Explain the structure and annexes of COLREG.
There are total 41 Rules which are divided into 6 parts (A–F) followed by Annexes (I to IV).
Part A: General (Rule 1 to 3)
Part B: Steering and Sailing Rules (Rule 4 to 19)
Part C: Lights and shapes (Rule 20 to 31)
Part D: Sound and light signals (Rules 32 to 37)
Part E: Exemptions (Rule 38)
Part F: Verification of compliance with the provisions of the Convention (Rules 39–41)
Annexes: I to IV
Part B is further divided into three sections.
Section I – Rules 4 to 10 – Apply to vessels in all conditions of visibility.
Section II – Rules 11 to 18 – Apply only to vessels in sight of one another.
Section III – Rule 19 – Apply to vessels not in sight of one another; navigating in or near an area of restricted visibility.
The four Annexes contain technical requirements concerning lights and shapes and their positioning; sound signaling appliances; additional signals for fishing vessels when operating in close proximity, and international distress signals.
To which all ships does apply?
As per Rule 1 of the Convention on International Regulations for preventing collisions at sea, 1972, these Rules shall apply to all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels.
“Vessel” as defined by Rule 3 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.
What are the most recent amendments to ?
was amended most recently by Resolution A.1085(28) adopted in December 2013 and entered into force on 1st Jan 2016.
It added a new chapter F to the containing Rules 39, 40 and 41.
This part deals with the verification of compliance with the provisions of the Convention.
The new rules bring in the requirements for compulsory audit of Parties to the Convention.
Define – one prolong blast.
As per Rule 32 – Definitions, the term “prolonged blast” means a blast of from four to six seconds’ duration.
What is inshore traffic zone?
Inshore traffic zone is the designated sea area between the landward boundary of a TSS and the adjacent coast intended for coastal traffic.
Overtaking in TSS will be as per which Rule? What will be the procedure?
Overtaking in a TSS will be as per Rule 13 – Overtaking as it takes precedence over all rules of Section I and II of Part B.
Rule 13 clearly states – 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.
Procedure of overtaking is left at the discretion of the Navigator.
A vessel can be overtaken from any side as long as Rule 13 is fully complied with.
I will sound one short blast if altering to stbd and two short blasts if altering to port while overtaking.
What is the difference between narrow channel and TSS?
TSS is defined as a routeing measure aimed at the separation of opposing streams of traffic by appropriate means and by the establishment of traffic lanes.
A TSS is distinct and separate from a narrow channel or fairway and hence, there are separate Rules applicable to them.
TSS to which Rule 10 applies are the ones that are adopted by IMO as per SOLAS V/10.
A narrow channel, although not defined anywhere, would mean a channel where the surrounding depths or proximity of land naturally impose navigable restrictions.
A TSS is clearly defined and marked on charts and is applicable to all vessels regardless of her present condition.
A narrow channel on the other hand depends on the vessels condition – a channel may be narrow channel for a deep drafted VLCC but may not be a narrow channel for a smaller ship.
A TSS can be a narrow channel for some vessels but a narrow channel cannot be called a TSS unless specifically adopted by IMO and marked on navigational charts.
Narrow channels are mostly demarcated by buoys and dredged in that area.
The area outside is specifically hazardous to navigation.
A TSS is only to separate opposing streams of traffic and may be safe to leave the TSS or choose not to use one.
[Narrow channel v/s Fairway: A narrow channel is a natural or dredged lane restricted on either side by shallow waters or land or both. It is often marked by buoys as it is unsafe to go out of the narrow channel. A fairway is designed in open waters, and the water on either side is not very shallow compared to that within the fairway. Fairways are mainly used to enroute the vessel away from natural hazards, oil platforms, mines, etc. rather than keeping them in deeper waters.]
What is the most important rule in ROR for cadet?
According to me, the most important rule for the cadet in ROR is Rule 5 – Lookout.
Onboard ship, a cadet will not be assigned any of the navigational responsibility.
A cadet may however, be part of the Bridge team while the vessel is at sea, along with the certified lookout and OOW.
For carrying out this function, it is important that the cadet understands Rule 5 fully.
What is the Vertical Distance between all round lights and shapes?
Annex 1: Positioning & Technical details of lights and shapes – describes the requirements for vertical positions and spacing of lights and shapes.
On vessel 20m or more in length, vertical distance between all round lights should not be less than 2m and the lowest light must be placed not less than 4m above the hull.
On vessel less than 20m in length, vertical spacing between all round lights should not be less than 1m and the lowest light must be placed not less than 2m above the gunwale.
