International Regulations for the Prevention of Collision at Sea

Part A - General
Part B - Steering and Sailing Rules

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.
(b) Nothing in these Rules shall interfere with the operation of special rules made by an appropriate authority for
roadsteads, harbours, rivers, lakes or inland waterways connected with the high seas and navigable by 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, shapes or whistle signals for ships of war and vessels
proceeding under convoy, or with respect to additional station or signal lights or shapes for fishing vessels engaged
in fishing as a fleet. These additional station or signal lights, shapes or whistle signals shall, so far as possible, be
such that they cannot be mistaken for any light, shape or signal authorized elsewhere under these Rules.
An example of a special rule in Sydney Harbour is the Orange diamond displayed by ferries that gives Ferries
'priority over sail'.
(d) Traffic separation schemes may be adopted by the Organization for the purpose of these Rules.
(e) Whenever the Government concerned shall have determined that a vessel of 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, such
vessel shall comply with such other provisions in regard to the number, position, range or arc of visibility of lights
or shapes, as well as to the disposition and characteristics of sound-signalling appliances, as her Government shall
have determined to be the closest possible compliance with these Rules in respect of that vessel.

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 construing and complying with these Rules due regard shall be had to all dangers of navigation and
collision and to any special circumstances, including the limitations of the vessels involved, which may make a
departure from these Rules necessary to avoid immediate danger.
Court judgements have made it quite clear that a vessel would be in duty bound to depart from the Rules if there
are special circumstances and immediate danger, which make it necessary.

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, WIG 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.
A vessel lying stopped in the water is still a ‘power-driven vessel’ even though its engine and/or propeller may not
be in use.
(c) The term sailing vessel means any vessel under sail provided that propelling machinery, if fitted, is not being
used.
if a sailing vessel operates it's engines it becomes, by definition, a power driven vessel.
(d) The term vessel engaged in fishing means any vessel fishing with nets, lines, trawls or other fishing apparatus
which restrict manoeuvrability, but does not include a vessel fishing with trolling lines or other fishing apparatus
which do not restrict manoeuvrability.
In other words, a few recreational fishing lines does not mean that a vessel is ‘engaged in fishing’ for the purpose
of the Rules.
(e) The word seaplane includes any aircraft designed to manoeuvre on the water.
However, they might show unusual lights and shapes, and they come last in the ‘who gives way and to whom’ at
Rule 18.
(f) The term vessel not under command means a vessel which through some exceptional circumstance is unable
to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel.
Examples of exceptional circumstances would be dragging anchor, engine breakdown, loss of steerage and a sailing
vessel becalmed. Bad weather conditions are not really exceptional in the terms of this Rule, and difficulty in
manoeuvring in bad weather would not normally justify the showing of NUC signals.
Simply being stopped in the water does not make a vessel NUC. A ship which has stopped her engines and is drift-
ing offshore, waiting for weather to ease so that she can enter port is not regarded as NUC, as there is no ‘excep-
tional circumstance’. She is simply a power-driven vessel in full command of her propulsion but which has chosen
to drift
(g) The term vessel restricted in her ability to manoeuvre means a vessel which from the nature of her work is
restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the way of
another vessel.
The term vessels restricted in their ability to manoeuvre shall include but not be limited to:
(i) a vessel engaged in laying, servicing or picking up a navigation mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in mine clearance operations;
(vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability
to deviate from their course.
As with NUC, the vessel must be ‘restricted’ and ‘unable to keep out of the way’, but for RAM the problem is due
to the ‘nature of her work’. The term RAM includes but is not limited to the 6 examples given in the Rule.
(h) The term vessel constrained by her draught means a power-driven vessel which, because of her draught in
relation to the available depth and width of navigable water, is severely restricted in her ability to deviate from
the course she is following.
(i) The word underway means that a vessel is not at anchor, or made fast to the shore, or aground.
(j) The words length and breadth of a vessel mean her length overall and greatest breadth.
(k) Vessels shall be deemed to be in sight of one another only when one can be observed visually from the other.
If you can see another vessel by radar, but not visually, the Rules of Part B2 would not apply because they only
apply when the other vessel is in sight.
(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.
Notice that the definition mentions ‘other similar causes’, which might include smoke eg from bush fires, or dust
storms.
(m) The term Wing-In-Ground (WIG) craft means a multimodal craft which, in its main operational mode, flies in
close proximity to the surface by utilizing surface-effect action.
A WIG craft
Part B - Steering and Sailing Rules
Part B the Steering and Sailing rules is basically about who gives way to who. The First section applies in any
condition of visibility, the second in good visibility ie when one vessel can be seen from the other, and the third section
applies in restricted visibility only.

