as a bend, junction, branch or end of a
shoal.
Remembering the buoys and its top marks is not a challenge if you commit these key points to memory-
North and South cardinal top marks are pretty easy to remember as they follow the direction North and
South. North cardinal top marks point upwards while the south top marks point downwards. East cardinal
top mark pretty much takes the shape of an egg and can be associated with the Easter egg. West cardinal
top mark can be compared to the waist of a woman – tapering towards the centre.
The rhythm of light can be related to the face of a clock. All cardinal marks exhibit white light. The table
below describes the light rhythm for each cardinal mark.
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NORTH CARDINAL MARK EAST CARDINAL MARK
COLOUR BLACK ABOVE YELLOW BLACK WITH A SINGLE HORIZONTAL YELLOW BAND
BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR
TOPMARK 2 BLACK CONES POINTING UPWARDS 2 BLACK CONES, BASE TO BASE
LIGHT COLOUR WHITE WHITE
LIGHT RYTHM VQ OR Q (UNINTERRUPTED) VQ (3) OR Q (3)
SOUTH CARDINAL MARK WEST CARDINAL MARK
COLOUR YELLOW ABOVE BLACK YELLOW WITH A SINGLE HORIZONTAL BLACK BAND
BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR
2 BLACK CONES POINTING

TOPMARK 2 BLACK CONES, POINTING TOWARDS EACH OTHER
DOWNWARDS
LIGHT COLOUR WHITE WHITE
VQ (6) + LONG FLASH OR Q (6) +

LIGHT RYTHM VQ (9) OR Q (9)
LONG FLASH
Note that Quick flashing light (Q) has a flash frequency of 50 to 60 flashes every minute and a Very Quick
flashing light (VQ) has a flash frequency of at least 100 to 120 flashes every minute.
3. SAFE WATERMARKS:
Unlike other marks that use horizontal stripes, this is the only mark to use vertical stripes. Safe watermark
does not point to any danger but specifies that safe navigable water is all around the mark. Safe water marks
are instrumental to mariners as they indicate the beginning of a marked channel. So, when a mariner sees a
safe watermark on a chart, he should soon realize that he is approaching a channel. It is the demarcation
between open sea waters and confined waters. It indicates the entrance to any port. It also points out the
best point of passage under a fixed bridge. Safe watermark uses a red ball as a top mark. Safe watermarks
can be used in a line to mark navigable safe water route through shallow areas.
SAFE WATERMARK
COLOUR RED AND WHITE VERTICAL STRIPES
BUOY SHAPE PILLAR, SPAR, SPHERICAL
TOPMARK SINGLE RED SPHERE
LIGHT COLOUR WHITE
LIGHT RHYTHM ISOPHASE, OCCULTING, 1 LF EVERY 10 SECS OR MORSE CODE ‘A’

4. ISOLATED DANGER MARKS:
As the name suggests, these buoys are used to mark dangers to shipping. They highlight and bring to the
attention of mariners any hazards or dangers to safe navigation. These marks are erected or moored above
the danger to alert mariners of any peril ahead. An isolated danger mark indicates that there is navigable
water all around the mark. These marks can be distinguished from other marks by their top marks, which
consist of 2 black spheres one above the other and by their colour – black with one or more red horizontal
bands. The rhythm of light, group flashing 2 can easily be retained in memory by correlating to its top mark -
2 black spheres.
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ISOLATED DANGER MARK
COLOUR BLACK WITH ONE OR MORE RED HORIZONTAL BANDS
BUOY SHAPE PILLAR OR SPAR
TOPMARK 2 BLACK SPHERES, DISPOSED of VERTICALLY
LIGHT COLOUR WHITE
LIGHT RYTHM GROUP FLASHING 2

5. SPECIAL MARK:
Special marks are used to denote mariners’ areas with special features. They do not play any major role in
facilitating mariners in safe navigation. They only point out areas of certain interests to mariners. The nature
of such areas can be found by consulting the charts or Sailing Directions. Special marks may indicate spoil
grounds, military exercise areas, recreational zones, boundaries of anchorage areas, cables and pipelines,
Dead ends, mooring areas, protected areas, marine farms or aquaculture, oil wells, ODAS (Ocean Data
Acquisition System) which gather information about wind speed, pressure, salinity and temperature. These
marks can easily be demarcated from other buoys by their yellow colour and top mark which is a cross.
SPECIAL MARK
COLOUR YELLOW
OPTIONAL BUT MUST NOT CONFLICT WITH THAT USED FOR A LATERAL OR SAFE
BUOY SHAPE
WATERMARK
TOPMARK SINGLE YELLOW CROSS – ‘X’ SHAPED
LIGHT COLOUR YELLOW
LIGHT RHYTHM ANY RHYTHM NOT USED FOR WHITE LIGHT

