RULE 1 –Application

a. These Rules shall apply to all vessels upon the high seas and in all waters
connected therewith navigable by sea-going vessels.
b. Nothing in these Rules shall interfere with the operation of special rules made by
an appropriate authority for roadsteads, harbors, rivers, lakes or inland
waterways connected with the high seas and navigable by sea-going
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
rules made by the Government of any State with respect to additional station
or signal lights or whistle signals for ships of war and vessels proceeding
under convoy, or with respect to additional station or signal lights for
fishing vessels engaged in fishing as a fleet. These additional station or
signal lights or whistle signals shall, so far as possible, be such that they cannot
be mistaken for any light or signal authorized elsewhere under these Rules.
d. Traffic separation schemes may be adopted by the Organisation for the
purpose of these Rules.
e. Whenever the Government concerned shall have determined that a vessel of
special construction or purpose cannot comply fully with the provisions of
any of these Rules with respect to the number, position, range or arc of visibility
of lights or shapes, as well as to the disposition and characteristics of sound-
signalling appliances, without interfering with the special function of the vessel,
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 to
that vessel.

RULE 2 - Responsibility

a. Nothing in these Rules shall exonerate any vessel, or the owner, master or crew
thereof, from the consequences of any neglect to comply with these Rules or
of the neglect of any precaution which may be required by the ordinary practice
of seamen, or by the special circumstances of the case.
b. In consenting 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 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 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, 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 maneuverability, but does not
include a vessel fishing with trolling lines or other fishing apparatus which do not
restrict maneuverability;
e. the word "seaplane" includes any aircraft designed to maneuver on the water;
f. the term "vessel not under command" means a vessel which through some
exceptional circumstances is unable to maneuver 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 maneuver" means a vessel which from
the nature of her work is restricted in her ability to maneuver as required by these
Rules and is therefore unable to keep out of the way of another vessel. The term
"vessels restricted in their ability to maneuver" shall include but not be limited
to:
1. a vessel engaged in laying, servicing or picking up a navigation mark,
submarine cable or pipeline;
2. a vessel engaged in dredging, surveying or underwater operations;
3. a vessel engaged in replenishment or transferring persons, provisions or
cargo while underway;
4. a vessel engaged in the launching or recovery of aircraft;
5. a vessel engaged in minesweeping operations;
6. a vessel engaged in a towing operation such as severely restricts the
towing vessel and her tow in their ability to deviate from their course;
h. the term "vessel constrained by her draught" means a power-driven vessel which
because of her draught in relation to the available depth of 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 ore can be
observed visually from the other;
l. the term "restricted visibility" means any condition in which visibility is restricted
by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar
causes.
m. "mile" means nautical mile
Application of the rules as set out in Rule 1

Rule 1 (a) These Rules shall apply to all vessels upon the high seas and in all waters
connected therewith navigable by seagoing vessels.

All ships, big or small are to follow the rules as given in COLREGS. Small yachts,
fishing vessels, and other barges as long as they sail on the seas. All waters connected
to the high seas which include major rivers, having ports on their banks and which are
visited by sea-going vessels. High seas - means open seas, coastal waters or waters
far away from land. All bays, and canals which are connected to the seas provided that
they are sailed on by ocean-going vessels. However certain exemptions are given to
this latter by paragraph ‘b’ of this Rule.

Rule 1 (b) Nothing in these Rules shall interfere with the operation of special rules made
by an appropriate authority for roadsteads, harbors, 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.

A harbor or port authority or a country may make some special rules for their port
approaches or rivers or anchorage areas; in that case, the COLREGS shall not cause
confusion in having an opposing view to the rules. These special rules if made shall
remain restricted only to the defined areas as stated “roadsteads, harbors, rivers, lakes
or inland waterways“. The appropriate authority would be the body in control of the area
concerned. However, the rules that a country or port makes shall not be too dissimilar to
the COLREGS so as to minimize confusion and errors, thus reducing potential
accidents.

Roadstead - is a place outside a harbor where a ship can lie at anchor. It is an

enclosed area with an opening to the sea, narrower than a bay or gulf. It has a surface
that cannot be confused with an estuary. Natural roadsteads offer shelter from storms

Harbors or Harbours - A place on the coast where ships may moor in shelter,
especially one protected from rough water by piers, jetties, and other artificial structures.
Waterways – Inland waterways comprise of rivers, lakes, canals, and backwaters, etc which
are navigable

Rule 1 (c) Nothing in these Rules shall interfere with the operation of any special rules
made by the Government of any state with respect to additional station or signal lights,
shapes or whistle signals for ships of war and vessels proceeding under convoy, or with
respect to additional station or signal lights or shapes for fishing vessels engaged in
fishing as a fleet. These additional stations or signal lights, shapes or whistle signals
shall so far as possible, be such that they cannot be mistaken for any light, shape or
signal authorized elsewhere under these Rules.

