First draft June 1999 - Last revised 9 November 2005

Index of Shipping articles

COLREGS
Convention on the International Regulations for Preventing
Collisions at Sea, 1972 : Summary and comments mainly
oriented to recreational sailing.
By Captain P. WOININ

In a first phase the rules irrelevant for pleasure boating will be by-passed.

Part A - General Rule 1 Application

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

See definition of vessel hereunder which make sure that all kinds of crafts are included.

...

Rule 2 Responsibility

...

(b) In construing and complying with these Rules due regard shall be had to all dangers
of navigation and collision and to any special circumstances, including the limitations of
the vessels, which may make a departure from these Rules necessary to avoid immediate
danger.

In other words, if needed it is better to forget about all these rules when only another
manoeuver can bring the ship out of danger.

Rule 3 General definitions

(a) The word 'vessel' includes every description of water craft, including non-
displacement craft and seaplanes, used of capable of being used as a means of
transportation on water.

Therefore the smallest boats have to comply with the COLREGS.

Non-displacement crafts designate mainly the High Speed Crafts (HSC) such as
hovercrafts and hydrofoils.

(b) The term 'power-driven vessel' means any vessel propelled by a machinery.

(c) The term 'sailing vessel' means any vessel under sail provided that propelling
machinery, if fitted, is not being used.

Or a sailing vessel which has her engine running is a power-driven vessel.

(d) The terms 'vessel engaged in fishing' means any vessel fishing with nets, lines, trawls
or other fishing apparatus which restrict manoeuvrability, but does not include fishing
with trolling lines or other fishing apparatus which do not restrict manoeuvrability.

Vessels which are considering themselves engaged in fishing have to carry special day
marks, which are not very conspicuous, and at night special lights which are more
visible. In case of doubt better to consider that the observed vessel is fishing. The
behaviour of these crafts (slow speed, erratic manoeuvres) is often a better indication
that they are effectively impaired by fishing operations.

...

(f) The term 'vessel not under command' means a vessel which through some exceptional
circumstances is unable to manoeuvre as required by these Rules and is therefore unable
to keep out of the way of another vessel.

Theoretically a vessel which has in engine stopped and which is drifting is not considered
as Not Under Command (NUC), but large commercial vessels which for instance cannot
safely anchor near the coast, are more and more using this method of waiting for a berth
or further orders, at times quite far off at sea. It can takes a long time to warm up their
engine, and therefore they consider themselves as NUC.

(g) The term 'vessel restricted in her ability to manoeuvre' means a vessel which from the
nature of her work is restricted in her ability to manoeuvre as required by these Rules and
is therefore unable to keep out of the way of another vessel. The term 'vessel restricted in
their ability to manoeuvre' shall include but 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 deviate from their course.

Most of these vessels are warning other ships by frequent calls on the VHF.

The German are now recommending the ships who are embarking a pilot to carry the
lights and day marks of the above vessel. A sound practice which should be extended to
all pilot boarding areas.

(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.

Too often small crafts vessels are not paying enough attention to this point, perhaps
because they are themselves not restricted by shallow water, and are claiming priority
against loaded tankers, bulk carriers. It must be remembered that these large vessel can
have a draught of 23 metres and more, which implies a water depth of up to 30 metres to
navigate safely.

(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
breadths.

(k) Vessel shall be deemed to be in sight of one another only when one can be observed
visually from the other.

This is quite important to remember for the application of many of the following rules.

(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.

Part B - Steering and Sailing Rules

Section 1 - Conduct of vessels in any condition of visibility

...

Rule 5 Look out.

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

This rule has as consequence that all solo sailing for long trips is against the COLREGS
as there is no look-out when the skipper is sleeping. Apparently the risk is tolerated, but it
remains that most authorities insist on a proper look-out, and check it was effectively
carried out after an incident. In spite of this the look-out duties are more and more
neglected on many ships. [9-11-2005: I have seen on internet this remark was sometimes
commented by yachtmen, at times with anger as it goes against the practice of sailing
alone. However since then technology offers almost a solution with the AIS. This rather
inexpensive piece of equipment will do a lot to protect a sleeping yachtman by warning
the OOW that a sailing boat has nobody checking the navigation. ] On large commercial
vessels the officer of the watch (OOW) is often busy with administrative duties, and no
extra look-out is posted by day light. On other ships, such as the fishing boats, other
works are preventing any decent look-out.

An hearing look-out is seldom carried out on large ships where unfortunately the bridge
doors are kept closed with the eventual look-out remaining inside.

'All available means' mainly designates a look-out, to which also a poor attention is often
paid on large vessels, some OOW trusting excessively the 'guard rings' features of the
radar. Keeping this is mind is quite important for small crafts which can wrongly assume
that they are easily detected by the navigating on larger vessels. The largest commercial
vessels can have a total crew complement of only 18 persons or less, on coasters they can
be as few as 4 on board, each of them with a lot of duties, which include a paperwork
increasing every year but also the GMDSS Radio communication equipment. Modern
wheelhouses are now fitted with one or several computers which are inviting the OOW to
keep himself busy with some typing work when he assumes that an occasional look
outside and on the radar PPI will be enough to detect the eventual other crafts. This,
added to the other detection problems, can make that the OOW is totally unaware of the
presence of some small yachts on a collision course with his vessel.

Rule 6 Safe speed.

This rule address the safe speed of all vessels, but has only a small impact on their
effective speed, even in restricted visibility. If however a collision occurs, the court will
anyway check if the speed was adapted to the circumstances.

Rule 7 Risk of collision.

In case of doubt the rules recommend to assume that a risk of collision occurs and to act
accordingly. A steady relative bearing being the best way to assess a risk of collision. On
large ships these bearings are quite easy to observe, the same is not true on small vessels
which do not follow a the steady course allowed by a gyro-compass and an automatic
pilot. Nevertheless they should do the utmost to check the bearing of an approaching
vessel. If a bearing compass is not available, one practical way is to steer the craft as
steady as possible and try to align an approaching vessel with two fixed object on board
(stay, mast...). If the vessel remains roughly close to this alignment, a risk of collision is
present.

Rule 8 Action to avoid collision.

(a) ...

(b) Any alteration of course and/or speed to avoid a collision shall, if the circumstances of
the case admit, be large enough to be readily apparent to another vessel observing
visually or by radar; a succession of small alterations of course and/or speed should be
avoided.