When 3 lights are carried, all 3 should be equally spaced.
Vertical distance between shapes must be atleast 1.5m.
Vessel of less than 20m length, size of shapes & distance apart may be as per size of the vessel.
Explain various distress signals.
Following are the various distress signals as specified in Annex IV of :
A gun or other explosive signal fired at intervals of about a minute.
A continuous sounding with any fog-signaling apparatus.
Rockets or shells, throwing red stars fired one at a time at short intervals.
A signal made by radiotelegraphy or by any other signaling method consisting of the group SOS in Morse Code. (. . . – – – . . .)
A signal sent by radiotelephony consisting of the spoken word “Mayday”.
The International Code Signal of distress indicated by N.C.
A signal consisting of a square flag having above or below it a ball or anything resembling a ball.
Flames on the vessel (as from a burning barrel, oil barrel, etc.).
A rocket parachute flare or hand flare showing a red light.
A smoke signal giving off orange colored smoke.
Slowly and repeatedly raising and lowering arms outstretched to each side.
A distress alert by means of digital selective calling (DSC) transmitted on VHF channel 70 or MF/HF frequencies.
A ship-to-shore distress alert transmitted by the ship’s Inmarsat or other mobile satellite service provider ship earth station.
Signals transmitted by emergency position-indicating radio beacons (EPIRB).
Approved signals transmitted by radio communication systems, including survival craft radar transponders.
Describe lights, shapes and sound signal for Vessel aground.
As per Rule 30: Anchored vessels and vessels aground,
A vessel aground shall exhibit an all-round white light in the fore part and another all round white light at or near the stern and at a lower level than the forward light. A vessel of less than 50 metres in length may exhibit a single all-round white light where it can best be seen instead of the lights forward and aft.
In addition, an aground vessel shall exhibit, where they can best be seen, two all-round red lights in a vertical line and three balls in a vertical line.
If the vessel aground is less than 12 m in length, above lights and shapes are optional.
As per Rule 35: Sound signals in restricted visibility,
A vessel aground 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.
In addition, aground vessel shall 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 (Morse U – two short & one prolong blast).
A vessel of less than 20 metres in length shall not be obliged to give the above sound signals when aground. If she does not, she shall make some other efficient sound signal at interval not more than 2 minutes.
At night time there is a tug and tow which is not showing proper lights. How will you identify?
As per Rule 24, where from any sufficient cause it is impracticable for a vessel or object being towed to exhibit the lights or shapes as prescribed in Rule 24, 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.
Thus, if the tug and tow are not showing proper lights, they will however indicate their presence. The rule does not say how it must indicate the presence.
There is a possibility that the tow cannot exhibit the lights due to power failure or damage to her lights because of an accident.
Measures taken to indicate the presence could include focusing searchlights from a towing vessel on the tow, or deck lights on the towed vessel.
In the case of a vessel not normally engaged in towing operations, 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 36: Signals to attract attention allows vessel to make light or sound signals that cannot be mistaken for any signal authorized elsewhere in the Rules, to attract attention.
A vessel can direct the beam of her searchlight in the direction of the danger.
Other options are to sound the signal “U” (. . _) which means you are running into danger.
What do you understand by ‘lookout by all available means’ and ‘safe speed’?
Lookout means watch out, pay attention, be alert, be watchful, keep your eyes open, use all your senses, beware and take care.
All available means for doing this includes all the processes and equipments, internal or external, which can be used for the purpose of maintaining lookout and is in addition to lookout by sight and hearing.
This may include, but not limited to, binoculars, telescopes, own radar, shore radar, ARPA, AIS, VHF, ECDIS, NAVTEX, VTIS or VTMS and navigational information or warnings from any means.
Disregarding the use of any available equipment which can be used to maintain a lookout would mean non-compliance with this Rule.
Safe speed would mean a speed at which a vessel can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions.
No mathematical formula can be prescribed for a safe speed as it depends on the circumstances such as visibility, traffic density, vessel’s stopping ability and maneuvering characteristics, weather conditions, draft / UKC, proximity of navigational hazards, etc.
All aspects must be accounted for in judging and deciding the safe speed, which is more of a subjective or qualitative assessment and not a quantitative one.
It also depends on individual views and perception of existing circumstances, individual judgments based on experience, etc.
Are any specific requirements given in SMS about safe speed?
SMS requires vessel to proceed at safe speed in compliance with but does not specify any numeric value.
It recommends for the speed to be reduced as per Master’s judgment whenever required due to traffic, weather, visibility or when restricted manoeuvring room threatens the safety of the vessel.