Contents
Section I - Conduct of vessels in any condition of visibility
Rule 4 Application
Rule 5 Look-out
Rule 6 Safe speed
Rule 7 Risk of collision
Rule 8 Action to avoid collision
Rule 9 Narrow channels
Rule 10 Traffic separation schemes
Section II Conduct of vessels in sight of one another
Rule 11 Application
Rule 12 Sailing vessels
Rule 13 Overtaking
Rule 14 Head-on situation
Rule 15 Crossing situation
Rule 16 Action by give-way vessel
Rule 17 Action by stand-on vessel
Rule 18 Responsibilities between vessels

Section III - Conduct of vessels in restricted visibility

Rule 19 Conduct of vessels in restricted visibility

Section I - Conduct of vessels in any condition of visibility

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 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.
A proper look-out, is both ahead and astern, and is not limited to collision avoidance, but includes keeping a
lookout for other vessels that may be in difficulty.
As well as keeping a look-out by sight and hearing, we must also use ‘all available means’ which would be appro-
priate at the time. A ‘full appraisal of the situation’ means that you must be fully aware of what is going on in
and around your ship at all times. When using VHF for this purpose (appraisal of risk of collision) correct identifi-
cation of the other vessel is paramount. Making a call to ‘Ship on my port bow’ is definitely unprofessional and
open to misinterpretation.

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.
STCW 95 requires that the OOW ‘must not hesitate to use the helm, engines and sound signalling apparatus’

In determining a safe speed the following factors shall be among those taken into account:
(a) By all vessels:
(i) the state of visibility;
(ii) the traffic density including concentrations of fishing vessels or any other vessels;
(iii) the manoeuvrability of the vessel with special reference to stopping distance and turning ability in the pre-
vailing conditions;
(iv) at night the presence of background light such as from shore lights or from back scatter of her own lights;
(v) the state of wind, sea and current, and the proximity of navigational hazards;
 (vi) the draught in relation to the available depth of water.
Do not hesitate to slow down in the above situations

(b) Additionally, by vessels with operational radar:

(i) the characteristics, efficiency and limitations of the radar equipment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of interference;
(iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate
range;
(v) the number, location and movement of vessels detected by radar;
(vi) the more exact assessment of the visibility that may be possible when radar is used to determine the range
of vessels or other objects in the vicinity.

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:
(i) such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably
change;
such rrisk 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.

Bearing
constant
range
decreasing
Rule 8 Action to avoid collision
(a) Any action to avoid collision shall be taken in accordance with the Rules of this Part and shall, if the cir-
cumstances 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 altera-
tions 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 a 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 the 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 ac-
tion, 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.

Small alterations of course should be avoided

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 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.
(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 pre-
scribed in Rule 34(d) [five short and rapid blasts on the whistle] if in doubt as to the intention of the cross-
ing vessel.
(e) (i) In a narrow channel or fairway when overtaking can take place only if the vessel to be overtaken has to
take action to permit safe passing, the vessel intending to overtake shall indicate her intention by sounding the
appropriate signal prescribed in Rule 34 (c)(i). [ 2 long 1 short to overtake Starboard side and 2 long 2 short to
overtake port side] The vessel to be overtaken shall, if in agreement, sound the appropriate signal prescribed
in Rule 34(c)(ii) [1 long 1 short 1 long 1 short] and take steps to permit safe passing. If in doubt she may
sound the signals prescribed in Rule 34(d).[five short and rapid blasts on the whistle]
(ii) This Rule does not relieve the overtaking vessel of her obligation under Rule 13. [ Rule 13 Overtaking ]
(f) A vessel nearing a bend or an area of a narrow channel or fairway where other vessels may be obscured by
an intervening obstruction shall navigate with particular alertness and caution and shall sound the appropri-
ate signal prescribed in Rule 34(e). [1 long blast]
(g) 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 Organization and does not relieve any vessel
of her obligation under any other rule.
(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
either 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 on a
heading as nearly as practicable at right angles to the general direction of traffic flow.

(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 metres 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 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
terminations.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.
(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 metres in length or a sailing vessel shall not impede the safe passage of a power-
driven vessel following a traffic lane.
(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 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.
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.

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 the starboard side, she shall keep out of
the way of the other.

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

Vessel A gives way to both vessels B and C

Vessel C must keep out of the way of vessel B

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.

Note that the focus is on ANY vessel overtaking another. That means that regardless that you might be sailing a
yacht you must still keep out of the way of a power driven vessel if you are overtaking them.

(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 sternlight of that vessel but neither of her sidelights.
(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.
Doubt about whether you are overtaking is more likely to happen during the day. For example if you were ap-
proaching from green 110º you would be crossing, but from green 115º you would be overtaking. At night a stern
light would clearly indicate the difference, but in daytime it is less easy to determine accurately.
(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.
Note that when overtaking another vessel you should allow sufficient room before crossing their bow. If possible it
may be a better idea to allow the other vessel to pass ahead and go behind their stern instead of crossing their
bow.