Alterations of speed are not frequent in collision avoidance, except at times by navy
vessels. Again commercial vessels, due to their limited crew, are most of the time not
ready to slow down. On many types of ships, a change of fuel is also needed to reduce the
speed of the engine, and such a change takes up to twenty minutes. Besides a change of
speed is not quickly observed by another vessel, either visually or by radar. Therefore a
large change of course, at least 30, is the best way to show your own intention to give
way.

(c) If there is sufficient sea-room, alteration of course alone may be the most effective
action to avoid a close-quarters situation provided that it is made in good time, is
substantial and does not result in another close-quarters situation.

Not easy to achieve in dense traffic. That is also why the watch keeper must always be
aware of all the other ships around his own.

(d)...

(e)...

(f) (i) A vessel which, by any of these Rules, is required not to impede the passage or safe
passage of another vessel shall, when required by the circumstances of the case, take
early action to allow sufficient sea-room for the safe of the other vessel.

Here and further the concept of 'impeding' is evoked while it does not mean at all that it
means a change of priority. Probably one of the most controversial COLREG. It means
that in case of collisions both vessels could be blamed in court. Hardly a consolation if
people are hurt or killed in an incident.

(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.
In other words, a vessel supposed not to impede the passage of another one always
remain under the obligation not to impede in spite of any further development, such as a
manoeuvre of the not-to-be-impeded vessel. This is quite important for small sailing
crafts, as they could be often in such a situation when crossing a TSS or a deep draft
channel.

(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 the risk of collision.

Here the 'part' means thus all the steering and sailing rules and refers back to all the
other meeting Rules, thus diminishing the meaning of the two first paragraphs as a ship
who should not be impeded has to give way anyway if so prescribed by the other Rules.
As said here above, perhaps just to make sure that both OOW, if they survived, will be
punished in court. This makes us believe than the COLREGS have been devised more by
lawyers than by seafarers.

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.

For sure a small craft should not try to navigate in the middle of large vessels on parallel
courses. Overtaking manoeuvres appear very simple but often lead to bad surprises at
the last moment. Besides the large vessels could be suddenly compelled to give way. If
they come too close to the small craft this later can always try to escape to shallower
waters.

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

All small crafts must take good notes of this rule, but again we have the ambiguity
'impeding' vs 'priority'.

(c) A vessel engaged in fishing shall not impede the passage of any other vessel
navigating within a narrow channel or fairway.

Once more they should not 'impede' but keep full priority.

(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 Rule34(d) (4 short blasts) if in doubt
as to the intention of the crossing vessel.
Thus, if a small craft hears these 4 short blats, it better keeps out of the way of the other
ship.

(e) This paragraph addresses the sound signals to be sent by an overtaking vessel and
are seldom used, even less by small crafts which are seldom overtaking large vessels, and
whose whistle will not be heard anyway.

(f)...

(g) Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow
channel.

Quite obvious. For a small craft it is the equivalent of suicide. In case of loss of headway
due to a lack of wind or trouble with the engine, better for the craft to let it self drift
outside the channel.

RULE 10 TRAFFIC SEPARATION SCHEMES ( TSS )

(a) This rule applies to traffic separation schemes adopted by the Organization and does
not relieve any vessel of her obligation under any other rule.

Unfortunately the deep draft recommended routes are not included, however the deep
draft vessels using these routes can be considered as not to be impeded as per Rule 9.

(b) Any vessel using a traffic separation scheme shall:

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

Small crafts will seldom use a TSS as they are allowed to use the shorter inshore routes,
which is also safer for them. Unfortunately some of them do, and do not even bother to
follow the right lane which is a totally irresponsible and dangerous behaviour.

(ii) so far as practicable keep clear of a traffic separation line or separation zone;

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

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

Small crafts should even more avoid crossing a TSS, especially one with narrow lanes or
one with already an heavy crossing traffic of ferries.
(d) (i) A vessel shall not use an inshore traffic zone when she can safely use the
appropriate traffic lane within the adjacent traffic separation scheme. However, vessels of
less than 20 meters in length, sailing vessels and vessels engaged in fishing may use
the inshore traffic zone.

(ii) Notwithstanding subparagraph (d)(i), a vessel may use an inshore traffic zone when
As stated here above, inshore traffic zones are almost always shorter, better sheltered and
small craft run less risk to be caught in the middle of the manoeuvres of large ships.

en route to or from a port, offshore installation or structure, pilot station or any other
place situated within the inshore traffic zone, or to avoid immediate danger.

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

(i) in cases of emergency to avoid immediate danger;

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

(f) A vessel navigating in areas near the terminations of traffic separation schemes shall
do so with particular caution.

(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in
areas near its termination.

(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is
practicable.

Therefore small crafts also should not sail too close from these TSS.

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

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

Many watch keepers are now simply considering that they have priority when following a
TSS. Anyway this rules makes senses, as pleasure sailing in a TSS is the equivalent of
jogging on a motorway.

(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the
maintenance of safety of navigation in a traffic separation scheme is exempted from
complying with this Rule to the extent necessary to carry out the operation.

(l) A vessel restricted in her ability to manoeuvre when engaged in an operation for the
laying, servicing or picking up a submarine cable, within a traffic separation scheme, is
exempted from complying with this Rule to the extent necessary to carry out the
operation.

Section II - Conduct of vessels in sight of one another

Rule 11 Application

Rules in this section apply to vessels in sight of one another.

This Rule thus excludes all the cases when the visibility is restricted, when a vessel detect
another one by radar observation only. This can be a source of problem as a small craft
will see a large vessel much sooner than it will be itself seen. White sailing yachts with
white sails are no conspicuous in poor visibility, and when breaking waves (white horses)
are present (from a wind force 5 ). The small craft should always assumes it had not been
seen until some action of the other vessel shows otherwise. A VHF call on channel 16
(with direct transfer to another channel for communication) is still the most efficient way
to call a large commercial vessel. Unfortunately fishing boats and ferries cannot be
trusted to have a permanent watch on this channel.

Visual detection at night can also be a problem as the navigation lights of small crafts
are often very weak. One good practice to attract attention is to lighten the sails with a
powerful portable lamp.

Rule 12 Sailing vessels

(a) When two sailing vessels are approaching one another, so as to involve risk of
collision, one of them shall keep out of the way of the other as follows:

(i) when each has the wind on a different side, the vessel which has the wind on the port
side shall keep out of the way of the other;

(ii) when both have the wind on the same side, the vessel which is to windward shall keep
out of the way of the vessel which is to leeward;

(iii) if a vessel with the wind on the port side sees a vessel to windward and cannot
determine with certainty whether the other vessel has the wind on the port or on starboard
side, she shall keep out of the way of the other.