If a country has made any special rules which may make compulsory for ships and
boats to show additional station or signals or lights for warships or for fishing fleets, then
these special rules will again be such that they should not be confusing to a seagoing
vessel. i.e. they should not be similar to another signal in the COLREGS with a different
meaning.

This point covers two aspects:

1. Additional station or signal lights, shapes or whistle signals – ships of war or

vessels proceeding under convoy.
2. Additional station or signal lights, shape – fishing vessels engaged in fishing as a
fleet.

Please note ‘whistle signals’ clause is absent when fishing vessels engaged in fishing
as a fleet. These additional provisions cannot be applied to a single fishing vessel
operating alone or independently and not forming a part of ‘a fleet’.

Rule 1 (d) Traffic separation schemes may be adopted by the Organization for the
purpose of these Rules.

The IMO may decide at any time and place to impose a traffic separation scheme,
which would make it easier to navigate in a major traffic area. The above Traffic
Separation Schemes will be for the purpose of enhancing the effectiveness of these
COLREGS.
Rule 1 (e) Whenever the Government concerned shall have determined that a vessel of
special construction or purpose cannot comply fully with the provisions of any of these
Rules with respect to the number, position, range or arc of visibility of lights or shapes,
as well as to the disposition and characteristics of sound-signaling appliances, such
vessel shall comply with such other provisions in regard to the number, position, range
or arc of visibility of lights or shapes, as well as to the disposition and characteristics of
sound-signaling appliances, as her Government shall have determined to be the
possible compliance with these Rules in respect of that vessel.

If a specially constructed ship (aircraft carrier), which due to the nature of the
equipment fitted does not have places where to fit the lights or shapes as required by
the COLREGS as specified in the annexes, then a government may allow these special
ships to carry their lights or shapes in a different place, but it shall make sure that these
are the closest deviation from the COLREGS. That is they are almost similar to those
fitted on regular ships.

This is the main difference between paragraph ‘c’ and ‘e’, requirements developed
under paragraph ‘c’ should have features which ‘cannot be mistaken for any light, shape
or signal authorized elsewhere under these Rules’ and these are ‘additional‘ to the
requirements stated in these Rules, Whereas the requirements developed to meet
paragraph ‘e’ are in lieu of the requirements of these Rules or are alternate substitutes
with closest possible compliance as the vessel concerned cannot comply with the
prescribed standards.

The responsibility to comply with the rules as set out in Rule 2

Everybody is responsible for any action taken aboard a vessel, and if involved in a
collision then both parties are responsible.

Complying with the regulations in rule 2 may include;

 Maintaining a proper look-out (Rule 5)

 Keeping a safe speed when necessary (Rule 6)
 Using all available means to avoid a collision (Rules 7 and 8)
 Taking a series of compass bearings of a crossing vessel (Rule 7(d)(i))
 Making proper use of the radar (Rule 7(b)
 Making correct use of a Traffic Separation Scheme (Rule 10)
 Following the Steering and Sailing Rules (Part B)
 Displaying the correct navigation lights and shapes
 Sounding or sounding the incorrect fog signal (Rule 35)
 Complying with Rule 19 in restricted visibility
Precautions which may be required by the ordinary practice of seamen or by the
special circumstances of the case

Some examples of precautionary measures required by good seamanship or by special

circumstances.

Precautions required by good seamanship:

 Check if the lights are really burning

 Avoid yawing when required to keep on course
 Answer any fog signal
 Keep clear of a vessel at anchor
 Reduce speed in shallow waters
 Avoid inappropriate use of mobile phones
 Act with your experience and common sense

Circumstances which may make a departure from the rules

To avoid immediate danger such as:

 Dangers to navigation and risk of collision (shallows, wrecks, etc.)

 Special circumstances (last minute action)
 Limitations of vessels
 Meeting a convoy of warships
 Meeting submarines
 Meeting a seaplane taking off or landing
 Meeting a WIG craft taking off or landing

Negligence in complying with the Rules:

 Not maintaining a proper look-out

 Not keeping a safe speed when necessary
 Not using all available means to avoid collision
 Not taking bearings
 Not making a proper use of radar
 Not keeping to the Starboard-side of a narrow channel (if possible)
 Not making a proper use of a traffic separation scheme
 Not observing the Steering and Sailing Rules
 Not carrying the correct lights and shapes
 Not sounding the fog signals
Terms in general definitions which apply throughout the rules

a. The word “vessel” includes every description of water craft, including non-
displacement craft, WIG craft and seaplanes, used or capable of being used as a
means of transportation on water.