Master can reduce the speed anytime whenever necessary, irrespective of any commercial constraints and at all times, comply with Rule 6 of .
SMS does give the requirement when the engines must remain in stand-by conditions, for example, when transiting Malacca Strait and Singapore Strait (from one fathom bank to Horsburgh lighthouse), Strait of Hormuz, Straits of Bab-El-Mandeb, Gulf of Suez, Strait of Gibraltar, etc.
However, the safe speed is to be decided by the Master or the OOW as per Rule 6.
What do you understand by ‘limitations of radar equipment’ and ‘constraints on radar range scale’?
Limitations of radar equipments could be many such as starting up time, interference due to weather or other radars, shadow and blind sectors, the possibility that smaller targets may not be picked up, false echoes, inappropriate range scale, range and bearing accuracy, sensitivity of the radar equipment, etc.
Limitation of radar include, when fitted with ARPA, the time lag in determining the target details and changes in the information provided.
Any constraints imposed by the radar range scale in use means that the range scale directly affects the overall efficiency of radar.
Long range allows early detection but small targets may not be detected.
Small scale provides good resolution but reduces overall coverage.
Hence, changing range scale is necessary and two radars should be operated on different scales whenever possible.
What do you understand by ‘good practice of seamanship’? Explain with an example.
„Ordinary practice of seamen‟ – this small phrase given in Rule 2 has a very wide-ranging application and many a times may not be taken into account in the routine day-to-day working.
Even though it follows the words „may be required‟ it is of paramount importance in these Rules.
This phrase has been interpreted to mean all practices, procedures, processes, systems and actions handed down through generations of seafaring and which have proved themselves successful for safe navigation.
In other words, traditional practices which have proved to be right in the past or will be expected to be correct by the logical application of „common sense‟ to seafaring.
Following are a few examples;
- A vessel under way would be expected to keep clear of a vessel at anchor as a matter of seamanship.
- When a vessel anchors she must do so without endangering other vessels which may be navigating close by. She must not anchor too close to other anchored vessels.
- In dense fog a vessel without operational radar may not be justified in being under way at all but should anchor if it is safe and practicable for her to do so.
- When two vessels are approaching one another at a difficult bend in a tidal river it has been held to be the duty of the one having the tide against her to wait until the other has passed.
What do you understand by risk of collision and close quarter situation? Is ‘close quarter’ word used in ?
Risk of collision is a combination of the relative speed of approach and the time it will take for the vessels or bodies to make contact.
Determining „risk of collision‟ is an analysis of the vectors of the bodies concerned.
If the vectors meet at the same point at the same time when projected forward in time, it signifies that they will collide.
Close-quarter situation is not the same as risk of collision.
It means that the vessels or bodies have come so close that the close proximity is dangerous and can cause trouble to the vessels in question.
It means that the vessels are close enough for interaction forces to be clearly visible, although the vectors may not meet and CPA may not be zero.
Avoiding a close-quarter situation includes avoiding a risk of collision.
A CPA closer than the maximum outer limit of a vessels turning circle may be considered as the minimum cut off limit of close quarter‟s range.
Limits of the area around the vessel where a vessel‟s bow or stern wave may endanger another vessel can also be considered as the limit of close quarter‟s range.
In conclusion, a close quarter situation if not tackled appropriately, may or may not lead to a „collision‟.
However, a risk of collision is when if no action is taken, the collision is imminent.
Close-quarter word is used in the following rules:
Rule 8 (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.
Rule 19 (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.
Rule 19 (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.
What is a non-displacement vessel?
For most vessels, known as displacement vessels, the vessel’s weight is offset by that of the water displaced by the hull.
For non-displacement craft such as hovercraft and air-cushion vehicles, the vessel is suspended over the water by a cushion of high-pressure air it projects downwards against the surface of the water.
What are the lights displayed by a mine clearance vessel? Why is it different from RAM vessel?
A mine clearance vessel shall, in addition to the lights prescribed for a power-driven vessel, exhibit three all-round green lights or three balls.
One of these lights or balls 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.
The lights and shapes for mine clearance vessel are different from RAM vessel because the degree of restriction is much more severe.
A RAM vessel may be restricted due to her work, but another vessel can still pass close by with caution.
In the case of a mine clearance vessel, approaching close can be extremely dangerous due to the presence of mines.
Hence, the signals for mine clearance vessel are unique and specifically designed to indicate danger to other vessels.
What are the lights displayed by a vessel engaged in fishing?
A vessel engaged in fishing other than trawling shall exhibit two all-round lights in a vertical line, the upper being red and the lower being white.