(b) For the purpose of this Rule the windward side shall be deemed to be the side
opposite to that on which the mainsail is carried or, in the case of a square-rigged vessel,
the opposite to that on which the largest fore-and-aft sail is carried.

Sailing yachtsmen will for sure master this rule perfectly.

Rule 13 Overtaking
(a) Notwithstanding anything contained in the Rules of part B, sections I and II, any
vessel overtaking any other shall keep out of the way of the vessel being overtaken.

This is quite important to remember as even the most un-manoeuvrable vessels should
give way when overtaking, but in most cases these will not be the fastest.

(b) A vessel shall be deemed to be overtaking when coming up with another vessel from a
direction more than 22.5 degrees abaft her beam, that is, in such a position with reference
to the vessel she is overtaking, that at night she would be able to see only the stern light
of that vessel but neither of her sidelights.

Although the Rules doe not specify what happens when a priority crossing vessel became
an overtaking vessel, but well the contrary in (d), in some case it can be very difficult for
a slow vessel to give way to starboard for a very fast ship coming from that direction,
especially if the slow ship is passing too close ahead of the crossing one. She should
make an almost 90 change of course toward the approaching priority vessel, while that
one, taking advantage of her speed, could decide to give way by coming to port. A very
dangerous situation arise. But if the sea room and the other traffic allow, if the give-way
vessel comes to port it first goes away from the approaching vessel, but also could make
of her an overtaking vessel with a smaller change of course. Before executing this
manoeuvre, the watch-keeper must be almost sure that he shall not have to come to
starboard again for incoming traffic.

(c) When a vessel is in any doubt as to whether she is overtaking another, she shall
assume that this is the case and act accordingly.

This should support the above suggestion, but still too many vessels overtaking under a
great angle on starboard are not that keen to consider themselves as the give-way ship.
Not so long ago a collision of the kind involving a passenger ship occurred near Hong
Kong.

(d) Any subsequent alteration of the bearing between the two vessels shall not make the
overtaking vessel a crossing vessel within the meaning of these Rules or relieve her of the
duty of keeping clear of the overtaken vessel until she is finally past and clear.

Luckily this rule clarifies many ambiguous situations.

Rule 14 Head on situation

(a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses
so as to involved risk of collision each shall alter her course to starboard so that each
shall pass on the port side of the other.

Which means passing red to red, or one whistle on the US rivers, obviously the safest
way to cross each other. Inland shipping in Europe is also displaying a special signal on
staboard side if they wish to carry out the opposite meeting, green to green. On the high
sea this opposite manoeuvre (to port = green to green) makes sense only if carried out
well in time to increase a small nearest approach to starboard (less than one mile). At a
distance of up to 8 miles or more, giving a few degrees to port can achieve such a safe
meeting green to green. But this attempt should be carried out only once, and if there is
the slightest doubt that it is not agreed with, or understood, by the other vessel, the
normal meeting red to red should be carried out at once, bringing the ship decisvely to
starboard.

(b) Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly
ahead and by night she could see the masthead lights of the other in a line or nearly in a
line and/or both sidelights and by day she obsevres the corresponding aspect of the other
vessel.

However attention must be paid to the very large ships. The distances between their
masthead lights is so large, that even a very small crossing angle to which this rule
should apply, could be mistaken for a crossing situation.

(c) When a vessel is in any doubt as to whether such a situation exists she shall assume
that it does exist and act accordingly.

Nevertheless too many watch keepers are too slow to act accordingly. Most of them forget
that a long during but tiny change of course some 5 miles away affects less the speed and
milleage than a short but ample one at 3 or 2 miles.

Rule 15 Crossing situation

When two power-driven vessels are crossing so as to involve risk of collision, the vessel
which has the other one 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.

This last recommendation is one which is the most often neglected, mainly by fast vessels,
but also by yachts and other pleasure craft. The Radar facility ARPA is partly responsible
for this as it gives a false sense of security to the watch-keeper using this instrument in
good visibility. When a give-way ship pass close ahead of the priority vessel, it
completely forgets that the other ship may have herself to come suddenly to starboard
for another ship, even if that one is still some distance away. When the priority ship does
so, a high risk of collision arises entirely due to the negligence of the give-way vessel.
Fast ferries, but mainly the ones carrying only freight and no passengers, are notorious
for attempting this dangerous manoeuvre.

Small motor boats are doing the same, forgetting further more that they cannot eve be
seen from the bridge of many container vessels, and that any engine breakdown will have
them crushed by the bow.

What is then the minimum safe distance of crossing ahead? I would say at least one mile,
and even two or more if the give-way ship is not very fast or if there is much traffic. In
any case a crossing at less than 5 cables (950 meters) ahead of a priority ship must be
totally avoided.

Rule 17 Action by stand-on vessel

(a) (i) Where one of two vessels is to keep out of the way the other shall keep her course
and speed.

This rule is almost permanently transgressed by ferries coming out of an harbour close to
a main waterway as they keep speeding up until they reach their cruising speed.
Obviously they have to do so otherwise they could remain indefinitely inside. It remains
that this behaviour makes it very difficult for the main traffic to assess a risk of collision
well in time. Most ferries are dealing with the problem nicely by adjusting their course to
the main traffic in a way that they do not compel a slow ship to make a drastic change of
course toward the shore. But still they are a few ferry navigators who claim their priority
when it is convenient for them, ignoring the risk in which they involve their passengers.

(ii) The latter vessel may however take action to avoid collision by her action alone, as
soon a it becomes apparent to her that the vessel required to keep out of the way is not
taking appropriate action in compliance with these Rules.

Then the next question is then 'When does it becomes apparent?' as they are so many
opinions about a safe manoeuvring distance. This was lately and badly illustrated by the
legal dispute which followed the open ocean collision between the give-way bulk carrier
'Ya Mawlaya', and the priority tanker 'New World'. Several crew members died on the
'New World', and initially an US judge put all the blame on the 'Ya Malawya'. But the
lawyers of this late keep fighting, contest the jurisdiction and evoke this rule. Paretically
small crafts should assume very early that the give way vessel is not taking appropriate
action.

(b) When, from any cause, the vessel required to keep her course and speed finds herself
so close that collision cannot be avoided by the action of the give-way vessel alone, she
shall take action as will best aid to avoid collision.

For small craft it means simply heading away from the give-way vessel. When they are
on her port side, coming to a parallel course can be good enough, heading to her stern
being the least acceptable option. But if they are on her starboard side they should take
into account that the give way vessel can choose on the last moment to start a starboard
avoidance manoeuvre, for them or for an other vessel, an much more room must be given
using a drastic U-turn if deemed necessary.