Overtaking can be a dangerous manoeuvre because all moving vessels are surrounded by a pressure wave. High
pressure at the ends and low pressure (suction) at the sides. The diagram below shows this effect, which can be
very pronounced in a narrow channel or in shallow waters.
The pressure wave from a large overtaking vessel can easily cause a smaller one to swing uncontrollably. As the
large vessel approaches, its pressure wave pushes the stern of the other vessel further away, causing the bow to
swing in and bring the smaller vessel directly to collision, or close enough so that she can be sucked in to collide
with the side as the big ship passes.
Therefore an overtaking vessel should keep well clear and the vessel being overtaken should, if possible, slow
down so that it takes less time to complete the manoeuvre.

Pressure zone around a vessel as it moves through the water

 Interaction between vessels as one vessel passes the other

Rule 14 Head-on situation

(a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of
collision each shall alter her course to starboard so that each shall pass on the port side of the other.
(b) Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly ahead and by night
she could see the masthead lights of the other in a line or nearly in a line and/or both sidelights and by day she
observes the corresponding aspect of the other vessel.
(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.

2 vessels approaching each other on reciprocal or almost reciprocal courses should both alter to Starboard and
pass 'Port to Port'.

When we come to study the technical details of navigation lights, we will see that the sidelight beams must not
cut off until 1 to 3 degrees beyond the ‘dead ahead’ line. This is shown exaggerated in the illustration below.

Note that If you have a ship right ahead and you can see only one sidelight, she is a 'crossing vessel'. If she re-
mains right ahead, she must be travelling towards you and somewhat sideways, but she remains a crossing vessel.

As in all situations, it is the doubtful ones which present the most difficulty. Imagine that you can see both lights
of an oncoming vessel right ahead, but the red one keeps disappearing, so you can see mostly her green light. The
other vessel is probably yawing. Because of the green light, it looks as though she will probably pass to starboard,
but the continual re-appearance of the red light suggests that it might be a bit close for comfort. This is a doubt-
ful case, so you should turn to starboard in plenty of time and show the other vessel a solid red light.
Rule 15 Crossing situation
When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her
own starboard side shall keep out of the way and shall, if the circumstances of the case admit, avoid crossing
ahead of the other vessel.

The reason for altering to starboard is so that you avoid crossing ahead of the other vessel, as shown above. If a
starboard alteration is simply not practicable (because of other ships or hazards), to avoid crossing ahead, it
might be better to simply slow down, as long as the change in speed is (if circumstances permit) readily apparent
to the other vessel both visually and by radar as required by Rule 8.
If altering to port to avoid a collision you should certainly do it early, and make the alteration large, as we have
already learnt. If the alteration is large enough, the other vessel would finish up astern of you. By continuing on a
similar course to the other vessel, the rate of approach would be reduced, and it would turn the other vessel into
an overtaking vessel and she would have to keep clear.

We could take this idea further and keep the wheel over so that we simply go round in a big circle, by which time
the other vessel will probably be out of the way.

You have probably noticed that the Rules always refer to a situation between TWO vessels, not three or four. So
what happens if four similar vessels are heading for a collision at the same spot?
Simple, really. They all turn to starboard. Look at the diagram on the following page. The Rules only apply to two
ships at a time, so let’s look at each pair in turn, starting with vessel A. Colour the sidelight sectors yourself for
clarity.
 Between vessels A and B, B should turn to starboard (pass astern of A).
Between vessels A and C, both A and C should turn to starboard.
Between vessels A and D, A should turn to starboard (pass astern of D).
Now let’s look at vessel D, What does she have to do?
Between vessels D and A A should turn to starboard.
Between vessels D and B B should turn to starboard.
Between vessels D and C D should turn to starboard.
See that all vessels turn to starboard.
Check similarly for yourself with vessels B and C.
The above diagram is included to illustrate the concept of applying the Rules between TWO vessels at a time, and
the effectiveness of turning to starboard. Coming back to the Rule, the purpose of the starboard turn is to avoid
crossing ahead of the other vessel ‘if the circumstances of the case admit’.
It follows that in a crossing collision situation the Rule does allow a turn to port – in fact it demands it shall keep
out of the way—if circumstances make it necessary to avoid collision. The variety of vessels and their differences
in speed and manoeuvrability are today so large that an alteration to port (crossing ahead) could perhaps be more
easily justified than in times past.

Rule 16 Action by give-way vessel

Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take early and
substantial action to keep well clear.
It is imperative that whatever action you take is immediately obvious to the Stand On vessel so as not to leave
inthem in a ny doubt that you have taken action.