In addition, when making way through the water, she shall exhibit sidelights and a sternlight.
When at anchor, she shall exhibit the anchor lights.
A vessel engaged in trawling shall exhibit two all-round lights in a vertical line, the upper being green and the lower being white.
In addition, when making way through the water, she shall also exhibit a masthead light abaft of and higher than the all-round green light.
What are the lights for a vessel constrained by her draught?
A vessel constrained by her draught shall, in addition to the lights prescribed for a power-driven vessel, exhibit three all-round red lights in a vertical line.
By day, she shall exhibit a cylinder.
These lights and shapes indicate that the vessel is severely constrained by her draught in relation to the available depth of water.
What are the lights for a vessel not under command?
A vessel not under command shall exhibit two all-round red lights in a vertical line where they can best be seen.
By day, she shall exhibit two balls in a vertical line.
When making way through the water, she shall also exhibit sidelights and a sternlight.
What are the lights for a vessel restricted in her ability to manoeuvre?
A vessel restricted in her ability to manoeuvre shall exhibit three all-round lights in a vertical line, the highest and lowest being red and the middle being white.
By day, she shall exhibit three shapes in a vertical line, the highest and lowest being balls and the middle being a diamond.
When making way through the water, she shall also exhibit masthead light(s), sidelights and sternlight.
What are the lights for a pilot vessel?
A pilot vessel engaged on pilotage duty shall exhibit two all-round lights in a vertical line, the upper being white and the lower being red.
When underway, she shall also exhibit sidelights and a sternlight.
When at anchor, she shall exhibit the anchor light in addition to the pilot lights.
What are the lights for a vessel at anchor?
A vessel at anchor shall exhibit an all-round white light where it can best be seen.
A vessel of 50 metres or more in length shall exhibit two all-round white lights, one in the fore part and one at or near the stern at a lower level.
By day, she shall exhibit one black ball in the fore part.
What are the lights for a vessel aground?
A vessel aground shall exhibit the lights prescribed for a vessel at anchor.
In addition, she shall exhibit two all-round red lights in a vertical line.
By day, she shall exhibit three black balls in a vertical line.
Can a vessel of 40m length show two mast head lights?
As per Rule 23 (Power driven vessels underway) a power driven vessel of length 40m when underway is required to display a masthead light forward.
The second mast head light abaft of and higher than the forward one, is optional for vessel of length less than 50m.
The Rule does say that vessels shall not be obliged to exhibit the second mast head light but may do so.
In what cases or situations will the bearing remain constant but no ROC?
When the vessels are going on the same course (heading) at the same speed with sufficient distance between them, the bearing as well as the range will remain the same and no risk of collision will exist.
Also, vessels can have the same bearing but no ROC if they are NOT approaching one another. ↓→
Can a ship violate Rule No. 10?
No ship can violate any Rule.
The first sentence of Rule 10 states that this rule does not relieve any vessel of her obligation under any other Rule.
However, Rule 10 gives exemptions for certain vessels from complying with the Rule when engaged in certain activities only to the extent necessary to carry out the operation.
• 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.
• 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.
What are the responsibilities between vessels as per ?
Responsibilities between vessels are laid down in Rules 11 to 18 of .
These rules apply only to vessels in sight of one another.
The responsibility is divided based on the type, condition and activity of the vessels involved.
In general, a vessel which is more manoeuvrable shall keep out of the way of the vessel which is less manoeuvrable.
What is meant by “early and substantial action”?
Early action means that action to avoid collision must be taken well in advance and not at the last moment.
Substantial action means that the action taken must be large enough to be readily apparent to the other vessel by visual observation or by radar.
A small alteration of course or speed which is not easily noticeable may not be considered substantial.
Early and substantial action helps to avoid close quarter situations and confusion between vessels.
What is meant by “stand-on vessel”?
Stand-on vessel is the vessel which has the right of way in a given situation under the Rules.
The stand-on vessel is required to maintain her course and speed.
However, she may take action to avoid collision by her manoeuvre alone as soon as it becomes apparent that the give-way vessel is not taking appropriate action.
If collision cannot be avoided by the action of the give-way vessel alone, the stand-on vessel shall take such action as will best aid to avoid collision.
What is meant by “give-way vessel”?
Give-way vessel is the vessel which is required to take early and substantial action to keep well clear of the other vessel.
She must avoid crossing ahead of the stand-on vessel wherever possible.
The give-way vessel must make her intentions clear and comply fully with the Rules.
What do you understand by “alteration of course to starboard is preferred”?
An alteration of course to starboard is generally preferred because it is more readily apparent to the other vessel.