(c) A power-driven vessel which takes action in a crossing situation in accordance with
subparagraph(a)(ii) of this Rule to avoid collision with another power-driven vessel shall,
if the circumstances of the case admit, not alter course to port for a vessel on her port
side.
That was unfortunately illustrated near the South coast of Spain by a Taiwanese
container vessel which finally gave way to port to a Spanish give-way Roro which was
crossing too close ahead (Rule 15). At that moment the Roro also came to starboard, a
collision occurred and the Roro sank quickly, taking several crew member down with her.

(d) This rule does not relieve the give-way vessel of her obligation to keep out of the way.

Rule 18 Responsibilities between vessels

Except where Rules 9(Narrow channel), 10(TSS) and 13(Overtaking) otherwise require:

While for Rule 13 this is very clear what the legislator had in mind, the same is not true
for Rules 9 and 10 a these ships only should not impede, while they retain their priority
as per Rule 8(f)(iii).

(a) A power-driven vessel underway shall keep out of the way of:

(i) a vessel not under command;

(ii) a vessel restricted in her ability to manoeuvre;

(iii) a vessel engaged in fishing;

(iv) a sailing vessel.

(b) A sailing vessel shall keep out of the way of:

(i) a vessel not under command;

(ii) a vessel restricted in her ability to manoeuvre;

(iii) a vessel engaged in fishing.

Here it must be noted once again that vessels embarking a pilot can now be considered
as a vessel restricted in her ability to manoeuvre as the German authorities are now
recommending them to carry the corresponding day marks and lights. Recreational
sailing should anyway keep clear of any pilot boarding or anchorage area.

(c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the
way of:

(i) a vessel not under command;

(ii) a vessel restricted in her ability to manoeuvre.

(d) (i) Any vessel other than a vessel not under command or a vessel restricted in her
ability to manoeuvre shall, if the circumstances of the case admit, avoid impeding the
safe passage of a vessel constrained by her draught, exhibiting the signals in Rule 28.
(cylinder/3 red lights).

It should be noted that in some areas, such as the North sea, vessels can be constrained
by their draught even when not carrying these signals, because they are only temporary
restricted by the presence of a nearby bank. Small commercial vessels, such as coasters
but as big as Roro, can be reluctant to carry such signals designed to be carried by large
vessel. But a small craft can quite often sail over a shoal where a coaster with a draft of
6 meters cannot risk to go, therefore the skipper of the small craft should think twice
before requiring its priority in such circumstances.

(ii) A vessel constrained by her draught shall navigate with particular caution having full
regard to her special condition.

Easier to say than to do. There is a limit to slowing down the engine, as it can affect the
manoeuvrability and leave the deep draft ship powerless to fight the strong currents often
met in shallow water.

(e) Seaplanes...

SECTION III Conduct of vessels in restricted visibility

Rule 19 Conduct of vessels in restricted visibility

(a) This Rule applies to vessels not in sight of one another when navigating in or near an
area of restricted visibility.

Logically of the other Rules do not apply in case of bad visibility as the ships are not in
sight of each other. Thus the priorities defined in Section II are not valid any more just as
if they are now other way that visual observation to detect if a ship is fishing, sailing or
NUC. The COLREGS have little provision for the use of the radar, but in the short future
the introduction of an 'Automatic Identification System (AIS) could change all this and
force a drastic revision of the Rules. Small crafts safety could be strongly enhanced by
the AIS as finally it will allow the large ship to detect and identify their eventual priority
status at a great distance. In the meantime we can only be happy that the Ruler added
'near' in this Rule, otherwise ships would have to jump from one set of Rules to the other
depending on their visibility, and likely at different times for two ships close to a visibility
border.

(b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and
conditions of restricted visibility. A power-driven vessel shall have her engines ready for
immediate manoeuvre.
The small crafts should not rely too much on this. Most commercial vessels are keeping
full speed in fog, and the use of the engines is not usually considered as an option to
avoid a collision, as already explained here above. Slowing down is not always practical
as it extends the duration of the transit through in a dangerous area, increasing the
fatigue and the stress of the few available watch keepers. Most often manoeuvre are also
much easier with a certain speed. Nevertheless in some very high traffic areas it is the
only viable option.

At best the commercial vessels have an engineer stand-by who could limit the damage to
the engine if an emergency stop is badly needed.

Therefore in restricted visibility more than ever, the small crafts should do the utmost to
keep out of the way of the large vessels. And if this is not possible, they should at least do
the utmost to be best detected by their radar. This is a real problem with small sailing
boats built with little metallic parts. They are detected by the radar at a range of 5 to 3
miles only, at time less. At one mile they disappear again because they are too close or
lost in the clutter. It leaves a only a little window for the OOW of a large container ship
to detect them, assess they risk of collision and act accordingly. To enhance detection,
one good radar reflector hanging as high a possible is a must. Several are even better,
the last models are quite cheap (30$) and can be nicely applied against the mast..

(c) Every vessel shall have due regard to the prevailing circumstances and conditions of
restricted visibility when complying with the Rules of section I of this part.

This includes the assessment of a safe speed, taking into account among others the radar
performances of the ship, but again few commercial vessels really adhere to this Rule.

(d) A vessel which detects by radar alone the presence of another vessel shall determine if
a close-quarters situation is developing and/or risk of collision exists. If so, she shall take
avoiding action in ample time, provided that when such action consists of an alteration of
course, so far as possible the following shall be avoided:

(i) an alteration of course to port for a vessel forward of the beam, other than for a vessel
being overtaken.

(ii) an alteration of course towards a vessel abeam or abaft of abeam.

I would add 'slightly forward of the beam' if the crossing vessel is very fast and needs a
large change of course.

This Rule is rather efficient and easy to follow as long as only two ships are involved.
Unfortunately many times a risk of collision exists with several vessels at once, and
manoeuvring for one of them can brings more ships to a collision course. That is why the
OOW must always keeps in mind a global picture of all the potentially dangerous targets
in a radius of about 6 miles, and this needs a real skill which can only built with a
practice that fewer and fewer of the actual casual officers have. Therefore, the additional
presence of small crafts can creates a situation so complex that it is beyond the abilities
of some watch keepers. One more reason for these craft to avoid dense traffic areas
during poor visibility.