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.
(ii) The latter vessel may however take action to avoid collision by her manoeuvre alone, as soon as it be-
comes apparent to her that the vessel required to keep out of the way is not taking appropriate action in
compliance with these Rules.
(b) When, from any cause, the vessel required to keep her course and speed finds herself so close that collision cannot
be avoided by the action of the give-way vessel alone, she shall take such action as will best aid to avoid collision.
(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 own port side.
(d) This Rule does not relieve the give-way vessel of her obligation to keep out of the way.

Once again the Rules use the word ‘shall’ in its imperative sense. And once again it uses the proviso ‘if the
circumstances of the case admit’. The Rule accepts that if, for some reason, it is dangerous to turn to starboard,
it could be necessary to turn to port. This diagram below illustrates two possible scenarios when a starboard turn
could be dangerous.
Having read this far through the Rules, it would now be clear that if you are a stand-on vessel, altering to port is
dangerous because the give-way vessel will very likely be on your port side; if she takes action of her own, she
would probably turn to starboard, and the two vessels would turn into each other’s path.

Assume you are on vessel B in the diagram above. A should have given way but has not done so. If she suddenly
makes a late starboard turn, your own port turn would result in collision.

Rule 18 Responsibilities between vessels

Except where Rules 9, 10 and 13 otherwise require:
(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 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.
(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.
(ii) A vessel constrained by her draught shall navigate with particular caution having full regard to her special
condition.
(e) A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding their
navigation. In circumstances, however, where risk of collision exists, she shall comply with the Rules of this Part.
(f) (i) A WIG craft shall, when taking off, landing and in flight near the surface, keep well clear of all other
vessels and avoid impeding their navigation;
(ii) a WIG craft operating on the water surface shall comply with the Rules of this Part as a power-driven
vessel.
Section III - Conduct of vessels in restricted visibility
Contents
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.
If a vessel looms into view through the mist, you are in sight of one another and must immediately begin to apply the
Rules of Section II. You also use different sound signals. Later on we will learn the difference between the fog signals
of Rule 35 and those of Rule 34 which apply only if you can see the other vessel
(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.
In restricted visibility, own ship’s manoeuvrability would be a major influence in choice of speed, including the ability to
reduce speed immediately. On some vessels it may take several minutes to prepare the engines for manoeuvring,
usually resulting in a slight fall in speed and fuel economy. Exactly how restricted the visibility must be to demand
such action is not specified in the Rules and opinions vary. Depending on the stopping power and manoeuvrability of
the ship it might be appropriate when visibility has fallen to about 5 miles in areas known to be subject to sudden on-
set of fog. This requirement also implies hand steering where auto-pilot is normally used.
(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.
The Rules of Section I are those which apply in ‘any visibility’. ‘Pay due regard’ means ‘give adequate attention to’.
What this paragraph actually means is that we must give extra consideration to those Rules as a result of the poor
visibility. The Rules of Section I particularly affected by this requirement are 5, 7 and 8 – Lookout, Risk of Collision
and Avoiding Action. In other words we would be expected to post extra lookouts day or night, probably outside and
maybe right forward, so that fog signals or engines of other vessels can be heard.

(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:

Not surprisingly, the courts have found that the phrase ‘close quarters situation’ is open to argument. Since fog sig-
nals (for vessels over 200 metres) have to be audible for 2 miles, this has become the generally accepted distance at
which a close quarters situation might be said to begin. For smaller manoeuvrable vessels it could be considered ra-
ther less. If we keep to the fog signal analogy it would be half a mile for vessels below 20 metres.
For larger vessels in the open sea is has been suggested that using a 12-mile range scale, targets should be assessed
while in the outer third of the screen and if a close quarters situation is developing, action should be taken before
they reach the inner third. Smaller vessels might do likewise on a lower range scale.
It should always be remembered that small timber or fibreglass vessels often do not return an echo until they are
quite close to the ‘searching’ radar, an area of the screen which may be obscured with sea clutter. A good radar
lookout includes frequent changes of range to determine whether this is happening. Small vessels should deploy
properly designed radar reflectors whenever possible.
On some large vessels, the conning position and radar scanner can be more than 200 metres from the bow. This cre-
ates a long ‘shadow’ sector where small craft can not be seen either visually or by radar.
There is no ‘stand-on’ or ‘give-way’ in Rule 19. That applies only when vessels are in sight of one another. In re-
stricted visibility, every vessel must take avoiding action—not only if there is a risk of collision but also if a close
quarters situation is developing. Close quarters situations can develop from astern as well as ahead.
(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 the beam.