a. The term “Power-driven vessel” means any vessel propelled by machinery.

b. The term “Sailing vessel” means any vessel under sail, provided that propelling
machinery, if fitted, is not being used.

c. The term “Vessel engaged in fishing” means any vessel fishing with nets, lines,
trawls or other fishing apparatus which restricts maneuverability, but not a vessel
fishing with trolling lines or other fishing apparatus which does not restrict
maneuverability.

d. The word “Seaplane” includes any aircraft designed to maneuver on the water.

e. The term “Vessel not under command” means a vessel, which through some
exceptional circumstances is unable to maneuver as required by the Rules, and is
therefore unable to keep out of the way of another vessel.
f. The term “Vessel restricted in her ability to maneuver” means a vessel which from
the nature of her work is restricted in her ability to maneuver as required by these Rules
and is therefore unable to keep out of the way of another vessel.

g. The term “vessels restricted in their ability to maneuver” shall include but
are not 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 maneuver.

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.

i. The term “Restricted visibility” means any condition in which visibility is restricted by fog,
mist, falling snow, heavy rainstorms, sandstorms or any other similar cause.

k. The term “Wing-In-Ground (WIG) craft” means a multimodal craft which, in its main
operational mode, flies in close proximity to the surface by utilizing surface-effect action

Contrast the term 'under way' and 'making way'

Underway: means not anchored, or made fast to the shore, or aground and is only
going through the water by tide and/or wind.

Making way: When a vessel is being propelled through the water by engine propulsion,
sails or oars. The vessel is easy to distinguish by day, at night you can only look at the
lights displayed for information.

 Special Lights - indicate the type of vessel such as fishing, NUC, CBD, RAM
 Fishing, Trawling, NUC, and RAM vessels are underway when show their
special lights, AND making way if they also show navigation lights. Not under
command vessels do not show masthead steaming lights when making way.
Any boat fishing and making way is a trawler.
 The reason for the different treatment is that certain vessels may or may not
be moving through the water by virtue of the work, they do - such as
dredgers, survey vessels and cable layers. Also fishing boats may drift with
nets out, or tow nets or trawls.
 Vessels NUC may have operational engines - or not. It is important to
separate all these situations because it would otherwise be uncertain what
the vessels may do and you need to decide on appropriate actions.

In fog, a motor vessel will make different fog signals:

 One long blast when making way.

 ·Two long blasts when stopped - not making way.

All other vessels in restricted visibility make sound signals (1 long and 2 short) when
making way; except the last vessel in a tow makes 1 long and 3 short sound signals.
 Module 2: PART B – STEERING AND SAILING RULES

SECTION I - CONDUCT OF VESSELS IN ANY CONDITION OF VISIBILITY (Rule 4 –

10)

RULE 4 - Application

Rules in this Section apply in any condition of visibility.

RULE 5 - Look-out

Every vessel shall at all times maintain a proper lookout 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.

RULE 6 - Safe speed

Every vessel shall at all times proceed at a safe speed so that she can take proper and
effective action to avoid collision and be stopped within a distance appropriate to the
prevailing circumstances and conditions.

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

a. By all vessels:
1. The state of visibility;
2. the traffic density including concentrations of fishing vessels or any other
vessels;
3. the maneuverability of the vessel with special reference to stopping
distance and turning ability in the prevailing conditions;
4. at night the presence of background light such as from shore lights or
from back scatter other own lights;
5. the state of wind, sea and current, and the proximity of navigational
hazards;
6. the draught in relation to the available depth of water.
b. Additionally, by vessels with operational radar:

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

2. any constraints imposed by the radar range scale in use;
3. the effect on radar detection of the sea state, weather and other sources
of interference;
4. the possibility that small vessels, ice and other floating objects may not be
detected by radar at an adequate range;
 5. the number, location and movement of vessels, detected by radar; the
more exact assessment of the visibility that may be possible when radar is
used to determine the range of vessels or other objects in the vicinity.

RULE 7 - Risk of collision

a. Every vessel shall use all available means appropriate to the prevailing
circumstances and conditions to determine if risk of collision exists. If there is any
doubt such risk shall be deemed to exist.
b. Proper use shall be made of radar equipment if fitted and operational, including
long-range scanning to obtain early warning of risk of collision and radar plotting
or equivalent systematic observation of detected objects.
c. Assumptions shall not be made on the basis of scanty information, especially
scanty radar information.
d. In determining if risk of collision exists the following considerations shall be
among those taken into account;
a. (i) Such risk shall be deemed to exist if the compass bearing of an
approaching vessel does not appreciably change;
b. (ii)such risk may sometimes exist even when an appreciable bearing
change is evident, particularly when approaching a very large vessel or a
tow or when approaching a vessel at close range.