It usually results in a port-to-port passing which is the normal and expected passing arrangement between vessels.
Alteration to port, especially for a vessel on the port side of another vessel, may lead to confusion and is therefore discouraged unless specifically required by the Rules.
When can the stand-on vessel take action?
The stand-on vessel may take action to avoid collision by her manoeuvre alone as soon as it becomes apparent that the vessel required to keep out of the way is not taking appropriate action.
If the situation continues to develop and collision cannot be avoided by the give-way vessel alone, the stand-on vessel shall take such action as will best aid to avoid collision.
In taking action, the stand-on vessel shall not, if possible, alter course to port for a vessel on her own port side.
What is meant by 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.
This situation is known as a crossing situation.
What action is required by the give-way vessel in a crossing situation?
The give-way vessel shall take early and substantial action to keep well clear of the stand-on vessel.
She shall avoid crossing ahead of the stand-on vessel whenever possible.
The action taken shall be such that it is readily apparent to the other vessel.
What is meant by head-on situation?
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.
This situation is known as a head-on situation.
How can you identify a head-on situation at night?
A head-on situation at night can be identified by seeing both the sidelights of the other vessel in a straight line or nearly in a straight line and her masthead light(s).
If there is any doubt as to whether such a situation exists, it shall be assumed that it does exist and the vessels shall act accordingly.
What is meant by overtaking?
A vessel shall be deemed to be overtaking when she is 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.
What is the responsibility of an overtaking vessel?
Any vessel overtaking any other shall keep out of the way of the vessel being overtaken.
This responsibility remains until the overtaking vessel is finally past and clear.
How can an overtaking situation be identified at night?
At night, an overtaking situation can be identified when only the sternlight of the vessel ahead is visible and neither of the sidelights can be seen.
If there is any doubt, it shall be assumed that the situation is an overtaking situation and the vessel shall act accordingly.
What action should be taken by a vessel in a head-on situation?
In a head-on situation, each vessel shall alter her course to starboard so that each shall pass on the port side of the other.
This action shall be taken early and be substantial enough to be readily apparent to the other vessel.
What is meant by “restricted visibility”?
Restricted visibility means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes.
What are the responsibilities of vessels in restricted visibility?
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.
Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of Section I of Part B.
What precautions should be taken in restricted visibility?
A proper lookout shall be maintained by sight, hearing and all available means appropriate in the prevailing circumstances and conditions.
Radar shall be used properly, including long-range scanning to obtain early warning of risk of collision.
Vessels shall avoid altering course to port for a vessel forward of the beam, other than for a vessel being overtaken.
Vessels shall avoid altering course towards a vessel abeam or abaft the beam.
What action should be taken on hearing fog signal forward of the beam?
A vessel which hears apparently forward of her beam the fog signal of another vessel shall reduce her speed to the minimum at which she can be kept on her course.
If necessary, she shall take all her way off and in any event navigate with extreme caution until danger of collision is over.
Can vessels rely solely on radar in restricted visibility?
No vessel shall rely solely on radar in restricted visibility.
Radar information must be carefully evaluated, and assumptions shall not be made on the basis of scanty information.
Due allowance shall be made for the limitations of radar equipment.
What is meant by traffic separation scheme (TSS)?
Traffic separation scheme is a routeing measure aimed at the separation of opposing streams of traffic by appropriate means and by the establishment of traffic lanes.
The objective of a TSS is to reduce the risk of collision between vessels by organizing the traffic flow in busy waterways.
What are the general rules to be followed in a traffic separation scheme?
A vessel using a traffic separation scheme shall proceed in the appropriate traffic lane in the general direction of traffic flow for that lane.
She shall keep as near to the outer limit of the traffic lane which is on her starboard side as is safe and practicable.
A vessel shall avoid crossing traffic lanes, but if obliged to do so, she shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.
Can a vessel anchor in a traffic separation scheme?
A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations.
If anchoring is unavoidable, the vessel shall take appropriate precautions to avoid obstructing the traffic flow.
Can fishing vessels use traffic separation schemes?
A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.
Fishing vessels may use the inshore traffic zone where provided.
What is an inshore traffic zone?
An inshore traffic zone is the area between the landward boundary of a traffic separation scheme and the adjacent coast.
It is intended for local traffic and vessels not using the traffic separation scheme.
Can a vessel not using the TSS cross or enter it?
A vessel not using a traffic separation scheme shall, so far as practicable, avoid crossing traffic lanes.
If obliged to cross, she shall do so on a heading as nearly as practicable at right angles to the general direction of traffic flow.
What are the sound signals used by vessels?