The words ‘so far as possible’ are included in case an alteration to port is necessary due to lack of sea room or the
presence of other vessels. Such action must be made as early as possible and as boldly as possible. ‘Abeam’ means
at right angles anywhere along the ship’s length.
The words ‘so far as possible’ are included in case an alteration to port is necessary due to lack of sea room or the
presence of other vessels. Such action must be made as early as possible and as boldly as possible. ‘Abeam’ means
at right angles anywhere along the ship’s length.

There is no ‘stand-on’ or ‘give-way’ in Rule 19. That applies only when vessels are in sight of one another. In restrict-
ed visibility, every vessel must take avoiding action—not only if there is a risk of collision but also if a close quarters
situation is developing. Close quarters situations can develop from astern as well as ahead.
(e) Except where it has been determined that a risk of collision does not exist, every vessel which hears
apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close quarters situation
with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her
course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of
collision is over.

The Rule phrases this in such a way as to emphasise that you have specifically determined by use of radar that
there is no risk of collision, and ensured that any fog signals from forward of the beam have been positively iden-
tified and do not pose a threat – that they are, in fact, from the vessel which you think they are from, remember-
ing that the direction of sound in fog can be very deceptive.
It tells us exactly what to do if:
(1) we hear a fog signal apparently forward of the beam
OR
(2) we can not avoid a close quarters situation with another vessel forward of the beam.
We must:
(1) Reduce speed to steerage way
(2) Take all way off if necessary, AND
(3) Navigate with extreme caution.
Before altering course to avoid a collision, you need to know which way the other ship is heading with respect to
your own vessel. This is called her aspect and it can not be determined from a fog signal. It is also difficult to de-
termine quickly from a radar target. A radar plot as shown could represent a vessel with aspect Red 30º as
sketched next to it.
 On the other hand, it could also represent the two situations below.

If radar indicates an unavoidable close quarters situation with a vessel approaching from ahead or within about
30° of the bow, a vessel would be expected to reverse engines and take all way off, while remaining head on to
the danger so as to present a smaller target.

Part C - Lights and shapes

Application, Definition & Visibility of Lights
Rule 20 Application
(a) Rules in this part shall be complied with in all weathers.
(b) The Rules concerning lights shall be complied with from sunset to sunrise, and during such times no other lights
shall be exhibited, except such lights as cannot be mistaken for the lights specified in these Rules or do not impair
their visibility or distinctive character, or interfere with the keeping of a proper look-out.
(c) The lights prescribed by these Rules shall, if carried, also be exhibited from sunrise to sunset in restricted
visibility and may be exhibited in all other circumstances when it is deemed necessary.
(d) The Rules concerning shapes shall be complied with by day.
(e) The lights and shapes specified in these Rules shall comply with the provisions of Annex I to these
Regulations.
Rule 21 Definitions
(a) Masthead light means a white light placed over the fore and aft centreline of the vessel showing an unbroken
light over an arc of the horizon of 225 degrees and so fixed as to show the light from right ahead to 22.5
degrees abaft the beam on either side of the vessel.

Notice the requirement for an ‘unbroken arc’ of visibility. The masthead light does not actually have to be
on a mast, as long as it is above and clear of all other lights and obstructions
(b) Sidelights means a green light on the starboard side and a red light on the port side each showing an
unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to show the light from right ahead
to 22.5 degrees abaft the beam on its respective side. In a vessel of less than 20 metres in length the
sidelights may be combined in one lantern carried on the fore and aft centreline of the vessel.

(c) Sternlight means a white light placed as nearly as practicable at the stern showing an unbroken light over an
arc of the horizon of 135 degrees and so fixed as to show the light 67.5 degrees from right aft on each side of
the vessel.
(d) Towing light means a yellow light having the same characteristics as the sternlight defined in paragraph (c)
of this Rule.
(e) All-round light means a light showing an unbroken light over an arc of the horizon of 360 degrees.
(f) Flashing light means a light flashing at regular intervals at a frequency of 120 flashes or more per minute.

This refers to the flashing yellow light carried by hovercraft. The high flashing rate is to distinguish it from
buoys, which usually do not flash more than 60 per minute.
The relative positions of the lights enable us to determine which way a ship is heading, as sketched in the
diagram below.
In above figure (a) the vessel is viewed from head on. As she turns to starboard, the masthead lights ‘open out’.
The green light disappears and the red port light appears between the masthead lights.
Vessels with only one masthead light must have the forward one (Rule 23). As she continues to turn, the aspect
continues to change and the red port light and the masthead light(s) will remain visible until she has turned 22½º
past the beam, so that she is heading slightly away from us (not shown). At that point these lights will quickly
fade and the stern light will come into view. Sketch figure (d) shows the view from astern.