RULE 8 - Action to avoid collision

a. Any action taken to avoid collision shall, if the circumstances of the case admit,
be positive, made in ample time and with due regard to the observance of good
seamanship.
b. Any alteration of course and/or speed to avoid collision shall, if the circumstances
of the case admit, be large enough to be readily apparent to another vessel
observing visually or by radar a succession of small alteration of course and/or
speed should be avoided.
c. If there is sufficient sea room, alteration of course alone may be the most
effective action to avoid at close quarters situation provided that it is made in
good time, is substantial and does not result in another close-quarters situation.
d. Action taken to avoid collision with another vessel shall be such as to result
in passing at a safe distance. The effectiveness of the action shall be carefully
checked until the other vessel is finally past and clear.
e. If necessary to avoid collision or allow more time to assess the situation, a vessel
shall slacken her speed or take all way off by stopping or reversing her means of
propulsion.
f. .

i. A vessel which, by any of these Rules, is required not to impede the passage or safe
passage of another vessel shall, when required by the circumstances of the case, take
early action to allow sufficient sea room for safe passage of the other vessel.
ii. A vessel required not to impede the passage or safe passage of another vessel is not
relieved of this obligation if approaching the other vessel so as to involve risk of
collision and shall, when taking action, have full regard to the action which may be
required by the Rules of this Part.

iii. A vessel the passage of which is not to be impeded remains fully obliged to comply
with the Rules of this Part when the two vessels are approaching one another so as to
involve risk of collision.

RULE 9 - Narrow Channels

a. A vessel proceeding along the course of a narrow channel or fairway shall keep
as near to the outer limit of the channel or fairway which lies on her starboard
side as is safe and practicable.
b. A vessel of less than 20 meters in length or a sailing vessel shall not impede the
passage of a vessel which can safely navigate only within a narrow channel or
fairway.
c. A vessel engaged in fishing shall not impede the passage of any other vessel
navigating within a narrow channel or fairway.
d. A vessel shall not cross a narrow channel or fairway if such crossing impedes the
passage of a vessel which can safely navigate only within such channel or
fairway. The latter vessel may use the sound signal prescribed in Rule 34(d) if in
doubt as to the intention of the crossing vessel.
i. in a narrow channel or fairway when overtaking can take place only if the
vessel to be overtaken has to take action to permit safe passing, the
vessel intending to overtake shall indicate her intention by sounding the
appropriate signal prescribed in Rule 34(c)(1). The vessel to be overtaken
shall, if in agreement, sound the appropriate signal prescribed in Rule
34(c)(2) and take steps to permit safe passing. If in doubt she may sound
the signals prescribed in Rule 34(d).
ii. this Rule does not relieve the overtaking vessel of her obligation under
Rule 13.
e. A vessel nearing a bend or an area of a narrow channel or fairway where other
vessels may be obscured by an intervening obstruction shall navigate with
particular alertness and caution and shall sound the appropriate signal
prescribed in Rule 34(e).
f. Any vessel shall, if the circumstances of the case admit, avoid anchoring in a
narrow channel.

RULE 10 - Traffic separation schemes

a. This rule applies to traffic separation schemes adopted by the Organisation.

b. A vessel using a traffic separation scheme shall -
i. proceed in the appropriate traffic lane in the general direction of traffic flow
for that lane;
 ii. so far as practicable keep clear of a traffic separation line or separation
zone;
iii. normally join or leave a traffic lane at the termination of the lane, but when
joining or leaving from the side shall do so at as small an angle to the
general direction of traffic flow as practicable.
c. A vessel shall so far as practicable avoid crossing traffic lanes, but if obliged to
do so shall cross as nearly as practicable at right angles to the general direction
of traffic flow.

i. i. A vessel shall not use an inshore tragic zone when she can safely use
the appropriate traffic lane within the adjacent traffic separation scheme.
However, vessels of less than 20 meters in length, sailing vessels and
vessels engaged in fishing may use the inshore traffic zone.
ii. ii. Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic
zone when en route to or from a port, offshore installation or structure,
pilot station or any other place situated within the inshore traffic zone, or to
avoid immediate danger.
d. A vessel other than a crossing vessel or a vessel joining or leaving a lane shall
not normally enter a separation zone or cross a separation line except:

i. in cases of emergency to avoid immediate danger;

