15.1 Basic working knowledge of the relevant IMO conventions concerning safety of life at sea, security and protection of the marine environment (Incl M.S.Act and rules thereunder)
15.1.1 Basi knowledge of following IMO convention ( SOLAS, MARPOL, LOADLINE, COLLISION REGULATION & STCW )
15.1.1 -A : SOLAS (Safety of Life at Sea)
Introduction & History
The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships.
The first version was adopted in 1914, in response to the Titanic disaster, the second in 1929, the third in 1948, and the fourth in 1960.
The 1960 Convention - which was adopted on 17 June 1960 and entered into force on 26 May 1965 - was the first major task for IMO after the Organization's creation and it represented a considerable step forward in modernizing regulations and in keeping pace with technical developments in the shipping industry.
The intention was to keep the Convention up to date by periodic amendments but in practice the amendments procedure proved to be very slow. It became clear that it would be impossible to secure the entry into force of amendments within a reasonable period of time.
As a result, a completely new Convention was adopted in 1974 which included not only the amendments agreed up until that date but a new amendment procedure - the tacit acceptance procedure - designed to ensure that changes could be made within a specified (and acceptably short) period of time.
The 1974 Convention has been updated and amended on numerous occasions. The 1974 SOLAS came into force on 25 May 1980, 12 months after its ratification by at least 50 countries with at least 50% of gross tonnage. It has been updated and amended on numerous occasions since then and the Convention in force today is sometimes referred to as SOLAS~74/78, as amended.
Objectives of SOLAS
The main objective of the SOLAS Convention is to specify minimum standards for the construction, equipment and operation of ships, ensuring the safety and security of the vessel & the personnel working on board. Flag States are responsible for ensuring that ships under their flag comply with its requirements, and a number of certificates are prescribed in the Convention as proof that this has been done. Control provisions also allow Contracting Governments to inspect ships of other Contracting States if there are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the Convention - this procedure is known as Port State Control. The current SOLAS Convention includes Articles setting out general obligations, amendment procedure and so on, followed by an Annex divided into 14 Chapters.
The various chapters are described in short:
Chapter I –General Provisions
Includes regulations concerning the survey of the various types of ships and the issuing of documents signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for the control of ships in ports of other Contracting Governments.
Chapter II-1 -Construction - Subdivision and Stability, Machinery and Electrical Installations
The subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ship's hull the vessel will remain afloat and stable. Requirements for watertight integrity and bilge pumping arrangements for passenger ships are also laid down as well as stability requirements for both passenger and cargo ships.
Requirements covering machinery and electrical installations are designed to ensure that services which are essential for the safety of the ship, passengers and crew are maintained under various emergency conditions. The steering gear requirements of this Chapter are particularly important.
Chapter II-2 -Fire Protection, Fire Detection and Fire Extinction
Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers.
Chapter III -Life-Saving Appliancesand Arrangements
The Chapter includes requirements for life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship.
Chapter IV - Radio Communications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships and all cargo ships of 300 gross tonnage and upwards on international voyages are required to carry equipment designed to improve the chances of rescue following an accident, including satellite emergency position indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or survival craft.
Chapter V - Safety of Navigation
Chapter V identifies certain navigation safety services which should be provided by Contracting Governments and sets forth provisions of an operational nature applicable in general to all ships on all voyages. This is in contrast to the Convention as a whole, which only applies to certain classes of ship engaged on international voyages.
Chapter VI - Carriage of Cargoes
The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particular hazards to ships or persons on board, may require special precautions".
Chapter VII - Carriage of Dangerous Goods
The regulations are contained in three parts:
Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packing, marking, labeling and placarding, documentation and stowage of dangerous goods. Contracting Governments are required to issue instructions at the national level and the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to supplement or revise existing provisions.Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and segregation requirements for these goods and requires reporting of incidents involving such goods.
Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers built after 1 July 1986 to comply with the IBC Code
Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers constructed after 1 July 1986 to comply with the requirements of the International Gas Carrier Code (IGC Code).
Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high-level radioactive wastes on board ships and requires ships carrying such products to comply with the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on Board Ships (INF Code).
Chapter VIII - Nuclear Ships
Gives basic requirements for nuclear-powered ships and is particularly concerned with radiation hazards. It refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships which was adopted by the IMO Assembly in 1981.
Chapter IX - Management for the Safe Operation of Ships
The Chapter makes mandatory the International Safety Management (ISM) Code, which requires a safety management system to be established by the ship owner or any person who has assumed responsibility for the ship (The Company).
Chapter X - Safety Measures for High-Speed Craft
The Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).
Chapter XI-1 – Special measures to enhance Maritime Safety
Requirements relating to organizations responsible for carrying out surveys and inspections, enhanced surveys, the ship identification number scheme, and operational requirements.
Chapter XI-2 – Special measures to enhance Maritime Security
Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms that the role of the Master in maintaining the security of the ship is not, and cannot be, constrained by the Company, the charterer or any other person. Port facilities must carry out security assessments and develop, implement and review port facility security plans. Controls the delay, detention, restriction, or expulsion of a ship from a port. Requires that ships must have a ship security alert system, as well as detailing other measures and requirements.
Chapter XII – Additional safety measures for Bulk Carriers
Specific structural requirements for bulk carriers over 150 metres in length.
Chapter XIII - Verification of Compliance
Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
Chapter XIV - Safety measures for ships operating in Polar waters
The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the International Code for Ships Operating in Polar Waters (the Polar Code).
15.1.1 - B: MARPOL (Marine Pollution)
MARPOLConsolidated text of theInternational Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto:Articles, Protocols, Annexes,Unified Interpretations.Consolidated Edition, 1stJanuary2019
MARPOL 73/78 is the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978.
Objectives of MARPOL
MARPOL 73/78 is one of the most important international marine environmental conventions. It was designed to minimize pollution of the seas, including dumping, oil and exhaust pollution. Its stated object is: to preserve the marine environment through the complete elimination of pollution by oil and other harmful substances and the minimization of accidental discharge of such substances.
The original MARPOL Convention was signed on 17 February1973, but did not come into force. The current Convention is a combination of 1973 Convention and the 1978 Protocol. It entered into force on 2 October1983. As at 31 December2005, 136 countries, representing 98% of the world's shipping tonnage, are parties to the Convention.
All ships flagged under countries that are signatories to MARPOL are subject to its requirements, regardless of where they sail, and member nations are responsible for vessels registered under their respective nationalities.
MARPOL READY RECKONER:
Contents
Chapter 1 - General
Regulation 1 Definitions
Regulation 2 Application
Regulation 3 Exemptions and waivers
Regulation 4 Exceptions
Regulation 5 Equivalents
Chapter 2 - Surveys and certification
Regulation 6 Surveys
Regulation 7 Issue or endorsement of certificate
Regulation 8 Issue or endorsement of certificate by another Government
Regulation 9 Form of certificate
Regulation 10 Duration and validity of certificate
Regulation 11 Port State control on operational requirements
Chapter 3 - Requirements for machinery spaces of all ships
Part A - Construction
Regulation 12 Tanks for oil residues (sludge)
Regulation 12 A Oil fuel tank protection
Regulation 13 Standard discharge connection
Part B - Equipment
Regulation 14 Oil filtering equipment
Part C - Control of operational discharge of oil
Regulation 15 Control of discharge of oil
A: Discharges outside special areas
B: Discharges in special areas
C: Requirements for ships of less than 400 gross tonnage in all areas except the Antarctic area
D: General requirements
Regulation 16 Segregation of oil and water ballast and carriage of oil in forepeak tanks
Regulation 17 Oil Record Book,
Part I – Machinery space operation
Chapter 4 - Requirements for the cargo areas of oil tankers