6. EMERGENCY WRECK MARKING BUOY:
These buoys have come into existence much later compared to the other 5 types of marks. The sinking of the
MV Tricolour in the Dover Strait in 2002 introduced the emergency wreck marking buoy in the IALA buoyage
system. The wreck was struck further by 2 other ships causing havoc damage to shipping and loss of life. Post
this incident, it was immediately necessary to mark such new dangers so that it is readily recognized by ships
as a new hazard and further collisions are prevented from occurring. Emergency wreck marking buoys mark
newly discovered unsurveyed dangers which are yet to be announced and declared in nautical publications
and charts. This buoy is placed as close as possible to the wreck and unlike other buoys, is designed to
provide a highly conspicuous visual and radio aid to navigation.
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EMERGENCY WRECK MARKING BUOY
COLOUR YELLOW AND BLUE STRIPES – MINIMUM 4 MAXIMUM 8
BUOY SHAPE PILLAR OR SPAR
TOPMARK UPRIGHT YELLOW CROSS +
LIGHT COLOUR YELLOW
LIGHT RYTHM ANY RHYTHM NOT USED FOR WHITE LIGHT (B 1.0S + 0.5S + Y 1.0S + 0.5S)
*Q. EXPLAIN AN EMERGENCY WRECK MARKING BUOY. HOW SOON DOES THE AUTHORITY MUST PUT THE
BUOY AND TILL WHEN? WHAT ARE THE FEATURES?
Emergency Wreck marking Buoy-
●IALA has introduced on trial basis.
●For temporary response.
●Typically to be used for first 24-72 hrs.
●Deployment to be promulgated through usual maritime safety information system.
●Designed to provide a prominent aid to navigation.
●To be placed as close of wreck as possible.
It will maintain a position until:
●The wreck is well known and has been promulgated in nautical publications e.g. notices to mariners.
●The wreck is fully surveyed and exact details such as position and least depth above the wreck is known.
●A permanent form of marking of the wreck has been carried out.
Characteristics:
Shape: Pillar or spar buoy, size dependent on location.
Colour: Equal number and dimensions of blue and yellow vertical stripes.
Light:
●Altering blue and yellow flashing light.
●Nominal range: 4 nm, may be altered depending on local condition.
●Blue and yellow 1s flashes altered at interval of 0.5s.
●If multiple buoys deployed, their lights will be synchronized.
Racon: May be fitted with Racon-D and/or AIS transponder.
Top mark: If fitted, straight yellow cross.
Fig: Emergency wreck marking buoy & light characteristics
*Q. WHAT IS THE CONVENTIONAL DIRECTION OF BUOYAGE? HOW IS IT BEING DEPICTED ON THE CHART?
Conventional direction of buoys:
Local direction
Direction taken by the mariner when approaching a harbour, river, estuary or other waterway from seaward.
General direction
Determined by the buoy’s authorities, based whenever possible on the principle of following clockwise
direction around continents. Usually given in Admiralty Sailing Directions and, if necessary, indicated on
charts by appropriate symbol.
Buoys Region
●There are two buoys regions: A and B.
●In the two regions, colours and lights of lateral marks are reversed.
●In region A, green buoys to starboard and red to port, when following conventional direction.
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●In region B, green to port and red to starboard.
Region-A:
Europe, Asia (Except Japan, Korea, Philippines), Australia, Africa.
Region-B:
North and South Americas, Japan, Philippines, Korea.
Q. WHEN PROCEEDING PAST A LONG OBSTRUCTION, MOVING WITH THE DIRECTION OF BUOYAGE, WHAT
WOULD YOU EXPECT TO SEE BETWEEN THE SOUTH CARDINAL BOUY AND THE EAST CARDINAL BUOY?
Port hand lateral marks.
Q. HOW DO YOU KNOW THAT WHETHER THE TSS (TRAFFIC SEPARATION SCHEME) IS BEING ADOPTED BY
THE IMO?
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
*Q. RULES FOR MALACCA STRAIT AND SINGAPORE STRAIT?
Vessels navigating in the Straits of Malacca and Singapore are required to comply with the ‘Rules for
Vessels Navigating Through the Straits of Malacca and Singapore’ adopted by the IMO Maritime Safety
Committee 69 in 1998, in accordance with the provision of Resolution A.858(20), the MPA Singapore
reminded.
In a new Port Marine Circular, the Maritime and Port Authority of Singapore reiterated to Masters and
Bridge Resource Management teams, in particular those on-board deep draught vessels (DDVs1) and very
large crude carriers (VLCCs2) transiting in the westbound lane of the Traffic Separation Scheme and
precautionary areas of the Singapore Strait, shall:
a) Allow for an under-keel clearance of at least 3.5 metres at all times during the entire passage through the
Straits of Malacca and Singapore.
b) As far as it is safe and practicable, proceed at speed of not more than 12 knots over grounds in the
westbound lanes between positions 01°12·51’N, 103°52·15’E and 01°11·59’N, 103°50·21’E and between
position 01°11·13’N 103°49·08’E and 01°08·65’N, 103°44·30’E. (Between South of St John’s Island to Raffles
Lighthouse).
The IMO Circular SN/Cir.198 provides information on the ‘Rules for Vessels Navigating Through the Straits of
Malacca and Singapore’:
●Rule 1: Eastbound deep draught vessels shall use the designated deep-water routes.
●Rule 2: Eastbound deep draught vessels navigating in the deep-water routes in Phillip Channel and
Singapore Strait shall as far as practicable, avoid overtaking.
●Rule 3: All vessels navigating within the traffic separation scheme shall proceed in the appropriate traffic
lane in the general direction of traffic flow for that lane and maintain as steady a course as possible,
consistent with safe navigation.
●Rule 4: All vessels having defects affecting operational safety shall take appropriate measures to overcome
these defects before entering the Straits of Malacca and Singapore.
●Rule 5: In the event of an emergency or breakdown of a vessel in the traffic lane, the vessel shall, as far as
practicable and safe, leave the lane by pulling out to the starboard side.
●Rule 6:
(a) Vessels proceeding in the westbound lane of the traffic separation scheme “In the Singapore Strait” when
approaching Raffles Lighthouse shall proceed with caution, taking note of the local warning system, and,
compliance with Rule 18(d) of the International Regulations for Preventing Collisions at Sea, 1972, avoid
impeding the safe passage of a vessel constrained by her draught which is exhibiting the signals required by
Rule 28 and which is obliged to cross the westbound lane of the scheme in order to approach the single
point mooring facility (in approximate position 01°11·42’N, 103°47·40’E, from Phillip Channel).
(b) Vessels proceeding in the traffic separation schemes when approaching any of the precautionary areas
shall proceed with caution, taking note of the local warning system, and, in compliance with Rule 18 (d) of
the International Regulations for Preventing Collisions at Sea, 1972, avoid impeding the safe passage of a
vessel constrained by her draught which is exhibiting the signals required by Rule 28 and which is obliged to
cross that precautionary area.
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(c) Information relating to the movement of ships constrained by their draught as referred to in paragraphs
(a) and (b) above will be given by radio broadcasts. The particulars of such broadcasts are promulgated by
Notices to Mariners. All vessels navigating in the area of the traffic separation scheme should monitor these