Rule 22 Visibility of lights

The lights prescribed in these Rules shall have an intensity as specified in Section 8 of Annex I to these Regulations
so as to be visible at the following minimum ranges:
(a) In vessels of 50 metres or more in length:
- a masthead light, 6 miles;
- a sidelight, 3 miles;
- a sternlight, 3 miles;
- a towing light, 3 miles;
- a white, red, green or yellow all-round light, 3 miles.
(b) In vessels of 12 metres or more in length but less than 50 metres in length:
- a masthead light, 5 miles; except that where the length of the vessel is less than 20 me-
tres, 3 miles;
- a sidelight, 2 miles;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles.
(c) In vessels of less than 12 metres in length:
- a masthead light, 2 miles;
- a sidelight, 1 mile;
- a sternlight, 2 miles;
- a towing light, 2 miles;
- a white, red, green or yellow all-round light, 2 miles.
(d) In inconspicuous, partly submerged vessels or objects being towed:
- - a white all-round light, 3 miles.
There are four paragraphs to this Rule. There are various ways of remembering them. It is probably best to invent
your own way. As a starting point, our own summary is given below:

(a) For big ships 50 m or more in length, all lights are visible for 3 miles, except the masthead light is 6
miles.
(b)–(c) For smaller vessels, all lights are visible for 2 miles
except:
 Below 12 metres, the sidelight is just 1 mile.
 From 12–20 metres the masthead light is 3 miles.
 From 20–50 metres the masthead light is 5 miles.
The above is a slight approximation for the purpose of memorising the ranges. You will see from the full wording
of the Rule that a vessel of exactly 12, 20 or 50 metres has to fit lights with the greater range.
(d) Inconspicuous, partly submerged vessels/objects being towed—3 miles.
These are the minimum ranges at which the lights must be ‘visible’.

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 metres in length shall not be obliged to exhibit such light but may do so;
(iii) sidelights;
(iv) a sternlight.

(b) An air-cushion vessel when operating in the non-displacement mode shall, in addition to the lights
prescribed in paragraph (a) of this Rule, exhibit an all-round flashing yellow light.
(c) A WIG craft only when taking off, landing and in flight near the surface shall, in addition to the lights
prescribed in paragraph (a) of this Rule, exhibit a high intensity all-round flashing red light.
(d) (i) A power-driven vessel of less than 12 metres in length may in lieu of the lights prescribed in paragraph
(a) of this Rule exhibit an all-round white light, and sidelights;
(ii) a power-driven vessel of less than 7 metres 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 practi-
cable, also exhibit sidelights;
(iii) the masthead light or all-round white light on a power-driven vessel of less than 12 metres 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.

Rule 24 - Towing and pushing

(a) A power-driven vessel when towing shall exhibit:
(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical
line. When the length of the tow, measuring from the stern of the towing vessel to the after
end of the tow exceeds 200 metres, three such lights in a vertical line;
(ii) sidelights;
(iii) a sternlight;
(iv) a towing light in a vertical line above the sternlight;
(v) when the length of the tow exceeds 200 metres, a diamond shape where it can best be
seen.

(b) 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 exhibit the lights prescribed in Rule 23.
(c) A power-driven vessel when pushing ahead or towing alongside, except in the case of a composite unit,
shall exhibit:
(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line;
(ii) sidelights;
(iii) a sternlight.
(d) A power-driven vessel to which paragraph (a) or (c) of this Rule applies shall also comply with Rule
23(a)(ii).
(e) A vessel or object being towed, other than those mentioned in paragraph (g) of this Rule, shall exhibit:
(i) sidelights;
(ii) a sternlight;
(iii) when the length of the tow exceeds 200 metres, a diamond shape where it can best be seen.
(f) Provided that any number of vessels being towed alongside or pushed in a group shall be lighted as one
vessel,
(i) a vessel being pushed ahead, not being part of a composite unit, shall exhibit at the forward end,
sidelights;
(ii) a vessel being towed alongside shall exhibit a sternlight and at the forward end, sidelights.
(g) An inconspicuous, partly submerged vessel or object, or combination of such vessels or objects being
towed, shall exhibit:
(i) if it is less than 25 metres in breadth, one all-round white light at or near the forward end and one
at or near the after end except that dracones need not exhibit a light at or near the forward end;
(ii) if it is 25 metres or more in breadth, two additional all-round white lights at or near the extremities
of its breadth;
(iii) if it exceeds 100 metres in length, additional all-round white lights between the lights prescribed in
subparagraphs (i) and (ii) so that the distance between the lights shall not exceed 100 metres;

(iv) a diamond shape at or near the aftermost extremity of the last vessel or object being towed and if
the length of the tow exceeds 200 metres an additional diamond shape where it can best be seen and
located as far forward as is practicable.
(h) Where from any sufficient cause it is impracticable for a vessel or object being towed to exhibit the lights or
shapes prescribed in paragraph (e) or (g) of this Rule, all possible measures shall be taken to light the vessel
or object towed or at least to indicate the presence of such vessel or object.
(i) Where from any sufficient cause it is impracticable for a vessel not normally engaged in towing operations to
display the lights prescribed in paragraph (a) or (c) of this Rule, such vessel shall not be required to exhibit
those lights when engaged in towing another vessel in distress or otherwise in need of assistance. All possible
measures shall be taken to indicate the nature of the relationship between the towing vessel and the vessel
being towed as authorized by Rule 36, in particular by illuminating the towline.