Sound signals are used by vessels to indicate their manoeuvres, presence, and intentions, especially in restricted visibility or when vessels are in sight of one another.
They are made using whistle, bell, or gong as prescribed in the Rules.
What are the whistle signals for vessels in sight of one another?
One short blast means “I am altering my course to starboard”.
Two short blasts mean “I am altering my course to port”.
Three short blasts mean “I am operating astern propulsion”.
These signals are used to indicate manoeuvres clearly and avoid misunderstanding between vessels.
What are the sound signals in restricted visibility?
In restricted visibility, sound signals are used to indicate the presence and movement of vessels.
A power-driven vessel making way through the water shall sound one prolonged blast at intervals of not more than two minutes.
A power-driven vessel underway but stopped and making no way through the water shall sound two prolonged blasts in succession at intervals of not more than two minutes.
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, or a vessel engaged in towing or pushing another vessel shall sound one prolonged blast followed by two short blasts at intervals of not more than two minutes.
What are the sound signals for vessels at anchor?
A vessel at anchor shall at intervals of not more than one minute ring the bell rapidly for about five seconds.
In a vessel of 100 metres or more in length, the bell shall be sounded in the fore part of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about five 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.
What are the sound signals for a vessel aground?
A vessel aground shall at intervals of not more than one minute ring the bell rapidly for about five seconds.
In a vessel of 100 metres or more in length, the bell shall be sounded in the fore part of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about five seconds in the after part of the vessel.
In addition, a vessel aground shall 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.
What is meant by “underway”?
A vessel is said to be underway when she is not at anchor, or made fast to the shore, or aground.
What is meant by “making way”?
A vessel is said to be making way when she is underway and moving through the water.
What is meant by “vessel in sight of one another”?
Two vessels are deemed to be in sight of one another only when one can be observed visually from the other.
What is meant by “restricted visibility”?
Restricted visibility means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes.
Explain the responsibilities of vessels under different conditions of visibility.
Rules 11 to 18 apply to vessels in sight of one another.
Rule 19 applies to vessels not in sight of one another navigating in or near an area of restricted visibility.
Vessels must comply with the appropriate rules depending on the prevailing conditions of visibility.
What is meant by “seaplane”?
A seaplane is an aircraft designed to manoeuvre on the water.
What is meant by “WIG craft”?
A WIG craft is a multimodal craft which, in its main operational mode, flies in close proximity to the surface by utilizing surface-effect action.
In open seas, there is a vessel very fine on your starboard bow. Will you allow your OOW to pass green to green? If yes, then how much CPA and why? What will be your standing orders for CPA by day and by night, by red to red and by green to green?
Rule 14 says that whenever there is a doubt if such a situation exists, it must be deemed to exist.
I will stick to Rule 14 and when the head-on situation involves a risk of collision, I will emphasize on altering to starboard to pass port-to-port with the other vessel.
My CPA requirement whether day or night will be the same as per the Company’s SMS i.e. CPA 2 NM with 20 mins TCPA.
I will not encourage or promote green to green passing at all as it has created confusion in the past resulting in many collisions.
I will ensure are complied and in any head on situation, red-to-red passing is done.
Will you maintain the same CPA for port and stbd passing? Justify.
Where risk of collision does not exist, I will pass another vessel from the port side keeping a wider margin so that there is no confusion and both vessels will pass safe and clear.
Where a risk of collision exists, I will strictly comply with Rule 14.
Which all rules will apply in restricted visibility? Which all rules will apply in any condition of visibility?
Following Rules will apply in R/V:
• Rules 1 to 3 – since they are applicable in any condition of visibility.
• Rules 4 to 10 – since they are applicable in any condition of visibility.
• Rule 19 – since vessel is navigating in or near an area of restricted visibility.
• Rules 20 to 31 – since navigational lights and shapes are to be displayed at all times in restricted visibility.
• Rules 32, 33, 35 – since sound signals have to be sounded in restricted visibility.
• Rules 36, 37, 38 – these apply at all times in all conditions of visibility.
Following Rules apply in any condition of visibility:
• Part A: Rules 1 to 3
• Part B: Section I (Rules 4 to 10)
• Part C: Rules 20 to 31
• Part D: Rules 32 to 37 (except Rule 34 and 35)
• Part E: Rule 38
• Part F: Rules 39 to 41
State the specification of gong.
Specifications of the gong are given in Annex III (Technical details of sound signal appliances) of :
• Sound pressure level must not be less than 110 db (A) at a distance of 1m from it.
• Should be made of corrosion resistant material, giving clear tone.