radio broadcasts and take account of the information received.
●Rule 7: VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore shall as far as it
is safe and practicable, proceed at a speed of not more than 12 knots over the ground in the following areas:
a) At One Fathom Bank traffic separation scheme ; b) Deep-water routes in the Phillip Channel and in
Singapore Strait; and c) Westbound lanes between positions 01°12·51’N, 103°52·15’E and 01°11·59’N,
103°50·21’E and between position 01°11·13’N 103°49·08’E and 01°08·65’N, 103°44·30’E.
●Rule 8: All vessels navigating in the routeing system of the Straits of Malacca and Singapore shall maintain
at all times a safe speed consistent with safe navigation, shall proceed with caution, and shall be in a
maximum state of manoeuvring readiness.
●Rule 9: (a) Vessels which are fitted with VHF radio communication are to participate in the ship reporting
system adopted by the Organization. (b) VLCCs and deep draught vessels navigating in the Straits of Malacca
and Singapore are advised to broadcast, eight hours before entering the traffic separation schemes,
navigational information giving name, deadweight tonnage, draught, speed and times of passing One
Fathom Bank Lighthouse, Raffles Lighthouse and Horsburgh Lighthouse. Difficult and unwieldy tows are also
advised to broadcast similar information.
●Rule 10: All vessels navigating in the Straits of Malacca and Singapore are requested to report by radio to
the nearest shore authority any damage to or malfunction of the aids to navigation in the Straits, or any aids
out of position in the Straits.
●Rule 11: Flag States, owners and operators should ensure that their vessels are adequately equipped in
accordance with the appropriate international conventions/recommendations
Q. WHAT IS THE AVERAGE MARITIME ACCIDENT IN A YEAR AT THE STRAITS OF MALACCA?
The average maritime accident at the Straits of Malacca is 2 incidents per year. Since the introduction of the
Traffic Separation Scheme, the number of maritime accidents has decreased.
Q. WHAT IS THE MEANING NAVIGATION AID?
Navigation Aid is equipment or system or a combination of both that gives guidance to seafarers for safe
navigation. Navigation aids provided by the Marine Department are lighthouse, beacon light, beacon buoy,
Satellite Navigation System (SISPELSAT) and Ship Identification System.
*Q. WHAT IS THE PURPOSE OF LIGHTHOUSE?
The purpose of a lighthouse is to assist or guide seafarers in determining their position at any point of time
and as an ingress and egress marking of waters.
Q. WHAT DOES IT MEAN BY FLASHING LIGHT INSTALLED AT LIGHTHOUSE?
Flashing light installed on navigation aid is to differentiate between one lighthouse to another where the
flashing lights on its own will reflect the identity of the lighthouse.
Q. WHAT IS THE MAXIMUM DISTANCE OF VISIBILITY OF LIGHT INSTALLED AT LIGHTHOUSE?
The maximum distance of light installed at a lighthouse differs from one to another as it depends on the
height of the light, type of the light, weather condition and height of the observer. Most lighthouses in
Malaysia have a maximum range of light approximately 23 nautical miles.
Q. WHAT IS THE PURPOSE OF BEACON LIGHT?
The purpose of a beacon light is to mark the navigation trail, mileage, shoal etc. Beacon light has a fix
structure at the determined location.
Q. WHAT IS THE PURPOSE OF BEACON BUOY INSTALLED ALONG MALAYSIAN WATERS?
Beacon buoy is a buoy that floats on the surface of water and anchored to the bottom using chains. The
purpose of the beacon buoy is to mark the boundary of the navigational passageway, wreck marking, deep
berthing area, dangerous areas and others in the Malaysian waterways as a guide to users.
Q. IN THE EVENT OF ANY DAMAGE OR THEFT OF NAVIGATION AIDS INSTALLED ALONG THE MALAYSIAN
WATERS, WHOM SHOULD
I REPORT TO?
Any breakdown complaint may be reported to the officers at the Head Office and Maritime Communication
Centre, officer-in-charge at the respective region.
Q. WHERE CAN I OBTAIN NAVIGATIONAL CHARTS AND TIDE TABLES FOR MALAYSIAN WATERS?
●Navigational Charts and Tide Tables can be obtained by contacting the National Hydrographic Centre.
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●Tide Tables may also be obtained from the Survey and Mapping Department.
*Q.VSL AGROUND, ACTION IF YOU SEE IT ON 2 PTS STBD SIDE.? A DAY SIGNAL OF THREE BLACK BALLS IN A
VERTICAL LINE WHERE THEY CAN BEST BE SEEN? WOULD YOU EXPECT TO ALTER COURSE TO ASSIST THE
VESSEL?
No, the vessel is aground, not in distress. After observing the vessel, I would contact the grounded vessel to
obtain any essential information from the ship which could effect the safe navigation of my own vessel i.e.
what the drought of the aground vessel was and what time she grounded. Very high frequency (VHF) contact
being made following station identification.
*Q. SEE VSL AGROUND RIGHT AHEAD, ACTION?
Action
●Stop engine, determine which side of the ship is visible so as to know the course she was following.
●Inform master
●would contact the grounded vessel to obtain any essential information from the ship which could effect the
safe navigation of my own vessel i.e. what the drought of the aground vessel was and what time she
grounded
●Switched on Echo sounder
●Consult chart and alter course harder- STBD if I see port of that ship to pass well astern of that ship/Port if I
see stbd of the ship to pass well astern of that ship /if I see Astern of the ship then port or stbd depending on
information from chart and from that vessel.
*Q. DISTRESS SIGNAL - COLREG ANNEX 4
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-signaling 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 signaling method consisting of the group . . . - - - . . .
(SOS) in the Morse Code;
(e) a signal sent by radiotelephony consisting of the spoken word "Mayday";
(f) the International Code Signal of distress indicated by N.C.;
(g) a signal consisting of a square flag having above or below it a ball or anything resembling a ball;
(h) flames on the vessel (as from a burning tar barrel, oil barrel, etc.)
(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) the radiotelegraph alarm signal;
(m) the radiotelephone alarm signal;
(n) signals transmitted by emergency position-indicating radio beacons.
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 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.
*Q. C0LREG ANNEX 2
Additional signals for fishing vessels fishing in close proximity
1. General
The lights mentioned herein shall, if exhibited in pursuance of Rule 26(d), be placed where they can best be
seen. They shall be at least 0.9 meter apart but at a lower level than lights prescribed in Rule 26(b)(i) and
(c)(i). The lights shall be visible all-round the horizon at a distance of at least 1 mile but at a lesser distance
than the lights prescribed by these Rules for fishing vessels.
2. Signals for trawlers
(a) Vessels when engaged in trawling, whether using demersal or pelagic gear, may exhibit:
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(i) when shooting their nets: two white lights in a vertical line;
(ii) when hauling their nets: one white light over one red light in a vertical line;
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.
(b) Each vessel engaged in pair trawling may exhibit:
(i) by night, a searchlight directed forward and in the direction of the other vessel of the pair;
(ii) when shooting or hauling their nets or when their nets have come fast upon an obstruction, the lights
prescribed in 2(a) above.
3. Signals for purse seiners
Vessels engaged in fishing with purse seine gear may exhibit two yellow lights in a vertical line. These lights
shall flash alternately every second and with equal light and occultation duration. These lights may be
exhibited only when the vessel is hampered by its fishing gear
Q. YOUR VESSEL’S HEADING SOUTH AND YOU SEE A SOUTH CARDINAL BUOY ON RIGHT AHEAD, WHAT
ISYOUR ACTION?
1.Stop engine
2.Take all her way off
3.Echo sounder on
4.Check the position of buoy on chart
5.Check the vessel position
6.Make a full appraisal of the situation
7.Decide the best course of action
*Q. NUC LIGHT + 1 WHITE LIGHT WHAT OTHER VSL USE THIS LIGHT?
●Vessel not under command making way through the water
●Vessel aground less than 50m in length
*Q. 1WHITE 1 YELLOW?
●Power-driven vessel towing, tow length can be less/greater than 200m. (from astern)
*Q. MEANING OF FLAG -B, G, H, Q, Y
B "I am taking in or discharging or carrying dangerous goods.
Bravo
G "I require a pilot"
Golf By fishing vessels near fishing grounds: "I am hauling nets."
H "I have a pilot on board
Hotel
Q "My vessel is 'healthy' and I request free pratique."
Quebec
Y "I am dragging my anchor."
Yankee
*Q. Q FLAG CAN CREW GO ASHORE?
Pratique is the license given to a ship to enter port on assurance from the captain to convince the authorities
that she is free from contagious disease. The clearance granted is commonly referred to as free pratique. A
ship can signal a request for pratique by flying a solid yellow square-shaped flag. This yellow flag is
the Q flag in the set of international maritime signal flags.
No, can’t go ashore.
Q. A VESSEL EXHIBITS THE INTERNATIONAL CODE FLAGS ‘YG’. WHAT WOULD THIS MEAN TO YOU?
This signal would indicate my vessel is not complying with the traffic separation scheme. Immediately check
my own vessels position and ascertain that the ship’s course is correct and that the vessel is not infringing
regulation ‘10’ of “The Regulations for the Prevention of Collisions at Sea”.
Q. WHEN APPROACHING A HIDDEN BEND IN A RIVER PASSAGEE, THE LOOK OUTS REPORTS HEARING ONE (1)
PROLONGED BLAST FOLLOWED BY TWO (2) SHORT BLASTS, AT INTERVALS OF NOT MORE THAN 2 MINUTES,
FROM A POSITION AROUND THE BEND, ACTION?
This is a Fog Signal, and it must be assumed that poor visibility lies in the river around the bend. As such I
must prepare the bridge for entering poor visibility, as per the regulations for the prevention of collision at
sea.
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Q. WHEN NAVIGATING AT REDUCED SPEED IN CONDITIONS OF POOR VISIBILITY YOU DETECT A FOG SIGNAL
APPARENTLY FOUR POINTS FORWARD OF THE SHIP’S BEAM ON STBD SIDE. NO TARGET IS VISIBLE ON THE
RADAR SCREEN WHAT WOULD YOU DO?
●Stop the vessel’s ahead motion and all way off the ship.
●Once the way is off the vessel and she is not making way over the ground, the ship’s fog signal should be
changed from the previous one (1) prolonged blast to two (20 prolonged blasts at intervals not exceeding
two minutes.
●Increase lookout, change ranges on the Radar, in order to pin-point the position of the target. Additionally,
increase the frequency of the ship’s fog signals.
Q. WHAT INDICATION COULD BE DETECTED BY NAVIGATOR OF REDUCED VISIBILITY CONDITIONS BEGINNING
TO SET IN?
By inspection of the Masthead Steaming, navigation lights, it will be noticed that back scattering of light is
occurring in front of the light position.
Q. WHICH VESSELS MUST COMPLY WITH THE REGULATIONS FOR THE PREVENTION OF COLLISION AT SEA?
All vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels.
Q. WHILE IN OPEN WATERS YOU SIGHT A VESSEL FLYING THE INTERNATIONAL CODE FLAGS “NC”. WHAT
ACTION YOU WOULD TAKE?
“NC” is a recognized “distress signal”. On sighting of this signal, I would contact with that ship and inform
engine to place on STBY mode, and initiate procedure to render immediate assistance depending on the
nature of distress and prevailing circumstances.
*Q. MEANING OF COMPOSITE GROUP FLASH
A group-flashing light in which the flashes combined in successive groups of different numbers of flashes.
EXAMPLE
An example of a composite group flashing light can be found at Cape Balshaw near Cape Woodward on the
Northern Territories (Fig 3.63)
This composite group flashing light is abbreviated “FL (2+1). This light is a variation of a group flashing light
with an extra flashing element. This light has a period of 30 seconds which is quite a long time period to
identify a repeating pattern (Fig 3.63). Undoubtedly this is helped due to the strength of the light as it has a
nominal range and during periods of good visibility can be see for 22 nautical miles. The centre of the light is
87 metres above the MHWS tide level (Mean High Water Springs).
No colour is mentioned in the light characteristic’s information, so we know by default it is a white light. The
lighthouse also has a fog signal which has the same signature and period as the light.
Please note that the 2 + 1 light characteristic is a common sequence seen on preferred channel markers
(PCM) but will always be either a red or green light. This red or green 2+1 sequence is never used and cannot
be mistaken for normal lateral marks.
Q. A VESSEL ENGAGED INTOWING IS BEING APPROACHED BY ANOTHER VESSEL WHICH APPEARS TO BE
HEADING TOWARDS THE AREA OF THE TOWLINE. HOW CAN THE TOWING VESSEL DRAW THE ATTENTION OF
THE APPROACHING VESSEL TO THE DANGER?
The towing vessel could direct a search light towards the towline, to draw attention to the danger of the
towing operation.
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Q. CAN A VESSEL MAKE A DEPARTURE FROM THE REGULATIONS FOR THE PREVENTION OF COLLLISION AT
SEA?
Yes. Under the direction of regulation 2, a vessel may make a departure from the anti-collision regulations to
avoid immediate danger.
Q. WHILE ON ROUTE TOWARDS JAPAN, YOUR SHIP ENCOUNTERS A VESSEL ENGAGED IN FISHING, OTHER
THAN A TRAWLER, WITHS ITS NETS EXTENDED MORE THAN 150M IN TO THE SEAWAY. YOU OBSERVE THIS
FISHING CRAFT ‘PORT SIDE OPEN’ AT APPROXIMATELY FOUR COMPASS POINTS OFF YOUR OWN PORT BOW.
ITS NETS ARE SEEN TO BE ACROSS YOUR INTENDED TRACK AND A LAND MASS IS ON YOUR OWN PORT SIDE.
WHAT ACTION COULD YOU TAKE KNOWING THAT JAPANESE FISHING BOAT HAVE THEIR NETS EXTENDING
UP TO 90 NM INTO THE SEA?
The land mass on the ship’s port side restricts an alteration of course to port. Such a restriction would force
the ship to cross the nets of the fishing vessel. I would do following:
1.Direct the ship’s course to pass between the fishing net buoys
2.Cross the nets at right angle to spend as little time as possible over nets
3.Zero pitch on propellers or stop propellers when passing over nets.
Q. WHEN ENTERING A BUOYED CHANNEL, YOU SEE TWO PORT HAND LATERAL MARKS, POSITIONED CLOSE
TOGETHER. WHAT DOES THIS SIGNIFY?
A ‘new danger’ inside the channel on the port hand side.
Q. WHEN APPROACHING A NEW DANGER, MARKED BY DOUBLE ‘CARDINAL MARKS’, IT IS NOTED THAT A
RADAR SIGNATURE IS BEING EMITTED FROM ONE OF THE TWO MARKS. WHAT IS THIS RADAR FEATURE?
Anew danger is fitted with a RACON ‘D’ Morse code signal, showing at a reflected signature range of 1 NM.