ii. engage in fishing within a separation zone.
e. A vessel navigating in areas near the termination of traffic separation
schemes shall do so with particular caution.
f. A vessel shall so far as practicable avoid anchoring in a traffic separation
scheme or in areas near its termination.
g. A vessel not using a traffic separation scheme shall avoid it by as wide a margin
as is practicable.
h. A vessel engaged in fishing shall not impede the passage of any vessel following
a traffic lane.
i. A vessel of less than 20 meters in length or a sailing vessel shall not impede the
safe passage of power-driven vessel following a traffic lane.
j. A vessel restricted in her ability to maneuver when engaged in an operation for
the maintenance of safety of navigation in a traffic separation scheme is
exempted from complying with this Rule to the extent necessary to carry out the
operation.
k. A vessel restricted in her ability to maneuver when engaged in an operation for
the laying, servicing or picking up of a submarine cable, within a traffic separation
scheme, is exempted from complying with this Rule to the extent necessary to
carry out the operation.
Proper look-out and the intent of “full appraisal of the situation and the risk of
collision”;

Rule 5 - Every vessel shall at all times maintain a proper look-out by sight and hearing
as by all available means appropriate in the prevailing circumstances and conditions so
as to make a full appraisal of the situation and of the risk of collision.

 Lookout is very important and should take about 70 – 80% of the watch
keeping officer’s time. The rest is to be the full appraisal of what he sees,
 and the action that is taken by him. Lookout is also for getting the feedback
on the action that he or the other ship took to avoid the situation.
 Look out means to see and understand the situation, by sight and hearing as
well by other means which may be by Radar and GPS (position) and by any
other electronic devices.
 All this rule asks the watch keepers is to be vigilant by keeping their eyes
and ear open. It emphasizes on three things
 By sight and hearing. Which off course means that watch keeper need to
keep look out not only by sight but also by hearing. By hearing means
continuously listening to VHF and distress frequencies as well as any sound
signal.
 By all available means. This means that a watch keeper need to use all
resources available to keep a look out. These resources can be Radar, VHF,
AIS, and ECDIS to name a few.
 Appraisal of situation and risk of collision. This should be the ultimate target
of the watch keeper to keep a look out. A watch keeper need to look out to
find any risk of collision with any vessel. Also the watch keeper should know
the present situation he is in. He should also be proactive in assessing the
situation he would be in after sometime. For example, he should take into
account the general traffic route (such as in TSS) which may have the other
ship alter her course much before TCPA.

The use of radar in the context of Rule 5;

The radar should, be kept in use for the purpose of keeping a general lookout in coastal
waters and other areas where regular traffic is likely to be encountered, especially at
night.

The radar can be used assessing visibility more accurately Rule 6(b)(vi).

Radar is an essential tool for marine navigation and collision avoidance. It can integrate
well on the bridge. It complements other systems, such as ECDIS and AIS, and
supports essential traditional skills, such as looking out the window. Yet while radar can
offer very helpful decision support, it is the professional navigator who remains the
ultimate integrator and decision maker. Experienced navigators hold radar in high
esteem, and quite rightly. It greatly supports safe navigation, not least in making
decisions concerning collision avoidance. Radar has strengths that generally
complement the weaknesses of other systems, including visual navigation. However, it
has its own limitations, which need to be fully understood to prevent over confidence in
its use.

Appropriate in the prevailing conditions means – in condition of poor visibility, the Radar
and ears may be the only means of detecting other vessels, here again, the range scale
selection should be appropriate, if the vessel is in the middle of a fishing fleet there is no
point keeping a watch on 12Nm range and only on one Radar. If 2 Radars exist then
one should be set to a smaller range and the other on 12nm for detecting other vessels
if only 1 Radar is available then periodic switches have to be done between smaller
scale and a longer scale.

In any case, the echo sounder the log the GPS and the chart and vessels charted
position have to be also monitored. Because for a full appraisal of the situation, all
factors have to be taken into consideration, can the own vessel alter to keep out of the
way or is it better to slow down.

Safe speed

Rule 6 - Every vessel shall at all times proceed at a safe speed so that she can take
proper and effective action to avoid collision and be stopped within a distance
appropriate to the prevailing circumstances and conditions.

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

Factors to be taken into account in determining a safe speed

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

Every vessel shall at all times,” indicating its universal application, in good visibility as
well as poor.
  How much does speed affect safety? There have been very few collisions
between stopped vessels. Vessels that are involved in collisions, excessive
speed is usually a factor.
 Consideration of speed must always be borne in mind as a closing situation may
develop rapidly. A watch keeper should be free to make a reduction in speed
without having first to notify the master or engineers, this might mean having the
engines on stand-by ready for immediate maneuver, particularly an area of
restricted visibility.

A (i) Visibility is conventionally the most important consideration in setting the speed
of a vessel and must always be considered when setting a safe speed.

A (ii) Traffic density is important because the probability of a collision increases with
the density of traffic. It should be remembered that slowing will allow more time to
assess the situation in dense traffic.