Part A - Construction
Regulation 18 Segregated ballast tanks
Regulation 19 Double hull and double bottom requirements for oil tankers
delivered on or after 6 July 1996
Regulation 20 Double hull and double bottom requirements for oil tankers
delivered before 6 July 1996
Regulation 21 Prevention of oil pollution from oil tankers carrying heavy grade oil
as cargo
Regulation 22 Pump-room bottom protection
Regulation 23 Accidental oil outflow performance
Regulation 24 Damage assumptions
Regulation 25 Hypothetical outflow of oil
Regulation 26 Limitations of size and arrangement of cargo tanks
Regulation 27 Intact stability
Regulation 28 Subdivision and damage stability
Regulation 29 Slop tanks
Regulation 30 Pumping, piping and discharge arrangement
Part B - Equipment
Regulation 31 Oil discharge monitoring and control system
Regulation 32 Oil/water interface detector
Regulation 33 Crude oil washing requirements
Part C - Control of operational discharge of oil
Regulation 34 Control of discharge of oil
A: Discharges outside special areas
B: Discharges in special areas
C: Requirements for oil tankers of less than 150 gross tonnage
D: General requirements
Regulation 35 Crude oil washing operations
Regulation 36 Oil Record Book,
Part II- Cargo/ballast operations
Chapter 5 - Prevention of oil pollution arising from an oil pollution incident
Regulation 37 Shipboard oil pollution emergency plan
Chapter 6 - Reception facilities
Regulation 38 Reception facilities
A: Reception facilities outside special areas
B: Reception facilities within special areas
C: General requirements
Chapter 7 - Special requirements for fixed or floating platforms
Regulation 39 Special requirements for fixed or floating platforms
Chapter 8 - Prevention of pollution during transfer of oil cargo between oil tankers at sea
Regulation 40 Scope of application
Regulation 41 General Rules on safety and environmental protection
Regulation 42 Notification
Chapter 9 - Special requirements for the use or carriage of oils in the Antarctic area
Regulation 43 Special requirements for the use or carriage of oils in the Antarctic
area
Chapter 10 - Verification of compliance with the provisions of this Convention
Regulation 44 Application
Regulation 45 Verification of compliance
Chapter 11 – International Code for ships operation in Polar Waters
Regulation 46 Definitions
Regulation 47 Application and requirements
Appendices to Annex I
Appendix I List of oils
Appendix II Form of IOPP Certificate and Supplements
Appendix III Form of Oil Record Book
Unified Interpretations of Annex I
Appendices to Unified Interpretations of Annex I
Appendix 1 Guidance to Administrations concerning draughts recommended
for segregated ballast tankers below 150 m in length
Appendix 2 Interim recommendation for a unified interpretation of regulations
18.12-1 8.15 "Protective location of segregated ballast spaces"
Appendix 3 Connection of small diameter line to the manifold valve
Appendix 4 Specifications for the design, installation and operation of a part
Flow System for control of overboard discharges
Appendix 5 Discharges from fixed or floating platforms
15.1.1-C : LOADLINE 1966 ( International Loadline convention )
The original "Plimsoll Mark" was a circle with a horizontal line through it to show the maximum draft of a ship. Additional marks have been added over the years, allowing for different water densities and expected sea conditions.Letters may also appear to the sides of the mark indicating the classification society that has surveyed the vessel's load line. The initials used include AB for the American Bureau of Shipping, LR for Lloyd's Register, GL for Germanischer Lloyd, BV for Bureau Veritas, IR for the Indian Register of Shipping, RI for the RegistroItalianoNavale and NV for Det Norske Veritas. These letters should be approximately 115 millimeters in height and 75 millimeters in width. The Scantling length is usually referred to during and following load line calculations.
The letters on the Load line marks have the following meanings:
- TF – Tropical Fresh Water
- F – Fresh Water
- T – Tropical Seawater
- S – Summer Temperate Seawater
- W – Winter Temperate Seawater
- WNA – Winter North Atlantic
Fresh water is considered to have a density of 1000 kg/m³ and sea water 1025 kg/m³. Fresh water marks make allowance for the fact that the ship will float deeper in fresh water than salt water. A ship loaded to her Fresh Water mark in fresh water will float at her Summer Mark once she has passed into sea water. Similarly if loaded to her Tropical Fresh water mark she will float at her Tropical Mark once she passes in to sea water.