(e) Except where it has been determined that a risk of collision does not exist, every
vessel which hears apparently forward of her beam the fog signal of another vessel, or
which cannot avoid a close-quarters situation with another vessel forward of her beam,
shall reduce her speed to the minimum at which she can be kept on her course (or avoid
being pushed into shallow water by the current). She shall if necessary take all her way
off and in any event navigate with extreme caution until danger of collision is over.

Practically I have been involved in such a drastic slow down only a very few times afer
some 20 years at sea. However the worse experience of the kind did not occur in the busy
waters of West Europe or Japan, but off Los Angeles during a foggy Sunday. Hundreds of
pleasure crafts were cris-crossing the waters off the coast, among them high speed boat
with apparently no radar facility, but anyway rushing at some 20 knots in spite of a
visibility of 150 meters only. While we were almost stopped, we observed on the radar
some targets nearing our bow at high speed, and making a sharp turn at the very last
moment, either after they had finally seen our bow, or heard our powerful fore whistle.
Nevertheless small crafts should not rely too much on their ability to swing quickly away
from danger, or on the good will of large vessels, not even on their fore whistle as on
some ships it is not installed, or not functioning. Besides, stopping the vessel is not really
safe either as it was tragically illustrated by the 'British Trent' off the Belgian coast. The
tanker completely stopped as required by the Rules, but in spite of this she was hit by the
Korean bulker 'Western Winner' still sailing at some speed in dense fog and close to the
pilot station. Several crew-members died on the British vessel which caught fire. Had the
tanker kept some headway, it could have tempted an escape manoeuvre at least to lessen
the force of the impact. Furthermore, the close compliance with the COLREGS was not
even rewarded on the legal front. Lawyers from the 'Western Winner' prevented the
boarding of an investigating party in Flushing and, as far as I know, the court of Bruges
finally declined jurisdiction on the accident which happened entirely within Belgian
waters.

PART C - LIGHT and SHAPES

Rule 20 Application ...

The shapes to be displayed by day light are rarely conspicuous enough to be of any
utility. The Rules have not yet taken into account the huge increase in the size of the
vessels and of displacement which, combined to the speed, make often an avoiding
manoeuvre necessary well before shapes can be seen. Therefore the status of a vessel
(NUC, fishing, ...) is most often determined by visual and radar observation of her type
and behaviour.

Rule 21 Definition ...

Rule 22 Visibility of lights ...

Boat builders and lights manufacturers are more concerned by this Rule, however they
should provide stronger lights than those usually prescribed as with these the small crafts
can hardly be seen at night. The only power limitation recommended by the Rules (Annex
I 8 b note) is its glare which could prevent detection of other ships. A dark screen under
the lights will help to reduce this glare.

Rule 23 Power-driven vessels underway

(a) A power-driven vessel underway shall exhibit:

(i) a masthead light forward;

(ii) a second masthead light abaft of and higher than the forward one; except that a vessel
of less than 50 meters in length shall not be obliged to exhibit such light but may do so;

Luckily, because a second head light is the most efficient way for the other vessels to
detect a change of course.

(iii) sidelights;

(iv) a stern-light.

(b) A air-cushion vessel .... all-round flashing yellow light.

(c) (i) A power-driven vessel of less than 12 meters in length may in lieu of the lights
prescribed in paragraph (a) of this Rule exhibit an all-round white light and sidelights;

This could be the case of many motor crafts, and sailing yacht under engine power.

(ii) a power-driven vessel of less than 7 meters in length whose maximum speed does not
exceed 7 knots may in lieu of the lights prescribed in paragraph(a) of this Rule exhibit an
all-round white light and shall, if practicable, also exhibit sidelights;

Sidelights are again strongly recommended.

(iii) the masthead light or all-round white light on a power-driven vessel of less than 12
meters in length may be displaced from the fore and aft centreline of the vessel if
centreline fitting is not practicable, provided that the sidelights are combined in one
lantern which shall be carried on the fore and aft centreline of the vessel or located as
nearly as practicable in the same fore and aft line as the masthead light or the all-round
white light.

A huge explanation for the few cases where the masthead lights will be at most 2 meters
off centre.
Rule 24 Towing and pushing

This Rule give with many details the positioning of lights on tows. Better remember that
these tugboats are mainly recognized by a double mast head light, and never try to pass
between the tugboat and the towed craft!

Towed object can be also partly submerged, with poor lighting or hardly visible marks
(diamond shape).

Rule 25 Sailing vessel underway and vessels under oars.

(a) A sailing vessel underway shall exhibit:

(i) sidelights;

(ii) a sternlight.

This is a very weak display of lights, therefore the top mast lights foreseen in (c) can be
strongly recommended.

(b) In a sailing vessel of less than 20 meters in length the lights prescribed in paragraph
(a) of this Rule may be combined in one lantern carried at or near the top of the mast
where it can best be seen.

This will be the case of most sailing yachts. It should be interesting to learn from the
manufacturers of these combined lantern if they have radar reflecting capabilities, but
apparently it is not case considering the poor radar detection of most yachts.

(c) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of
this Rule, exhibit at or near the top of the mast, where they can best be seen, two all-
round lights in a vertical line, the upper being red and the lower green, but these lights
shall not be exhibited in conjunction with the combined lantern permitted by paragraph
(b) of this Rule.

(d) (i) A sailing vessel of less than 7 meters in lenght shall, if practicable, exhibit the
lights prescribed in paragraph (a) or (b) of this Rule, but if she does not, she shall have
ready at hand an electric torch or lighted lantern showing a white light which shall be
exhibited in sufficient time to prevent collision.

(ii) A vessel under oars may exhibit the lights prescribed in this Rule for sailing vessels,
but if she does not, she shall have ready at hand an electric torch or lighted lantern
showing a white light which shall be exhibited in sufficient time to prevent collision.

For both (i) and (ii) it is obvious that the option to display only a white light if needed is
looking for trouble. When the small craft starts to fear of not being detected, the OOW of
the large vessel can be quite busy focussing his attention on detected vessels (another
handicap of ARPA) and the look-out could be minimal or absent. This system is however
use by many small fishing boat on the West African coast and South of Sri Lanka. The
result is that, as long as the large vessel keep her course, most small fishing boats are not
showing anything and steer away from her. But once she alter course, tens of small crafts
feel threatened and the sea is suddenly covered with small lights, making almost
impossible to steer a safe way among them. Better for the small boat to have a always a
light displayed.

(e) A vessel proceeding under sail when also being propelled by machinery shall exhibit
forward where it can best be seen a conical shape, apex downwards.

It can help, but practically from the bridge of large vessel this mark can only be seen at
close range. If the boat had been detected by the radar, the speed provided by the ARPA
will in most case advise the OOW that the ship is under power, for sure when there is
little wind.