Q. WHAT TYPE OF BUOYS WOULD YOU EXCEPT TO MARK THE SIDES OF A TSS?
Special marks, marking a channel within a channel
Q. WHEN LEAVING HARBOUR, A VESSEL SIGHTS A PORT HAND PREFERRED CHANNEL MARK (PREFERRED
CHANNEL TO STBD-SYSTEM ‘A’). WHAT ACTION WOULD YOU EXPECT THE VESSEL TO TAKE?
Alter course to port and remain in the deep-water channel (treat the mark as a port hand buoy and leave it
to STBD when departing the harbour).
Q. A VESSEL IS STEERING 1350 AND SIGHTS AN EAST CARDINAL MARK, RIGHT AHEAD. WHAT ACTION WOULD
YOU EXPECT THE VESSEL TO TAKE?
Alter course to port and pass to the East of the mark.
Q. A BUOY NOTED TO BE OUT OF POSITION, FROM THAT GIVEN ON CHART. WHAT SHOULD THE MASTER OF
THE VESSEL DO?
The master would transmit via a Coast Radio Station a Navigation (security) Warning. He would also report
the hazard to Hydrographic Office by means of the “Hydrographic Note” found in the Weekly Notices to
Mariners or the Mariners Hand book.
*Q. SHIP ON RIGHT AHEAD SHOWING TWO MAST LIGHTS AND SIDE LIGHTS.WHAT ARE THE POSIBILITIES?
EXPLAIN ARC OF VISIBILITYOF LIGHTS, DAY SHAPE, FOG SIGNAL AND ACTION FOR EACH POSSIBILITY?
●Power-driven vessel probably 50 m or more underway (seen end on)
●Power-driven vessel towing, tow 200m or less in length (seen end on)
●Power-driven vessel when pushing ahead or towing alongside (seen end on)
Visibility of lights
Mast Head light 6 miles (2250)
Side lights 3 miles (112.50)
White all-round light 3 miles (3600)
Day shape
A diamond shape at or near the aftermost extremity of the last vessel or object being towed and if the length
of the tow exceeds 200m an additional diamond shape where it can best be seen and located as far forward
as is practicable.
Fog signal
The towing vessel: Vessel engaged in towing one (1) prolonged blast followed by two (2) short blasts at
interval not more than 02 minutes
The vessel being towed: The vessel which is under tow should sound the fog signal of one (1) prolonged blast
plus three short blasts on the ship’s whistle, immediately after the fog signal made by the tug. The towed
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vessel would only make the signal if manned. This signal is effectively made at intervals not greater than 2
minutes, as that is the designated interval of the signal made by the towing vessels.
When a pushing vessel and a vessel being pushed ahead are rigidly connected in a composite unit they shall
be regarded as a power-driven vessel and shall give –
● If making way through water shall sound at intervals of not more than 2 minutes one (1) prolonged blast
●If underway but stopped and making no way through the water shall sound at intervals of no more than 2
minutes two (2) prolonged blasts in succession with an interval of about 02 seconds between them.
Action
●One short blast, a/c to STBD.
*Q. SHOWING TWO MAST LIGHTS AND SIDE LIGHTS ON 3 PTS ON STBD SIDE ACTION
↙ Here rule 18 (a) applicable,
TOW Action
PD↑ ●Start taking compass bearing,
(OWN) ●Determine ROC
●If ROC is existing
●Give 1 SB a/c to stbd and keep out of the way the vessel engaged in towing.
*1 WHITE, I FLASHING YELLOW-POSIBILITIES? 2 PT ON PORT BOW, ACTION?
●Submarine underway on the surface (viewing from astern)
●Air-cushion vessel when operating in the non-displacement mode (viewing from astern)
●Air-cushion vessel when operating in the non-displacement mode, less than 50m in length (viewing from
astern)
↑
ACV/SUB
↑PD
(OWN)
*Q. STBD HAND BUOY, REGION ‘B’FULL DETAILS.ACTION IF SEE THIS BUOY RIGHT AHEAD?
Details see above
Ꙛ STBD (RED) Action
BUOY IN “B” When entering to a channel under IALA “B” system STBD hand buoy i.e. red buoy to
↑PD (OWN) be left to STBD and maintain course in deep mid-channel.
*Q. PORT HAND BUOY REGION ‘B’EXPLAIN, SEE RIGHT AHEAD, ACTION?
Details see above
Ꙛ PORT (GREEN) Action
BUOY IN “B” When entering to a channel under IALA “B” system Port hand buoy i.e. green buoy to
↑PD (OWN) be left to port and maintain course in deep mid-channel.
Q. SITUATION FOR 2 PD AND WE ARE ON PD1
↑ Here PD2 is overtaking to another PD so, rule no 13 will applicable. Notwithstanding anything
PD1 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.
PD2 Action
●Keep proper lookout.
●Maintain proper CPA as per company policy.
↑ Here PD2 is overtaking to another PD so, rule no 13 will applicable. Notwithstanding
PD1 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.
↑
Action
PD2
●Keep proper lookout.
●Maintain proper CPA as per company policy.
●If required then can alter the course for few degrees to port to maintain proper CPA
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Q. SITUATION FOR 2 PD AND WE ARE ON PD 1
Here is PD2 is overtaking to another PD so rule no 13 will applicable. As per rule 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.
│ PD2
Action
↑ │ ●Start taking compass bearing,
PD1 │ ●Determine ROC
│ ●If ROC is existing
│ ●Give 5 SRB.
●Still no change, reduce the speed or take all the way off.
│ ↖ subsequent alteration of the bearing between the two vessels shall not make the
│ PD2 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.
PD1 │ Action
●Keep broad alteration to avoid the ROC situation.
↗ │ subsequent alteration of the bearing between the two vessels shall not make the
PD2 │ overtaking vessel, a crossing vessel within the meaning of these rules or relieve her of the
│ ↑ Action
│ PD1 ●Start taking compass bearing,
●Determine ROC,
●Give 5 SRB.
●Still no change, reduce the speed or take all the way off.
↗ │ subsequent alteration of the bearing between the two vessels shall not make the
PD2 │ overtaking vessel, a crossing vessel within the meaning of these rules or relieve her of the
│ ↑ Action
│ PD1 ●Keep broad alteration to avoid the ROC situation.
Here rule no 14 will be applicable. 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
PD1 so that each shall pass on the port side of the other.
↑ Action
PD2 ●1 SB, alter to STBD and keep well clear to situation
Here rule no 14 will be applicable. 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
PD1 so that each shall pass on the port side of the other.
↑ Action
PD2 ●1 SB, alter to STBD and keep well clear to situation
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Q. SITUATION FOR 1NUC AND 1 RAM
↓ Here rule no 18 will be applicable. According to rule no 18 ‘A’ we have to keep clear to NUC
NUC Action
↑ ●Inform master
RAM(OWN) ●Action take as per master instruction.
← Here rule no 15 will be applicable. When two power-driven vessels are crossing so as to
PD1 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. In case if pd 2 is not taking action
Action
●Start taking compass bearing,
↑ ●Determine ROC,
PD2 ●If roc is existing
●Give 5 SRB
●Still no change, give 1 S.B. and alter to stbd or reduce the speed or take all the way off
and keep well clear off the situations as per rule 17 a (2).
← Here rule no 15 will be applicable. When two power-driven vessels are crossing so as to
the other vessel.
Action
↑ ●Start taking compass bearing,
PD2 ●Determine ROC,
●If roc is existing
●Give 5 SRB
●1 S.B. and alter to stbd and keep well clear to the situations as per rule 16.
→ Here rule no 15 will be applicable. When two power-driven vessels are crossing so as to
the other vessel.
Action
●Give 5 SRB
●1 SB and alter to stbd and keep well clear to the situations as per rule 16.