Various Load Line markings in short
The Summer LL is the primary load line and it is from this mark that all other marks are derived. The position of the summer load line is calculated from the Load Line Rules and depends on many factors such as length of ship, type of ship, type and number of superstructures, amount of sheer, bow height and so on. The horizontal line through the circle of the Plimsoll mark is at the same level as the summer load line.
The Winter LL is one forty-eighth of the summer load draft below the summer load line.
The Tropical load line is one forty-eighth of the summer load draft above the summer load line.
The Fresh Water LL is an amount equal to centimeters above the summer load line which is the displacement in MT at the summer load draft and T is the MT/ CM immersion at that draft.In case when it cannot be ascertained the FWLL is at the same level as the TLL, the position of the Tropical FWLL relative to the Tropical LL is consideredto the FW Summer LL.
The Winter North Atlantic load line is used by vessels not exceeding 100 meters in length when in certain areas of the North Atlantic Ocean during the winter period. When assigned it is 50 millimeters below the winter mark
Subdivision load line marks
Passenger ships having spaces which are adapted for the accommodation of passengers and the carriage of cargo alternatively may have one or more additional load line marks corresponding to the subdivision drafts approved for the alternative conditions. These marks show C1 for the principal passenger condition, and C2, C3, etc., for the alternative conditions, however in no case shall any subdivision load line mark be placed above thedeepest load line in salt water.
Passenger vessel with no allowed Subdivision Load line:
Passenger vessel with one allowed Subdivision Load line:
Passenger vessel with two allowed Subdivision Load lines:
15.1.1D - COLLISION REGULATIONS ( International Regulations for the Prevention of collision at Sea )
COLREG is composed of 38 rules which are divided into various parts and sections.
Part A -General
Rule 1
Application
(a)These Rules shall apply to all vessels upon the high seas and in all waters connected therewith navigable by seagoing vessels.
(b)Nothing in these Rules shall interfere in the operation of special rules made by an appropriate authority for roadsteads, harbors, rivers, lakes or inland waterways connected with the high seas and navigable by seagoing vessels. Such special rules shall conform as closely as possible to these Rules.
(c) Nothing in these Rules shall interfere with the operation of any special rules made by the Government of any State with respect to additional station or signal lights or shapes or whistle signals for ships of war and vessels proceeding under convoy, or with respect to additional station or signal lights for fishing vessels fishing as a fleet. These additional station or signal lights or whistle signals shall, so far as possible, be such that they cannot be mistaken for any light, shape, or signal authorized elsewhere under these Rules.
(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 number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound-signaling appliances, such vessel shall comply with such other provisions in regard to number, position, range or arc of visibility of lights or shapes, as well as to the disposition and characteristics of sound-signaling appliances, as her Government shall have determined to be the closest possible compliance with these Rules in respect to that vessel.
Rule 2
Responsibility
(a) Nothing in these Rules shall exonerate any vessel, or the owner, master, or crew thereof, from the consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be required by the ordinary practice of seamen, or by the special circumstances of the case.
(b) In 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.
Rule 3
General Definitions
For the purpose of these Rules, except where the context otherwise requires:
(a) The word "vessel" includes every description of watercraft, including non-displacement craft and seaplanes, used or capable of being used as a means of transportation on water.
(b) The term "power driven vessel" means any vessel propelled by machinery.
(c) The term "sailing vessel" means any vessel under sail provided that propelling machinery, if fitted, is not being used.
(d) The term "vessel engaged in fishing" means any vessel fishing with nets, lines, trawls, or other fishing apparatus which restrict maneuverability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict manageability.
(e) The term "seaplane" includes any aircraft designed to maneuver on the water.
(f) The term "vessel not under command" means a vessel which through some exceptional circumstance is unable to maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel.
(g) The term "vessel restricted in her ability to maneuver" means a vessel which from the nature of her work is restricted in her ability to maneuver as required by these Rules and is therefore unable to keep out of the way of another vessel.
The term "vessel restricted in her ability to maneuver" shall include but not be limited to:
(i) A vessel engaged in laying, servicing, or picking up a navigational 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.