Rule 26 Fishing vessels

(a) A vessel engaged in fishing, whether underway or at anchor, shall exhibit only the
lights and shapes prescribed in this Rule.

But the fishing vessels have nearly always a lot of working lights on deck, making very
difficult to distinguish anything else than the mast lights. Besides they often neglect to
adapt their lights/signals to their status, steaming full speed and obviously not fishing
with their fishing lights on.

In the Far East, many fishing boats are using powerful white lights to attract the fish, and
are detected from beyond the horizon. In South East Asian waters, the small fishing crafts
are displaying a kind of green light from a neon tube.

(b) A vessel when engaged in trawling, by which is meant the dragging through the water
of a dredge net or other apparatus used as a fishing appliance, shall exhibit:

(i) two all-round lights in a vertical line, the upper being green and the lower white, or a
shape consisting of two cones with their apexes together in a vertical line one above the
other;

(ii) a masthead light abaft of and higher than the all-round green light; a vessel of less
than 50 meters in length shall not be obliged to exhibit such a light but may do so;

(iii) when making way through the water, in addition to the lights prescribed in this
paragraph, sidelights and a sternlight.

(c) A vessel engaged in fishing, other than trawling shall exhibit:

(i) two all-round lights in a vertical line, the upper being red and the lower white, or a
shape consisting of two cones for apexes together in a vertical line one above the other;

Some authors describe all the fishing methods which are implied by the display of the red
fishing lights. But they are so various and numerous that they are of little help to react
quickly to particular situation. When seeing these red fishing lights or marks, the
navigator should know that he has to give a very wide berth in almost all direction
around the fishing boat. Quite often, if there is a real danger for his ship to be caught in
the net, the fishing boat will him on the VHF (in his language) or beam a light in the
direction of the net. Luckily these fishing boats are seldom working in high traffic areas.

(ii) when there is an outlying gear extending more than 150 metres horizontally from the
vessel, an all-round white light or a oen apex upwards in the direction of the gear;

But some gear are extending miles away, thus these marks are of little help, an hardly
distinguishable either.

(iii) when making way through the water, in addition to the lights prescribed in this
paragraph, sidelights and a stern-light.

(d) The additional signals described in Annex II to these Regulations apply to a vessel
engaged in fishing in close proximity to other vessels engaged in fishing.

(e) A vessel when not engaged in fishing shall not exhibit the lights or shapes prescribed
in this Rule, but only those prescribed for a vessel of her length.

Quite obvious, but many fishing boats find convenient to keep their fishing lights anyway.

Rule 27 Vessels not under command (NUC) or restricted in their ability to manoeuvre

(a) A vessel not under command shall exhibit:

(i) two all-round red lights in a vertical line where they can best be seen;

(ii) two balls or similar shapes in a vertical line where they can best be seen;

(iii) when making way through the water, in addition to the lights prescribed in this
paragraph, sidelights and a stern-light.

It must be noted that such a vessel, suffering for instance an engine breakdown, can drift
with some speed being pushed by the wind, at 3 and 4 knots or more, but not exactly in
the direction of the bow, rather at an angle of 45 toward the bow from the down direction
of the wind. Such a ship heading nearly always abreast of the wind. Therefore the side
lights, if carried, will give a wrong information about the real drifting course. Anyway a
crossing vessel should never attempt to pass close ahead or down wind from a drifting
ship.
(b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in mine
clearance operations, shall exhibit:

Once more it must be noted that the German are considering as such a vessel embarking
a pilot, and this prudent move should be generalized and even extended to vessels
approaching an anchorage.

(i) three all-round lights in a vertical line where they can best be seen. The highest and
lowest of these lights shall be red and the middle light shall be white;

(ii) three shapes in a vertical line where they can best be seen. The highest and lowest of
these shapes shall be balls and the middle one a diamond.

(iii) when making way through the water, a masthead light or lights, sidelights and a
sternlight, in addition to the lights prescribed in subparagraph (i);

(iv) when at anchor, in addition to the lights or shapes prescribed in subparagraphs (i) and
(ii), the light, lights or shape prescribed in Rule 30.

(c) A power-driven vessel engaged in a towing operation such as severely restricts the
towing vessel and her tow in their ability to deviate from their course shall, in addition
to the lights or shapes prescribed in Rule 24(a), exhibit the lights or shapes prescribed in
subparagraph (b)(i) and (ii) of this Rule.

(d) A vessel engaged in dredging or underwater operations, when restricted in her ability
to manoeuvre, shall exhibit the lights and shapes prescribed in subparagraphs (b)(i),(ii)
and (iii) of this Rule and shall in addition, when an obstruction exists, exhibit:

(i) two all-round red lights or two balls in a vertical line t indicate side on which the
obstruction exists;

(ii) two all-round green lights or two diamonds in a vertical line to indicate the side on
which the other vessel may pass;

(iii) when at anchor, the lights or shapes prescribed in this paragraph instead of the lights
or shape prescribed in Rule 30.

Most of these vessels are generally sending VHF warnings to ships approaching
dangerously their gear. Here he shapes are really of some utility on dredges in a narrow
channel as any vessel has to pass quite close, and with a reduced speed. But this happens
mostly in pilotage waters, and the pilots nearly always knows on which side is the free
channel.

(e) Whenever the size of a vessel engaged in diving operations makes it impracticable to
exhibit all lights and shapes prescribed in paragraph (d)of this Rule, the following shall
be exhibited:
(i) three all-round lights in a vertical line where they can best be seen. The highest and
lowest of these lights shall be red and the middle ight shall be white;

(ii) a rigid replica of the International code flag "A" ot less than 1 metre in height.
Measures shall be taken to ensure its all-round visibility.

(f) A vessel engaged in mine-clearance operations shall in addition to the lights

prescribed for a power-driven vessel in Rule 23 or to the lights prescribed for a vessel an
anchor in Rule 30 as appropriate, exhibit three all-round green lights or three balls. One
of these lights or shapes shall be exhibited near the foremast head and one at each end of
the fore yard. Thes lights or shapes indicate that it is dangerous for another vessel to
approach within 1000 metres of the mine clearance vessel.

(g) Vessels of less than 12 meters in length, except those engaged in diving
operations, shall not be required to exhibit the lights and shapes prescribed in this Rule.

(h) The signals prescribed in this Rule are not signals of vessels in distress and requiring
assistance....