→ Here rule no 15 will be applicable. When two power-driven vessels are crossing so as to
the other vessel. In case if pd 1 is not taking action
Action
●Give 5 SRB
● Still no change, give 1 SB and alter to stbd or reduce the speed or take all the way off
and keep well clear off the situations as per rule 17 a (2).
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Q. SITUATION FOR 3 PD AND WE ARE IN BETWEEN THEM
← Here rule no 15 will be applicable with PD1 and own vsl. When two power-
PD1 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.
OWN Action
PD ●Start taking compass bearing,
●Determine ROC,
↑
PD2
●1 SB, alter to stbd and keep well clear to the situation as per rule no 16.
Q. SITUATION FOR 3 PD AND WE ARE IN BETWEEN THEM
← Here rule no 15 will be applicable with PD1 and own vsl when two power-driven
PD1 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
Ꙩ the case admit, avoid crossing ahead of the other vessel.
SP Action
↑
●Determine ROC
OWN
●If roc is existing,
PD
●Since we have shallow patch on STBD side and on our Port side is another vsl. So,
↑ we will reduce the speed minimum to keep ourselves on course, let pd1 pass then
PD2 we will follow our course and speed
Q. SITUATION FOR 1 PD AND 1SV WE ARE IN TSS
꙱ │← Here rule no 10 will be applicable with SV and own vsl because in TSS rule no 18 is
│SV not applicable so we will maintain course and speed and SV have to take action. If SV
is not taking action then
↑ │ITZ Action
SZ OWN │ ●Start taking compass
PD ●Bearing,
●Determine ROC,
꙱ │
│
●Give 5 RSB- still no change then
SL
●Since we are in TSS so we have to reduce the speed and take all the way off and
keep well clear situation.
Q. SITUATION FOR 1PD AND 1SV WE ARE IN TSS
꙱ │← Here rule no 10 will be applicable with PD and own vsl because in TSS rule no 18 is
│SV not applicable so we have to take the action
OWN Action
↑ │ITZ ●Start taking compass
SZ PD │ ●Bearing,
●Determine ROC,
꙱ SL ●Take action and keep well clear the situation.
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Q. SITUATION FOR 2 PD AND WE ARE IN TSS
꙱ │← Here rule no 10 will be applicable with PD and own vsl. So, we have to take the
│PD action.
OWN Action
SZ ↑ │ITZ ●Start taking compass
PD │ ●Bearing,
꙱ SL ●Determine ROC,
●Give 1 SB and alter the course to STBD and keep well clear the situation.
Q. SITUATION FOR 2 PD AND WE ARE IN TSS
꙱ │← Here rule no 10 will be applicable with PD and own vsl. So, we will maintain course
│PD and speed and PD have to take action. If PD is not taking action then.
Action
●Start taking compass
●Bearing,
SZ ↑ │ITZ ●Determine ROC,
PD │ ●If ROC is existing
꙱ OWN SL ●Give 5 RSB Still no change, then-
keep well clear
Q. SITUATION FOR 1PD AND 1 CBD/NUC AND WE ARE IN TSS
꙱ │← Here rule no 10 and 8f will be applicable with CBD or NUC and own VSL because in
│CBD TSS rule no 18 is not applicable. So, we will maintain course and speed and
│/ CBD/NUC have to take action. If CBD/NUC is not taking action then
│NUC Action
●start taking compass bearing,
PD │ ●If ROC is existing
꙱ OWN SL ●Give 5 RSB. still no change, then
꙱ │← Here rule no 10 and 8f will be applicable with own vsl and CBD/NUC because in TSS
│PD rule no 18 is not applicable. So, we have to take the action.
OWN Action
CBD/ │ ●If ROC is existing
꙱ NUC SL ●Give 1 SB and alter the course to stbd and keep well clear the situation.
꙱ │← Here rule no 10 and 8f will be applicable with CBD/NUC and own vsl. So, we will
│PD maintain course and speed and PD have to take action. if PD is not taking action
then-
Action
SZ ↑ │ITZ ●Start taking compass
CBD/ │ ●Bearing,
꙱ NUC SL ●Determine ROC,
OWN ●If ROC is existing
●Give 5 RSB. still no change, then-
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Q. SITUATION WITH 2 PD
OWN Here PD vsl is overtaking own vsl. So, rule no 13 will be applicable
PD Action
↖ ●Determine ROC,
PD ●If ROC is existing
●2 SB alter to port and keep well clear to the situation.
Q. SITUATION WITH 2 PD
OWN Here pd vsl is overtaking own vsl so rule no 13 will be applicable.
PD Action
↗ ●Determine ROC,
●1 SB alter to stbd and keep well clear to the situation.
Q. SITUATION FOR 2 PD
PD Here rule no 14 will be applicable with PD and own vsl 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
Ꙩ starboard so that each shall pass on the port side of the other.
SP Action
PD ●Since we have shallow patch on stbd side so we will give 2 SB and wider alter to port and
OWN keep well clear to situation.
Q. SITUATION FOR 2NUC
Here both are NUC and we are on 1 of them
↗ ↖ Action
NUC NUC ●Start taking compass bearing,
OWN ●Determine ROC,
●Check depth if sufficient drop anchor
●Inform master
Q. SITUATION FOR 2NUC
Here both are NUC and we are on 1 of them
↗ ↖ Action
NUC NUC ●Start taking compass bearing,
OWN ●Determine ROC,
●Check depth if sufficient drop anchor
●Inform master.
Q. SITUATION FOR 2 PD
OWN Here rule no 14 will be applicable with pd and own vsl. When two power-driven vessels are
PD 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.
Ꙩ Action
SP ●Start taking compass bearing,
●Determine ROC
↑ ●Since we have shallow patch on port side and according to rule, we have to alter to
PD STBD to safe passage so we will act accordingly with keeping the action of another PD vsl.
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Q. WHEN 1 PD 1 FV AND 1 CBD/NUC/RAM
RAM/CBD In this situation in head on we have PD and on port 1 FV so according to rule 18 both
/NUC have Keep clear.
OWN Action
↓ ●Start taking compass bearing,
FV ●Determine ROC,
→ ●If ROC is existing
↑ ●Give 5 SRB. if no change
PD ●Take all way off by stopping or reversing her means of propulsion and Inform master.
Q. WHEN 1 PD 1 FV AND 1 CBD/NUC /RAM
RAM/CBD In this situation in head on we have RAM/NUC/CBD and on port 1 shallow
/NUC patch and on STBD 1FV so according to rule 18 we have to keep clear.
↓ Action
FV Ꙩ ●Start taking compass bearing,
→ SP ●Determine ROC,
↑ ●If ROC is existing
PD OWN ●Give 2 SB and alter to port as per rule 2B and keep clear to the situation.
Q. WHEN 1 PD 1 FV AND 1 CBD/NUC /RAM
RV RAM/CBD In this situation in head on we have RAM/NUC/CBD and on port 1 shallow
/NUC patch and on STBD 1FV so,
↓ Action
FV Ꙩ ●Start radar plotting,
→ SP ●Determine ROC,
PD OWN ●Alter to port as per rule 2B and keep clear to the situation.
Q. SITUATION FOR 2PD AND 1SV IN NARROW CHANNEL
PD We are in narrow channel and when this is the case then SV have to keep clear as per rule 9
↓ Action
꙱ SV ●Determine ROC,
NC ↖ ●If ROC is existing,
↑ ●Give 5 SRB. if no change
PD ●Reduce the speed let SV pass ahead of us
OWN ●If vsl on head on taking action
●Take all way off by stopping or reversing her means of propulsion and inform VTS.
Q. SITUATION FOR 1RAM AND 1 CBD
← Here rule 18 will be applicable
RAM Action
OWN ●start taking compass bearing,
●Determine roc,
↑ ●If roc is there give 5 SRB,
CBD ●according rule 18d it’s the duty of CBD to keep clear but if she is not taking action, then
●Reduced the speed let her pass ahead of us, then
●Maintain course and speed.
Q. SITUATION FOR 1RAM AND 1 CBD
← Here rule 18 will be applicable
RAM Action
●Determine ROC,
CBD ●According to rule 18d it’s our duty to keep clear to the RAM so
OWN ●Reduced the speed,
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●Let her pass then maintain course and speed.
Q. SITUATION FOR 2PD AND 1 CBD