A (iii) The vessel’s maneuverability considering the vessels stopping distance and
turning circle for the condition of the vessel (loaded, lightship)

A (iv) Background lights can cause a decrease in night vision and back scatter can
mean that small or even large ships lights are lost in shore lights. More look-outs might
be need, use of the radar and a reduction in speed should be considered.

A (v) The state of wind, sea and current, and the proximity of navigational hazards
must be monitored and considered when determining a safe speed.

A (vi) Draft needs as if there is little under-keel clearance there is a likelihood of

running aground, slower speed gives more time to assess the situation and if a
grounding cannot be avoided, the damage will be less.

 If a vessel’s draft means it cannot navigate outside a channel it’s options for
maneuver are limited to reducing speed or stopping. A major course alteration to
avoid collision may result in grounding.
 Lack of UKC may also cause squat and the proximity of banks may cause
banking of the vessel.

B (i) The navigator needs to be aware of any blind sectors the radar set may have, if
it is X-Band or S-Band radar. S-Band can see long ranges better and through weather.
X-Band give a better image of the surrounding area but have a limited range and are
used for navigation.

B (ii) The range scale selected determines the nature of the information available to
the navigator. Short range gives good resolution and enables the detection of small
targets. Long range scales sacrifice detail to gain early detection. It is best if the
navigator switches scales regularly, or if the navigator has two or more sets, uses a
different range scale on each set.
B (iii) Clutter should be adjusted correctly sea clutter to reduce interference caused
by waves and rain clutter used with caution to reduce clutter caused by rain, so that
targets can be detected.

B (iv) The location of the vessel and activities that may take place in the area such as
fishing fleets. The season of the year are important in judging whether undetected
vessels or ice may be present.

B (v) Accurate radar plotting becomes more difficult as the number of vessels
increases. Automated radar plotting aids (ARPA) make the task easier.

B (vi) Visibility can be assessed accurately by noting when a vessel is first sighted or
at night, when the vessel’s lights are first seen

The use of radar affects in the determination of safe speed

Radars can track and determine the bearing, distance and speed of tracked vessels
within its range including other objects such as buoys and rocks. These factors will
contribute to the ability of the ship and its crew to assess the situation and determine a
safe speed for the ship in order to traverse through its path.

Risk of collision

Rule 7 d) In determining if risk of collision exists the following considerations shall be

among those taken into account:

(i) such risk shall be deemed to exist if the compass bearing of an approaching vessel
does not appreciably change,
Risk of collision exists when two vessels are following courses that would take them to
the same position in a few minutes. Risk of collision would NOT exist for two slow-
moving vessels 16 miles apart heading for the same position.

A famous sentence in the Master’s Night Order book was ‘Whenever in doubt, call me’.
This holds true with the above Rule. If the watch keeper is in any doubt even the
slightest, he should assume that such risk exists and would have to act according to the
Rules.

Of course in judging such risk, he has to take into consideration the conditions at that
time – state of sea, traffic density, visibility etc.

All available means to assess the risk, means all that is available to the watch keeper –
visual bearings, Radar tracking or observations and plot, sound signals, VHF traffic, and
the like.

In doing the above the chart should be studied, since this will give an indication of the
course that the other vessel may be following to either head to or from a port or TSS.

Taking all the above the watch keeper has to judge whether even a slight risk exists and
if this slight chance does exist then he shall note that RISK does exist.

The proper use of radar equipment in determining whether a risk of collision

exists

Proper use shall be made of radar equipment if fitted and operational, including long-
range scanning to obtain early warning of risk of collision and radar plotting or
equivalent systematic observation of detected objects.

Radar is an AID to navigation and its use today is mandatory and essential. The Radar
should be used so long as it is functional to warn the watch keeper of the danger in as
great a time interval as possible.

This implies that the Radar has to be used for long range scanning to detect the ships
and do a radar plot to determine whether the ship would pose any hazard or not.

Further even if the ARPA is not working the bearing and distance off if plotted would
give a fair idea of the risk of collision.

The bearing may not be very accurate (see Radar) but over a period of time this in
accurate bearing would still indicate whether such risk exists or not. Radar Plotting of
course is very helpful in assessing the above. And this is termed as systematic
observation.
The dangers of making assumptions on the basis of scanty radar information

Scanty Radar information – if the target has been observed once in a while then the
assessment is not correct. The plot is required and then the plot has to be checked by
following it up by further observations.

ARPA readings may not be accurate in the first set of figures, the ARPA also keeps
predicting and updating the figures. Small vessels often disappear from Radar, it does
not mean that the ship was never there and that it was a false echo.

Target swap takes place frequently on Radar, this gives rise to scanty and wrong
information.