• The construction and performance must be to the satisfaction of the Administration.
Your Second mate calls you at 2 am and says he collided with a fishing boat. State your actions as a Master.
Stop engine and raise alarm.
(All actions as in the case of any other collision)
(Additionally, look out for the fishing boat collided with and offer assistance.)
3rd officer did a collision with a fishing vessel at 2330 hrs and in morning you got call from coast guard. State your actions.
- I will immediately save VDR data and ensure further recording.
- I will take statements from all the OOW’s and look-outs.
- I will inform the Company, P&I Club, Charterers, etc.
- I will carry out damage assessment by sounding all tanks and visually noticing the ship’s bow and sides.
- I will not accept liability until it is proved that the collision indeed involved my ship.
- On arriving at port, I will lodge a note of protest with the help of the Local agent.
- I will supervise and cooperate with the authorities carrying out the investigation.
You are in TSS and Mate is on watch. An overtaking vessel is requesting permission by sounding sound signals and your mate is giving permission in response with sound signals. You just came on the Bridge. What will you do?
I will inform the Mate that such sound signals are required only in a narrow channel, not in TSS where there is sufficient room for overtaking.
I will train him with regards to and ask him to undergo the CBT on available onboard.
One vessel is parallel to you on your stbd side and another vessel right ahead. ROC exists with the latter. State your actions.
I will sound two short blasts and alter my course to port and take a full turn and follow my course exactly behind the former vessel keeping safe distance.
After completing the above manoeuver, my speed will already reduce and if required I will reduce my speed further.
I will monitor the situation and keep clear of both the vessels.
If my engines are already on manoeuvring, I can alternatively reduce my speed and let the vessel parallel to me overtake me and then alter course to starboard to clear the vessel right ahead.
In restricted visibility, radar is inoperative. What signals will you show? Is your ship unseaworthy?
If my radar is inoperative in restricted visibility, I will reduce my speed and take all way off and wait for visibility to improve.
I will sound the signals as per Rule 35 i.e. two prolonged blasts with an interval of about 2 seconds between them at intervals of not more than 2 minutes.
As per the definition of unseaworthy given in MS Act, 1958, my vessel will be unseaworthy as it has a defective equipment.
However, vessel can obtain a dispensation after taking sufficient safety measures to the satisfaction of the Administration.
In Restricted visibility, a vessel is right astern and your radar is not working. How will you ascertain if ROC exists?
Without an operational radar, it will be very difficult for me to ascertain if ROC exists.
However, I can hear the intensity of the sound signal of the other vessel.
If it increases, that means the vessel is coming closer.
But that can be deceiving, and probably the vessel is being safely overtaken.
I will maintain my course and speed and increase the frequency of my fog signal.
In Restricted visibility, a vessel is right astern and ROC exists. State your actions as per Rule 19 part d and e separately.
As per Rule 19 d, since the vessel right astern is overtaking me she can alter her course to port or starboard.
Since the vessel is right astern, I can alter to port or stbd.
However, I will wait and see which side the other vessel is altering and then I will alter on the opposite side.
Rule 19 e does not apply to me since I am the vessel ahead and Rule 19 e is for taking action when the target vessel is forward of the beam.
In Restricted visibility, with radar operational, you have 4 target vessels, one each at port and starboard bow (4 points) and port and starboard quarter (4 points abaft the beam). You are heading 000 (T). ROC exists with all 4 of them. State your actions.
As per Rule 19 d, so far as possible,
I cannot alter to port as I have a vessel forward of my beam and also a vessel abaft my port beam.
I cannot alter to stbd as I have a vessel abaft my stbd beam.
Hence, I will take action as per Rule 19e.
Since I cannot avoid a close quarters situation with another vessel forward of my beam, I shall reduce speed to the minimum at which I can keep my ship on her course and if necessary, take all her way off and in any event navigate with extreme caution until danger of collision is over.
All other vessels also have a ROC with my vessel and other vessels, and will hence take the required action as per Rule 19.
In Restricted visibility, there is a target 2 point on port bow crossing port to stbd with 0.7NM CPA. Radar is operational. State your actions.
A CPA of 0.7NM can be considered as a close quarter situation considering the circumstances of R/V and hence I will comply with Rule 19d, I will alter my course to starboard.
In Restricted visibility, radar is not operational. You hear a fog signal from stbd quarter. State your actions.
When radar in not operational in R/V, I cannot clearly determine if ROC or Close quarter situation exists and Rule 19d won’t apply.
Since the Rule 19 e talks about hearing fog signal forward of her beam, Rule 19e also will not apply.