← Here rule 15 will be applicable. We have CBD on stbd side and pd on port bow so it’s
CBD our responsibility to keep clear the situation.
↘ Action
OWN ●Give 1 SB and alter to STBD and keep well clear to the situations.
Q. SITUATION FOR 2CBD AND 2PD
CBD Here rule 18 will be applicable. We have CBD overtaking on stbd side and pd on port
↓ side and 1cbd on head on so it’s our responsibility to keep clear to the situation.
Action
→ ↑ ●Determine ROC,
PD CBD ●If ROC is existing
↑ ●Can reduced the speed and pass astern of STBD CBD vsl or if required then
PD ●Give 2 SB and wider alter to port and keep well clear to the situations as per rule
OWN no 2b.
Q. SITUATION FOR 2CBD AND 2PD
CBD Here rule 18 will be applicable. We have CBD overtaking on stbd side and pd on
↓ port side and 1cbd on head on so it’s our responsibility to keep clear to the
situation.
→ Action
●Determine ROC,
↑ CBD ●If ROC is existing
PD ↑ ●Give 2 SB and wider alter to port and keep well clear to the situations as per
OWN rule no 2b.
Q. SITUATION FOR 1PD AND 1 SEAPLANE/WIG
← SEAPLANE/WIG Here rule 18 will be applicable. As per rule 18 seaplane/wig have to
keep clear PD
↑ Action
PD OWN ●Maintain course and speed.
Q. SITUATION FOR 1PD AND 1 SEAPLANE/WIG
← Here rule 18 will be applicable. As per rule 18 seaplane/wig have to keep clear PD
SEAPLANE Action
/WIG ●Start taking compass bearing,
(OWN) ●Determine ROC,
↑ ●if ROC is there;
PD ●Reduced the speed let her pass ahead of us or give 1 SB and alter course to stbd and
keep well clear the situation.
Q. SITUATION FOR 3PD AND RV CONDITION
PD RV Here rule 19 will be applicable
↓ Action
PD ●Start radar plotting,
↖ ●Determine ROC,
↑ ●If ROC is existing,
PD(OWN) ●Reduce the speed or take all way off and navigate with extreme cautions
21 | P a g e
↓ PD RV Here rule 19 will be applicable
Action
●Start radar plotting
↑
●Determine roc
PD
●If roc is there
(OWN)
●Alter the course to stbd side and keep clear to the situation as per rule no 19 d (1)
RV ↙ Here rule 19 will be applicable
PD Action
●Start radar plotting
↑
●Determine ROC,
PD
●If ROC is existing,
(OWN)
●Give broad alteration to stbd as per rule no 19 d (1)
RV PD Here a PD trying to overtake from port side
(OWN) Action
↑ ●Start radar plotting
●Determine ROC,
↗ ●If ROC is existing,
PD ●Alter to stbd let him overtake, Then
●Maintain course and speed.
RV PD Here we are trying to overtake from port side in RV we can overtake from any side
↑ Action
↗ ●Check the down coming traffic
PD ●If no traffic then alter port and overtake from port side
OWN ●If there is traffic then alter STBD or port and overtake according to down coming traffic.
PD RV Here PD is trying to overtake from stbd side
(OWN) Action
↑ ●Start radar plotting
●Determine ROC,
↖ ●If ROC is existing,
PD ●Alter to port let him overtake
●Then maintain course and speed.
PD RV Here we are trying to overtake from stbd side in RV we can overtake from any side
↑ Action
↖ ●Check the down coming traffic
PD ●If no traffic then alter STBD and overtake from port side
OWN ●If there is traffic then alter stbd or port and overtake according to down coming traffic
Q. SITUATION FOR 1PD AND RV CONDITION AND OPERATIONAL RADAR
RV FOG Here rule 19 will be applicable
SIGNAL Action
¤¤¤¤ ●Start radar plotting
●Determine ROC,
RADAR ↑ ●If ROC is existing,
OPERATIONAL PD ●Broad alteration to stbd
OWN ●Increase the frequency of fog signal
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Q. SITUATION FOR 1PD AND RV CONDITION AND NON-OPERATIONAL RADAR
RV FOG Here rule 19 will be applicable
SIGNAL Action
¤¤¤¤ ●Determine ROC,
RADAR NON- ↑ ●If ROC is existing,
OPERATIONAL PD ●Broad alteration to stbd
OWN ●Increase the frequency of fog signal
Q. SITUATION FOR 1PD AND 1 AGROUND VSL
← Here we have vsl aground right ahead so as we came to know that we have aground vsl
VSL right ahead then
AGROUND Action
●Harder STBD
↑ ●Reverse the course
PD OWN ●Inform the master
Q. IF WE HEADING N AND WE SAW NORTH CARDINAL BUOY RIGHT AHEAD.
ꓥ The north cardinal mark mean it is to pass north of this mark if we see north cardinal mark
ꓥ on right ahead then it means we are running to danger.
NCM Action
1.Stop engine
↑ 2.Take all her way off
PD OWN 3.Echo sounder on
7.Decide the best course of action-
●Reverse the course
●Hard stbd
●Turn to stbd and keep clear to the danger
A check on the state of tide as to whether it is rising or falling could influence the outcome.
Q. IF WE HEADING S AND WE SAW SOUTH CARDINAL BUOY RIGHT AHEAD
PD The south cardinal mark mean it is to pass south of this mark if we see south cardinal mark
(OWN) on right ahead then it means we are running to danger.
↓ Action
1.Stop engine
ꓦ 2.Take all her way off
ꓦ 3.Echo sounder on
SCM 4.Check the position of buoy on chart
●Hard stbd
A check on the state of tide as to whether it is rising or falling could influence the outcome.
*Q. IF WE HEADING E AND WE SAW EAST CARDINAL BUOY RIGHT AHEAD
→ ꓥ The east cardinal mark mean is to pass east of this mark if we see east cardinal mark on
PD ꓦ right ahead then it means we are running to danger.
OWN ECM Action
1.Stop engine
3.Echo sounder on
23 | P a g e
●Hard stbd
A check on the state of tide as to whether it is rising or falling could influence the
outcome.
*Q. IF WE HEADING W AND WE SAW WEST CARDINAL BUOY RIGHT AHEAD
ꓦ ← The west cardinal mark mean is to pass west of this mark if we see west cardinal mark on
ꓥ PD Right ahead then it means we are running to danger
WCM OWN Action
1.Stop engine
3.Echo sounder on
●Hard stbd
●Turn to port and keep clear to the danger
A check on the state of tide as to whether it is rising or falling could influence the
outcome.
Q. IF WE MAKING WAY AND W CARDINAL BUOY ON STBD SIDE PD
← PD In this situation, we generally apply-rule no. 15 but we cannot alter
ꓥ to STBD because we have danger on our STBD side so for the
ꓥ(NCM) safe passing we will reduce the speed let other vsl pass ahead of us.
ꓦ
ꓥ(WCM)
↑ PD(OWN)
Q. IF WE HEADING S AND CARDINAL BUOYS ARE IN THIS WAY
↓ PD(OWN) In this situation, we are having north cardinal mark on stbd side which is not
ꓥ affecting our passage but we have w cardinal mark on right ahead so to avoid
ꓥ(NCM) danger we will give 1 SB and alter to stbd and pass well clear to west of
ꓦ west cardinal buoy.
ꓥ(WCM)
*Q. SOUTH CARDINAL MARKS? HDG WEST, SIGHTED RIGHT AHEAD ACTION?
ꓦ PD In this situation, we are having south cardinal mark ahead which is affecting our passage so
ꓦ ← after consulting chart to avoid danger we will give 2 SB and alter to port until SCM come to
SCM OWN my STBD bow and pass well clear to south of south cardinal buoy.
*Q. NORTH CARDINAL MARK, HDG 270, ACTION
ꓥ PD In this situation, we are having north cardinal mark ahead which is affecting our passage so
ꓥ ← after consulting chart to avoid danger we will give 1 SB and alter to STBD until NCM come
NCM OWN to my port bow and pass well clear to north of north cardinal buoy.
*Q. CBD ON PORT BOW. ACTION?
CBD Here rule no 18a will be applicable with CBD and own vsl. So, we will have to take action.
→ Action
↑PD ●Since we have to keep out of the CBD so reduce the speed and allow CBD cross ahead.
(OWN)
24 | P a g e
*Q. ROR ACTIONS WITH RULE -2,7, 9,10,15,19
*Q. BEARING CLOSING AND OPENING, HOW TO DETERMINE RISK OF COLLISION
*Q. HOW TO COMMUNICATE BETWEEN TWO VSL WITHOUT THE VSLS IN VICINITY BEING AWERE OF IT?
25 | P a g e