Remember: after judging a vessel’s track and risk factor it has to be keenly observed to
ensure that the data that the watch keeper has obtained is true

Understanding of Rule 9 by: - defining the terms ‘narrow channel’ and ‘fairway’

A fairway is considered to be the deep water channel which may be marked by broken
lines on the chart for use by large vessels whereas the term narrow channel refer to
whole width of navigable water b/w the lines of the buoys
How to proceed along the course of a narrow channel

· A vessel proceeding along the course of a narrow channel or fairway shall keep
as near to the outer limit of the channel or fairway which lies on her starboard side as is
safe and practicable.

No ambiguity in this part of the Rule, it is a general advice. As safe and practicable
leaves it to the watch keeping officer to take the ultimate decision to deviate from this
Rule. If due to the draft or width of the ship as well as the contour of the bottom of the
channel it is not safe or is not practicable to comply with this Rule then the watch keeper
has his common sense to guide him, keeping always safety in mind.

· A vessel of less than 20meters in length or a sailing vessel shall not impede the
passage of a vessel which can safely navigate only within a narrow channel or fairway.

This again is a guideline for small vessels as well as for sailing crafts to keep away from
ships that can safely navigate only within the narrow channel or fairway, since the small
vessels and the sailing craft can always use the shallower part of the channel they
should not impede the passage of a large ship.

 A vessel engaged in fishing shall not impede the passage of any other vessel
navigating within a narrow channel or fairway.
 Also a guideline, again please note it is not a fishing vessel but a fishing vessel
engaged in the actual task of fishing, so no fishing in the narrow channel or
fairway.

A vessel shall not cross a narrow channel or fairway if such crossing impedes the
passage of a vessel which can safely navigate only within such channel or fairway. –
The latter vessel may use the sound signals prescribed in rule 34 (d) if in doubt as to
the intention of the crossing vessel.

· Crossing vessels are warned not to cross the channel or fairway if this crossing
should come in the way of a vessel proceeding along the channel who cannot deviate
due to the depth or width restriction of the channel.

· Sound signals have been mentioned which may be used if in any doubt about the
intention of either vessel.

Navigation of small craft and sailing vessels in a narrow channel

When operating near a shipping lane or in areas of high boat traffic, smaller craft are not
easily visible to larger vessels. Always keep a lookout for larger vessels and be
prepared to yield the right of way.

Specifically, always steer well clear of vessels in tow, docked ferries, or ferries in transit.
Be mindful of cable ferries pulling other vessels—the cable might be submerged and
difficult to see. Do not get in between a ferry and its tow. Keep an ear out for one
prolonged blast from a horn, as this may be indicating a departing dock. Operators of
smaller craft should attempt to travel in a group if at all possible, in order to be more
visible.

Restrictions of a vessels engaged in fishing crossing the channel or fairway

Also a guideline, again please note it is not a fishing vessel but a fishing vessel
engaged in the actual task of fishing, so no fishing in the narrow channel or fairway
Actions to be taken on nearing a bend in a narrow channel or fairway

Vessels nearing a bend and unable to see the other shall sound one (―) prolonged
blast.

Under rule 9, paragraph (f) its states that a vessel nearing a bend or an area of a
narrow channel or fairway where other vessels may be obscured by an intervening
obstruction shall navigate with particular alertness and caution and shall sound the
appropriate signal prescribed in Rule 34

Action of vessels navigating in a narrow channel

Vessels under 20 meters in length (D) or a sailing vessel (C) should not impede the passage of
vessels confined to the channel (A/B).
Do not anchor in a narrow channel

A vessel engaged in fishing (D) should not impede the passage of vessels under 20 meters in
length (B), sailing vessels (C) and vessels confined to the channel (A).
Traffic separation scheme’, ‘traffic lane’, ‘separation line’, ‘separation zone’,
‘inshore traffic zone’;

 A traffic separation scheme or TSS is a maritime traffic-management route-

system ruled by the International Maritime Organization or IMO. Within a TSS
there is normally at least one traffic-lane in each main-direction, turning-points,
deep-water lanes and separation zones between the main traffic lanes.
 A Traffic Separation Scheme (TSS) is created to regulate the flow of traffic of
vessels in congested waters. In extremely busy approaches such as in areas of
Dover Strait, Singapore Strait or the role and importance of a TSS cannot be
stressed upon enough. Along with the regulation of traffic/traffic management in
 such areas, TSS is imperative in the prevention of accidents (that have frequently
happened in the past) among the number of vessels plying through any such
given area.
 Traffic lane means an area within defined limits in which one-way traffic is
established. Natural obstacles, including those forming separation zones may
constitute a boundary.
 Separation Zone or separation line means a zone or line separating the traffic
lanes in which vessels are proceeding in opposite or nearly opposite directions;
or separating a traffic lane from the adjacent sea area; or separating traffic lanes
designated for particular classes of vessels proceeding in the same direction.
 Inshore traffic zone means a routing measure comprising a designated area
between the landward boundary of a traffic separation scheme and the adjacent
coast, to be used in accordance with the provisions of Rule 10(d), as amended,
of the International Regulations for Preventing Collisions at Sea, 1972
(COLREGS).