Since the fog signal is from stbd quarter, I will maintain my course and speed and if required, increase the frequency of the signal.
In restricted visibility, how will you overtake another vessel? Does Rule 13 still apply if there is a ROC?
Rule 13 does not apply in Section III of Part B i.e. Rule 19.
In R/V, I will overtake another vessel from either side monitoring the situation and the effectiveness of my action and ensuring that I pass well clear of the other vessel.
In restricted visibility, you have ROC with 3 vessels (port beam, stbd beam and right astern). State your actions.
As per Rule 19d, as far as possible, I must not alter to port or stbd since I was vessels on my beam.
Thus, I will maintain my course and speed and allow the other vessels to clear me by their actions as per Rule 19d (all will alter to starboard).
You are in a Narrow channel in restricted visibility and there is a bend. What warning signal will you give?
As per Rule 9 and Rule 34, 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.
Though not stated, this sound signal will apply in visibility conditions that are good enough for navigators to visually see other vessels had they not been obscured.
Being in an area of restricted visibility, I will continue sounding the fog signals as required by Rule 35.
You are in a narrow channel in restricted visibility going astern. What sound signal will you give?
In restricted visibility, there is no sound signal for going astern.
As per Rule 35, since I am making way through the water even though sternway, I will sound one prolonged blast at intervals of not more than 2 minutes.
There is a NUC vessel on your starboard bow. How will you know the reason for her being NUC? What action will you take?
The reason of her being NUC can only be known by hearing the securite announcement she makes on the VHF Ch.16 where she would mention the reason for her being NUC.
(For example, steering failure)
I will determine whether ROC exists with the NUC vessel.
If ROC exists, I will alter my course to port and pass the NUC vessel giving her a wide berth.
I can also alter course to stbd and pass her stern and at all times keep well clear of her.
Action would be to sound one short blast and alter course to starboard and pass the stern of the NUC vessel.
You are a CBD vessel and have a NUC vessel on your stbd bow. ROC exists. State your actions.
Since I have declared myself as a CBD vessel, I will not be able to alter course to avoid collision with the NUC vessel.
Hence, I will reduce my speed to a minimum to maintain my course and let the NUC vessel pass ahead of me.
Your own vessel is CBD in TSS and you have a NUC vessel on port bow and a mine clearance vessel on stbd bow. ROC exists and 2nd mate calls you at 0100 hrs. State your actions.
Since I am a CBD vessel in TSS, I will already be at maneuvering RPM.
As a CBD vessel I will not be able to alter my course.
I will immediately reduce my speed and take all way off if necessary and let the two vessels clear me and then proceed further.
In a narrow channel, there is a vessel you intend to overtake. There is sufficient sea room to overtake on stbd side. What sound signals will you give? Is it mandatory to give those signals?
Rule 9 clearly states that the sound signals are required when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing.
If sufficient sea-room is there on stbd side and the safe passing does not require ANY action from the vessel being overtaken, there is no requirement for making sound signals.
Hence, I will not give any sound signals and overtake her from the stbd side.
The sound signals are mandatory only when the vessel being overtaken is also required to take action in order to permit safe passing.
In a head-on situation, there is an obstruction on your starboard side. The other vessel is 6 NM away. State your actions.
I will give two short blasts and alter course to port by 90 degrees and then after going about 2 miles on that course, give one short blast and alter to starboard by 90 degrees to come on the original course.
This way ROC will be avoided and vessels will safely pass green to green.
If at all there isn’t enough time to carry out the above, I will maintain my course and speed and expect the other vessel to observe good seamanship and alter wider to starboard and prevent the collision.
There is a mountain on the starboard side and a vessel on your stbd bow ahead of the mountain. You cannot see the vessel visually but detected on the radar. State your actions.
I will determine if ROC exists.
As per the situation, I believe I am navigating in a narrow channel or a safety fairway and the other vessel is obscured by an intervening obstruction (mountain).
I shall navigate with particular alertness and caution and shall sound the appropriate signal prescribed in Rule 34(e) i.e. one prolonged blast.
If required, I will reduce my speed or take avoiding action once the vessel is in my sight as per Rules of Section II of Part B.
There is a vessel at a relative bearing of 105 degrees. She is coming up. State your actions.
I will take visual bearings and use the radar and ascertain if the ROC exists.
It is a crossing situation so if ROC exists, Rule 15 will be applicable.
I have the other vessel on my stbd side, so I am the give way vessel.
So as per Rule 15, I shall keep out of the way and shall avoid crossing ahead of the other vessel.
I will give two short blasts, alter course to port and take a full turn and pass the stern of the other vessel.