(h) The term "vessel constrained by her draft" means a power-driven vessel which because of her draft 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 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.
(l) The term "restricted visibility" means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms and any other similar causes.
Part B - Steering and Sailing Rules
Section I - Conduct of Vessels in any Condition of Visibility
Rule 4
Application
Rules in this section apply to any condition of visibility.
Rule 5
Look-out
Every vessel shall at all times maintain a proper look-out by sight as well as by hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.
Rule 6
Safe Speed
Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions.
In determining a safe speed the following factors shall be among those taken into account:
(a)By all vessels:
(i) The state of visibility;
(ii) The traffic density including concentrations of fishing vessels or any other vessels;
(iii) The manageability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions;
(iv) At night the presence of background light such as from shore lights or from back scatter from her own lights;
(v) The state of wind, sea and current, and the proximity of navigational hazards;
(vi) The draft in relation to the available depth of water.
(b) Additionally, by vessels with operational radar:
(i) The characteristics, efficiency and limitations of the radar equipment;
(ii) Any constrains 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;
(ii) Such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range.
Rule 8
Action to Avoid Collision
(a)Any action taken to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.
(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case admit be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course and/or speed shall 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 may 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 action, have full regard to the action which may be required by the rules of this part.
(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the rules of this part when the two vessels are approaching one another so as to involve risk of collision.
Rule 9
Narrow Channels
(a) A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable.
(b) A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway.
(c) A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow passage or fairway.
(d) A vessel shall not cross a narrow passage or fairway if such crossing impedes the passage of a vessel which can safely navigate only within such channel or fairway. The latter vessel may use the sound signal prescribed in Rule 34(d) if in doubt as to the intention of the crossing vessel.
(e)
(i) In a narrow channel or fairway when overtaking can take place only when 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). The vessel to be overtaken shall, if in agreement, sound the appropriate signal prescribed in Rule 34(c)(ii) and take steps to permit safe passing. If in doubt she may sound the signals prescribed in Rule 34(d).
(ii) This rule does not relieve the overtaking vessel of her obligation under Rule 13.
(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 appropriate signal prescribed in Rule 34(e).
(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 is 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 meters in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.
(ii)Notwithstanding subparagraph (d) (i), a vessel may use an inshore traffic Zone when 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 separating 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 meters 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 maneuver when engaged in an operation for the maintenance of safety of navigation in a traffic separating 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 maneuver when engaged in an operation for the laying, servicing or picking up a submarine cable, within a traffic separating 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 of them 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 the 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 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 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.
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.
(b) A vessel shall be deemed to be overtaking when coming up with a 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.
(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.
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 in line or nearly in 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.
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.
Rule 16
Action by giveway 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.
Rule 17
Action by Stand-on Vessel
(a)
(i) Where one of two vessels is to keep out of the way of the other shall keep her course and speed.
(ii) The latter vessel may however take action to avoid collision by her maneuver alone, as soon as it becomes apparent to her that the vessel required to keep out of the way is not taking appropriate action in accordance 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.
Rule 18
Responsibilities between Vessels
Except where rule 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 maneuver;
(iii)a vessel engaged in fishing;
(iv)a sailing vessel;
(b) A sailing vessel under way shall keep out of the way of:
(i)a vessel not under command;
(ii)a vessel restricted in her ability to maneuver;
(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 maneuver.
(d) (i)Any vessel other than a vessel not under command or a vessel restricted in her ability to maneuver shall, if the circumstances of the case admit, avoid impeding the safe passage of a vessel constrained by her draft, exhibiting the signals in Rule 28.
(ii) A vessel constrained by her draft 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.
Section III - Conduct of Vessels in Restricted Visibility
Rule 19
Conduct of Vessels in Restricted Visibility
(a) This rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility.
(b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and condition of restricted visibility. A power-driven vessel shall have her engines ready for immediate maneuver.
(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.
(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 in course, so far as possible the following shall be avoided:
(i) An alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;
(ii) An alteration of course toward a vessel abeam or abaft the beam.
(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 be 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.