Rule 25 - Sailing vessels underway and vessels under oars

(a) A sailing vessel underway shall exhibit:
(i) sidelights;
(ii) a sternlight.
(b) In a sailing vessel of less than 20 metres in length the lights prescribed in paragraph (a) of this
Rule may be combined in one lantern carried at or near the top of the mast where it can best be seen.

(c) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or
near the top of the mast, where they can best be seen, two all-round lights in a vertical line, the upper be-
ing 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 metres in length shall, if practicable, exhibit the lights prescribed in
paragraph (a) or (b) of this Rule, but if she does not, she shall have ready at hand an electric torch or
lighted lantern showing a white light which shall be exhibited in sufficient time to prevent collision.
(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.
(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.
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.
(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 metres 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 with apexes together in a vertical line one above the other;
(ii) when there is outlying gear extending more than 150 metres horizontally from the vessel, an all-
round white light or a cone apex upwards in the direction of the gear;
(iii) when making way through the water, in addition to the lights prescribed in this paragraph, sidelights
and a sternlight.

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

Annex II has been summarised below:

 Shooting nets white over white (Flag Z by day)

Hauling nets white over red (Flag G by day)

Nets caught on bot- red over red (Flag P by day)

tom

Pair trawling searchlights on water (Flag T by day)

Purse Seiners yellow over yellow, flashing al-

ternately

These are ‘all-round’ lights at least 900 mm apart. They are carried at a lower level than the fishing lights (ie the
green-over-white or red-over-white), and of lesser intensity (but still visible for at least 1 mile).
(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.
This rule is often ignored. Vessels often incorrectly show fishing lights when transiting to or from fishing grounds.
If you have any doubt however, remember Rule 7(a) ‘If there is any doubt about risk of collision, such a risk shall
be deemed to exist’.

Rule 27 - Vessels not under command 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 sternlight.

(b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in mine clearance operations, shall
exhibit:
(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 shape prescribed in Rule
24(a), exhibit the lights or shapes prescribed in subparagraphs (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 to indicate the 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 another
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.

(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 light shall be white;
(ii) a rigid replica of the International Code flag "A" not 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 or shape prescribed for a vessel at anchor in Rule 30 as appropriate, exhibit
three all-round green lights or three balls. One of these lights or shapes shall be exhibited near the foremast
head and one at each end of the fore yard. These lights or shapes indicate that it is dangerous for another
vessel to approach within 1000 metres of the mine clearance vessel.

(g) Vessels of less than 12 metres in length, except those engaged in diving operations, shall not be required to
exhibit the lights and shapes prescribed in this Rule.
(h) The signals prescribed in this Rule are not signals of vessels in distress and requiring assistance. Such signals
are contained in Annex IV to these Regulations.

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.

Note the Rule says these ‘may’ be shown, not ‘shall’ be shown, ie it is not compulsory to show the CBD lights.

Rule 29 - Pilot vessels

(a) A vessel engaged on pilotage duty shall exhibit:
(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 30 for vessels at anchor.
(b) A pilot vessel when not engaged on pilotage duty shall exhibit the lights or shapes prescribed for a similar
vessel of her length.
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 all-round
white light.
(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.
(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-round 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 other vessels normally navigate, shall not be required to exhibit the lights or shape
prescribed in paragraphs (a) and (b) of this Rule.
(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)

Rule 31 - Seaplanes
Where it is impracticable for a seaplane or a WIG craft to exhibit lights and shapes of the characteristics or in the
positions described in the Rules of this Part she shall exhibit lights and shapes as closely similar in characteristics
and position as is possible.
Part D - Sound And Light Signals
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.
(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, a vessel of 20 metres or more in
length shall be provided with a bell in addition to a whistle, and a vessel of 100 metres 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. The whis-
tle, bell and gong shall comply with the specification in Annex III to these Regulations. The bell or gong or both
may be replaced by other equipment having the same respective sound characteristics, provided that manual
sounding of the required signals shall always be possible.
(b) A vessel of less than 12 metres in length shall not be obliged to carry the sound signalling appliances
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".
(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 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 sec-
onds;
(iii) the light used for this signal shall, if fitted, be an all-round white light, visible at a mini-
mum range of 5 miles, and shall comply with the provisions of Annex I to these Regulations.
(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.
(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.
(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.