Rule 28 Vessels constrained by their draught

A vessel constrained by her draught may, in addition to the lights prescribed for power-
driven vessels in Rule 23, exhibit where they can best be seen three all-round red lights
in a vertical line, or a cylinder.

Therefore not all such vessels will carry this signals, especially if the draught restriction
is only temporary. But when they carry them, all the other crafts should better keep out of
the way of such a vessel.

Rule 29 Pilot vessels

(a) A vessel engaged on pilotage duty shall exhibits:

(i) at or near the masthead, two all-round lights in a vertical line, the upper being white
and the lower red;

(ii) when underway, in addition, sidelights and a sternlight;

(iii) when at anchor, in addition to the lights prescribed in subparagraph (i), the light,
lights or shape prescribed in Rule for vessels at anchor.

(b)...

These lights are identification marks and are thus not informing about a priority status.
Small crafts however should better avoid crossing a pilot boarding ground.
Rule 30 Anchored vessels and vessels aground

(a) A vessel at anchor shall exhibit where it can best be seen:

(i) in the fore part, an all-round white light or one ball;

(ii) at or near the stern and at a lower level than the light prescribed in subparagraph (i),
an al-round white light.

Here again the anchor chain is most often ore conspicuous than the anchor ball. But
anyway the ball it should be carried also, if only for legal purpose. In 1975 a British ship
approached Lobito bay for an unexpected call to take fresh water. Perhaps unknown to
him the bay was full of anchored vessels awaiting a berth, the cargo operation having
been disrupted by the forthcoming independance of Angola. At the entrance of the bay
there was an anchored ship which could be mistaken with an outgoing ship, as the
incoming vessel was probably not expecting to meet an anchored vessel so close to the
sea. In the confusion which resulted, the incoming ship passed a buoy on the wrong side
and put herself badly aground. She had for sure sustained bottom damage and had to be
alighted, an operation which lasted weeks due to the congestion of the port. The Master
of the grounded ship had problem to bear this situation in full view of many other British
vessels, and after a few weeks attempted to shot himself. I never heard the outcome of an
eventual trial, but if the anchored ship had not hoisted her anchor mark, it could have
been held responsible for the grounding of the other vessel and for the suicide attempt of
her Master.

(b) A vessel of less than 50 metres in length may exhibit an all-round white light where it
can best be seen instead of the lights prescribed in paragraph (a) of this Rule.

(c) A vessel at anchor may, and a vessel of 100 metres and more in length shall, also
use the available working or equivalent lights to illuminate her decks.

This is badly needed but this is not even enough. Large and empty vessels, such as bulk
carries, should hang lights on their sides. This is a standard recommendation from the
pilots of the Inland sea in Japan, otherwise coasters could attempt to pass between the
fore and aft anchor lights, not seeing the ship, neither her few deck lights masked by the
deck of the high freeboard ship. This is especially true if there is a strongly lighted
elevated background. The dark hull of the ship becomes an inviting empty space, and the
deck lights are confused with shore lighting. While almost at in the inside anchorage of
Long Beach, a barge full of truck loaded with petrol, nearly hit our sides simply because
it did not see our large ship a few hundred meters ahead. Probably warned by our
whistle, one trucker had to rush to the bridge to warn the skipper, and finally the barge
stopped a few meters only from our hull.

Similarly, this lighting of a ship at anchor is still a possible cause of the tragedy of the
Italian ferry 'Moby Prince' which collided with an anchored tanker off Leghorn
(Livorno), was engulfed in a ball of firing diesel oil escaping from the tanker, and all on
board perished except one crew who jumped in the water.

(d) A vessel aground shall exhibit the lights prescribed in paragraph (a) or (b) of this Rule
and in addition, where they can best be seen:

(i) two all-around red lights in a vertical line;

(ii) three balls in a vertical line.

(e) A vessel of less than 7 metres in length, when at anchor, not in or near a narrow
channel, fairway or anchorage, or where vessels normally navigate, shall not be required
to exhibit the lights or shape prescribed in paragraph (a) and (b) of this Rule.

Which saves the batteries of the small boats left unattended. What about the others?

(f) A vessel of less than 12 metres in length, when aground, shall not be required to
exhibit the lights or shapes prescribed in subparagraphs (d)(i) and (ii) of this Rule.

Rule 31 Seaplanes ...

PART C - LIGHT and SHAPES

Rule 32 Definitions

(a) The word "whistle" means any sound signalling appliance capable of producing the
prescribed blasts and which complies with the specifications in Annex III to these
Regulations.

The whistle is still a very important piece of equipment to warn others vessels, especially
the small crafts.

(b) The term "short blast" means a blast of about one second's duration.

(c) The term "prolonged blast" means a blast of from four to six seconds' duration.

Rule 33 Equipment for sound signals.

(a) A vessel of 12 metres or more in length shall be provided with a whistle and a bell and
a vessel of 100 meters or more in length shall, in addition, be provided with a gong, the
tone and sound of which cannot be confused with that of the bell.

Most modern vessel have also electronic gong and bells, as the crew is not often
sufficient to handle the two devices at about the same time.
... The bell or gong or both may be replaced by other equipment having the same
respective sound characteristics, provided that manual sounding of the prescribed signals
shall always be possible.

(b) A vessel of less than 12 metres in length shall not be obliged to carry the sound
signalling appliance prescribed in paragraph(a) of this Rule but if she does not, she shall
be provided with some other means of making an efficient sound signal.

Rule 34 Manoeuvring and warning signals

(a) When vessels are in sight of one another, a power-driven vessel underway, when
manoeuvring as authorized or required by these Rules, shall indicate that manoeuvre by
the following signals on her whistle:

- one short blast to mean " I am altering my course to starboard";

- two short blasts to mean " I am altering my course to port";

- three short blasts to mean " I am operating astern propulsion".

The skippers of small crafts should not rely too much to hear those signals from large
vessels manoeuvring for them. With reduced crew and radar navigation, it is very rare
that they are effectively sent. VHF calls are more frequent to warn that these manoeuvres
will be carried out, they have the advantage to offer a confirmation of receipt and
understanding.

(b) Any vessel may supplement the whistle signals prescribed in paragraph (a) of this
Rule by light signals, repeated as appropriate, whilst the manoeuvre is being carried out:

(i) these light signals shall have the following significance:

- one flash to mean " I am altering my course to starboard ";

- two flashes to mean " I am altering my course to port ";

- three flashes to mean " I am operating astern propulsion ";

(ii) the duration of each flash shall be about one second, the interval between flashes shall
be about one second, and the interval between successive signals shall be not less than ten
seconds;

(iii) the light used for this signal shall, if fitted, be an all-round white light, visible at a
minimum range of 5 miles, and shall comply with the provisions of Annex I to these
Regulations.