The process of how to navigate in a traffic separation scheme with reference to:

- entering and leaving the traffic separation scheme

A vessel using a traffic separation scheme shall:

(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that
lane,

(ii) so far as possible keep clear of a traffic separation line or separation zone,

(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or
leaving from either side shall do so at as small an angle to the general direction of traffic
flow as possible.
 crossing lanes

A vessel shall, so far as possible, avoid crossing traffic lanes but, if obliged to do so, shall cross
on a heading as nearly as possible at right angles to the general direction of traffic flow

using of inshore traffic zones

A vessel shall not use an inshore traffic zone when it can safely use the appropriate
traffic lane within the adjacent traffic separation scheme. However, vessels of less than
20 meters in length, sailing vessels and vessels engaged in fishing may use the inshore
traffic zone.

(ii) Notwithstanding subparagraph (i), a vessel may use an inshore traffic zone when en
route to or from a port, an offshore installation or structure, a pilot station or any other
place situated within the inshore traffic zone or to avoid immediate danger.
Crossing separation lines or entering separation zones other than when crossing, joining or
leaving a lane

A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter
a separation zone or cross a separation line except

(i) in cases of emergency to avoid immediate danger, or

(ii) to engage in fishing within a separation zone.

The requirements for vessels:

Navigating in areas near the terminations of traffic separation schemes

- A vessel navigating in areas near the terminations of traffic separation schemes shall do so
with particular caution

Meaning: When a ship is near a termination area like the joining or leaving point to a TSS, the
ships should be alert, lookouts should be posted, Radar’s should be working – at least 2, the
engines to be on standby and the person steering should be alert. All emergency measures for
change over should be tried out. The engine room should be informed. This because this is when
the ships sailing at their normal safe speed will be quite close to each other and anything may
happen.

Anchoring in a traffic separation scheme

A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in
areas near its terminations.

Meaning: No anchoring is permitted within the TSS or around its terminations, except in
emergencies when a ship may anchor – please make sure about the extreme
emergency.

- Using a traffic separation scheme while engaged in fishing

A vessel engaged in fishing shall not impede the passage of any vessel following a
traffic lane.

Meaning: Fishing vessels while fishing in a TS Zone should not come into the TSS and
thus obstruct the safe passage of another ship sailing along the TSS because this
would defeat the purpose of the TSS if the ships have to weave through the fishing
vessels and their nets.

The requirements for a vessel of less than 20 meters in length or a sailing vessel
navigating in the TSS

A vessel of less than 20metres in length or a sailing vessel shall not impede the safe
passage of a power-driven vessel following a traffic lane.

Meaning: These small vessels should not come and disturb the passage of a ship
following a TSS, they can sail along the TS Zone to which they are permitted.

The exemptions for vessels restricted in their ability to maneuver when engaged
in an operation for the:

 Maintenance of safety of navigation

¡ Vessels engaged in operations for the safety of navigation of the Scheme e.g. buoy
laying, wreck removing, or hydrographic surveying, if restricted in their ability to
maneuver, are exempt from the provisions of Rule 10 to the extent necessary to carry
out the operation. This exemption does not extend to vessels engaged in other survey
activities in a Scheme.

 Laying, servicing or picking up of a submarine cable

¡ Vessels engaged in cable operations, if restricted in their ability to maneuver, are

exempt from the provisions of Rule 10 to the extent necessary to carry out the operation
Precautionary area

Many Schemes have precautionary areas associated with them where traffic lanes
cross or converge so that proper separation of traffic is not possible.

Precautionary areas are not part of a traffic separation scheme and Rule 10 is not
generally applicable. Ships should navigate with particular caution within such areas.

Precautionary areas should be avoided, if practicable, by ships not making use of the
associated Schemes or deep-water routes

The purpose of 'deep water route

Deep-water route means a route within defined limits, which has been accurately
surveyed for clearance of sea bottom and submerged obstacles as indicated on nautical
charts. Exclusive Economic Zone (EEZ)* means the zone established by Presidential
Proclamation 5030, dated March 10, 1983.

Fairway or shipping safety fairway* means a lane or corridor in which no artificial island
or fixed structure, whether temporary or permanent, will be permitted. Temporary
underwater obstacles may be permitted under certain conditions described for specific