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.
(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 paragraphs (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.
(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. 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 paragraphs (a) or (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 af-
ter 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 ap-
proaching 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.
(i) A vessel of 12 metres or more but less than 20 metres in length shall not be obliged to give the bell signals
prescribed in paragraphs (g) and (h) of this Rule. However, if she does not, she shall make some other effi-
cient sound signal at intervals of not more than 2 minutes.
(j) 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.

(k) 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.
There are ten paragraphs to this Rule, summed up below.
Signal Interval

(a) Power-driven vessel making way ▬ (2mins)

(‘Here I come, sounding one’) 1 long

(b) Power-driven vessel stopped in water ▬ ▬ (2 mins)

2 long

(c) NUC, RAM, CBD, SAIL, EIF, TOW ▬ ▪▪ (2 mins)

Long-short-short is the same as Morse Code D (think ‘D 1 long, 2 short
for danger’)

(d) RAM and EIF at anchor ▬ ▪▪ (2 mins)

(when anchored, these vessels may be surrounded by gear and 1 long, 2 short
obstructions)

(e) Towed Vessel, if manned ▬ ▪▪▪ (2 mins)

The tug signal alone does not indicate the presence of a tow. 1 long, 3 short
Rule 2(a) ‘precautions’ would require that, in fog, the towed
vessel should be manned for this purpose especially if it is
over 200 metres. Conversely, a tug made fast to a vessel is
really not much different to an outboard engine; the tug
should keep silent and the vessel should sound its own signal
for making way or not making way as appropriate.

(f) Composite unit pushing ahead (same as PDV). ▬ (2mins)

1 long

(g) Vessel at anchor below 100 metres 5 sec. bell ring (1 min)

100 metres or more 5 sec. bell ring

(forward) followed
by 5 sec. gong
(aft)

Optional whistle to warn approaching vessel ▪▬▪

Use it when other vessels come too close, bell/gong might not Short-Long-Short
be loud enough

(h) Aground: same as ‘anchored’ plus 3 strokes before and af- 3 distinct strokes (1 min)
ter bell ring. on the bell before
and after rapid
ringing

May also sound an ‘appropriate’ whistle signal such as the sig- ▪▪▬
nal for U. Short-short-long is Morse Code for the letter ‘U’. Short-Short-Long
Whistle signals often correspond to the single-letter flag sig-
nals which you will meet in the Section 9. Signal letter ‘U’
means ‘You are running into danger’, whether it be signalled
by flag, sound or light.

(i) Vessel 12m to 20m – no bell signals required at anchor or Efficient sound 2 mins
aground. signal – eg ▪ ▬
▪ and anchor
and ▪ ▪ ▬ when
aground

(j) Less than 12 metres: As above, or Efficient sound (2 mins)

signal

(k) Pilot vessel: Same as for PDV however may also sound 4 ▬ (PDV)
short blasts as an optional identity signal ▪ ▪ ▪ ▪ optional
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 to
these Regulations.

ANNEX 4 - Distress Signals

1. The following signals, used or exhibited either together or separately, indicate distress and need of assistance:
(a) a gun or other explosive signal fired at intervals of about a minute;
(b) a continuous sounding with any fog-signalling apparatus;
(c) rockets or shells, throwing red stars fired one at a time at short intervals;
(d) a signal made by any 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.);
(i) a rocket parachute flare or a hand flare showing a red light;
(j) a smoke signal giving off orange-coloured smoke;
(k) slowly and repeatedly raising and lowering arms outstretched to each side;
(l) a distress alert by means of digital selective calling (DSC) transmitted on:
(i) VHF channel 70; or
(ii) MF/HF on the frequencies 2187.5 kHZ, 8414.5 kHZ, 4207.5 kHZ, 6312 kHZ, 12577kHZ or 16804
(m) a ship-to-shore distress alert transmitted by the ship’s Inmarsat or other mobile
satellite service provider ship earth station;
(n) signals transmitted by emergency position-indicating radio beacons;
(o) approved signals transmitted by radio communication systems, including survival
craft radar transponders.
1. The use or exhibition of any of the foregoing signals, except for the purpose of indicating
Distress and in need of assistance and the use of other signals which may be confused with
any of the above signals, is prohibited.
2. Attention is drawn to the relevant sections of the International Code of Signals, the
International Aeronautical and Maritime Search and Rescue Manual, Volume III and the
following signals:
(a) a piece of orange-coloured canvas with either a black square and circle or
other appropriate symbol (for identification from the air);
(b) a dye marker.