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***COLREG + IALA BUOYAGE SYSTEM+FLAG***

S M TOMIZ UDDIN :1055 MFA 25TH, A1MC20180601-A (24) ALAM015268

COLOUR RED GREEN

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

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

LIGHT COLOUR RED GREEN

ANY APART FROM COMPOSITE

PREFERRED CHANNEL TO STARBOARD PREFERRED CHANNEL TO PORT

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

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

LIGHT COLOUR RED GREEN

COLOUR GREEN RED

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

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

LIGHT COLOUR GREEN RED

PREFERRED CHANNEL TO STARBOARD PREFERRED CHANNEL TO PORT

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

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

LIGHT COLOUR GREEN RED

BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR

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

LIGHT COLOUR WHITE WHITE

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

SOUTH CARDINAL MARK WEST CARDINAL MARK

BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR

2 BLACK CONES POINTING

LIGHT COLOUR WHITE WHITE

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

COLOUR RED AND WHITE VERTICAL STRIPES

BUOY SHAPE PILLAR, SPAR, SPHERICAL

TOPMARK SINGLE RED SPHERE

LIGHT COLOUR WHITE

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

ISOLATED DANGER MARK

COLOUR BLACK WITH ONE OR MORE RED HORIZONTAL BANDS

BUOY SHAPE PILLAR OR SPAR

TOPMARK 2 BLACK SPHERES, DISPOSED of VERTICALLY

LIGHT COLOUR WHITE

LIGHT RYTHM GROUP FLASHING 2

TOPMARK SINGLE YELLOW CROSS – ‘X’ SHAPED

LIGHT COLOUR YELLOW

LIGHT RHYTHM ANY RHYTHM NOT USED FOR WHITE LIGHT

COLOUR YELLOW AND BLUE STRIPES – MINIMUM 4 MAXIMUM 8

BUOY SHAPE PILLAR OR SPAR

TOPMARK UPRIGHT YELLOW CROSS +

LIGHT COLOUR YELLOW

Q. SITUATION FOR 2PD AND 1 CBD

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COLREG + IALA BUOYAGE SYSTEM+FLAG