Luckily all properly designed vessels have this light coupled to the whistle.
(c) When in sight of one another in a narrow channel or fairway:

(i) a vessel intending to overtake another shall in compliance with Rule 9(e)(i) indicate
her intention by the following signals on her whistle:

- two prolonged blasts followed by one short blast to mean " I intend to overtake you on
your starboard side";

- two prolonged blasts followed by two short blasts to mean " I intend to overtake you on
your port side".

(ii) the vessel about to be overtaken when acting in accordance with Rule 9(e)(i) shall
indicate her agreement by the following signal on her whistle:

- one prolonged, one short, one prolonged and one short blast, in that order. ( C= yes )

(d) When vessels in sight of one another are approaching each other and from any cause
either vessel fails to understand the intentions or actions of the other, or is in doubt
whether sufficient action is being taken by the other to avoid collision, the vessel in doubt
shall immediately indicate such doubt by giving at least five short and rapid blasts on the
whistle. Such signal may be supplemented by a light signal of at least five short and rapid
flashes.

As in many case the give way vessel is often a ship passing too close ahead, here we can
regret that the old "T" flag signal, or its long blast equivalent, meaning "Do not pass
ahead of me" is not any more applicable. It could be very useful also with small crafts
which are forgetting that they should not impede the large ships in a narrow channel or
in a TSS. This signal can only be used in the following case.

(e) A vessel nearing a bend or an area of a channel or fairway where other vessels may be
obscured by an intervening obstruction shall sound one prolonged blast. Such signal shall
be answered with a prolonged blast by any approaching vessel that may be within hearing
around the bend or behind the intervening obstruction.

(f) If whistles are fitted on a vessel at a distance apart of more than 100 metres, one
whistle only shall be used for giving manoeuvring and warning signals.

Preferably the fore whistle should be used on large ships as there is a gain of distance of
several hundred metres. This unless there is some crew fore, but this occurs mainly close
to the berth. As most ship have the bridge aft, using the aft whistle has the other
disadvantage that, as long as it sounds, no VHF exchanges are possible, and verbal
communication on the bridge are impaired.

Rule 35 Sound signals in restricted visibility

In or near an area of restricted visibility, whether by day or night, the signals prescribed
in this Rule shall be used as follows:

(a) A power-driven vessel making way through the water shall sound at intervals of not
more than 2 minutes one prolonged blast.

(b) A power-driven vessel underway but stopped and making no way through the water
shall sound at intervals of not more than 2 minutes two prolonged blasts in succession
with an interval of about 2 seconds between them.

Those signals can be automatically sent, and are mostly used in fog.

(c) A vessel not under command, a vessel restricted in her ability to manoeuvre, a vessel
constrained by her draught, a sailing vessel, a vessel engaged in fishing and a vessel
engaged in towing or pushing another vessel shall, instead of the signals prescribed in
paragraph (a) or (b) of this Rule, sound at intervals of not more than 2 minutes three
blasts in succession, namely one prolonged followed by two short blasts.

(U)

(d) A vessel engaged in fishing, when at anchor, and a vessel restricted in her ability to
manoeuvre when carrying out her work at anchor, shall instead of the signals prescribed
in paragraph (g) of this Rule sound the signal prescribed in paragraph (c) of this Rule.

(e) A vessel towed or if more than one vessel is towed the last vessel of the tow, if
manned, shall at intervals of not more than 2 minutes sound four blasts in succession,
namely one prolonged followed by three short blasts. ( B ) When practicable, this signal
shall be made immediately after the signal made by the towing vessel.

(f) 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 the signals
prescribed in paragraph (a) and (b) of this Rule.

(g) A vessel at anchor shall at intervals of not more than one minute ring the bell rapidly
for about 5 seconds. In a vessel of 100 metres or more in length the bell shall be sounded
in the forepart of the vessel and immediately after the ringing of the bell the gong shall be
sounded rapidly for about 5 seconds in the after part of the vessel. A vessel at anchor may
in addition sound three blasts in succession, namely one short, one prolonged and one
short blast, to give warning of her position and of the possibility of collision to an
approaching vessel.

(h) A vessel aground shall give the bell signal and if required the gong signal prescribed
in paragraph(g) of this Rule and shall, in addition, give three separate and distinct strokes
on the bell immediately before and after the rapid ringing of the bell. A vessel aground
may in addition sound an appropriate whistle signal.
Many suggest to sound the signal " U " meaning "You are running into a danger." which
is obvious as there is not enough water.

(i) A vessel of less than 12 metres in length shall not be obliged to give the above-
mentioned signals but, if she does not, shall make some other efficient sound signal at
intervals of not more than 2 minutes.

(j) A pilot vessel when engaged on pilotage duty may in addition to the signals prescribed
in paragraphs(a),(b), or (g) of this Rule sound an identity signal consisting of four short
blasts. "H"

Rule 36 Signals to attract attention

If necessary to attract the attention of another vessel any vessel may make light or sound
signals that cannot be mistaken for any signal authorized elsewhere in these Rules, or
may direct the beam of her searchlight in the direction of the danger, in such a way as not
to embarrass any vessel. Any light to attract the attention of another vessel shall be such
that it cannot be mistaken for any aid to navigation. For the purpose of this Rule the use
of high intensity intermittent or revolving lights, such as strobe lights, shall be avoided.

Rule 37 Distress signals

When a vessel is in distress and requires assistance she shall use or exhibit the signals
described in Annex IV of these Regulations.

.....

ANNEX IV DISTRESS SIGNALS

1. The following signals, used or exhibited either together or separately, indicate distress
and need of assistance:

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

(b) a continuous sounding with any fog-signalling apparatus;

Beware that any whistle can block itself in the open position, and it can take a long time
before the engineers shut off the proper air/steam supply valve, or until the pressure is
down.

(c) rockets or shells, throwing red stars fired one at a time at short intervals;

(d) a signal made by radiotelegraphy or by any other signalling method consisting of the
group . . . - - - . . . (SOS) in 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..);

Note however that since a few years many ships are burning wastes, plastic, oil rags in a
barrel on the poop deck. This is pollution prevention measure, not a distress signal. In
case of doubt it is however better to check. (Note also that this method is perhaps safe for
the environment, but not for the crew which has to inhale toxic fumes;

(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 positioning-indicating radio beacons;

(o) approved signals transmitted by radiocommunication systems.

2. The use 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.

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