NATIONAL CADET CORPS (SINGAPORE)
RSN – NCC (Sea) SPECIALIST’S SEAMANSHIP COURSE TRAINING MANUAL (Issued Free to Cadets)
PREFACE Annually, the Part C NCC Sea Cadets will undergo the RSN – NCC Specialist Seamanship Course at the Institute of Maritime Operations & Systems (IMOS) to qualify for the RSN – NCC Badge. The course will generally cover topics from Seamanship Core Syllabus. This Training Manual is compiled to assist the cadets undergoing the course and contains notes from the topics covered during the course. The notes are extracted from Training Manuals from Institute of Maritime Operations & Systems (IMOS), General Naval Training Centre (GNTC) and Institute of Naval Technology and Operations (INTO). In additional, this manual may also serve as a reference to Sea Cadets when preparing for the Proficiency Tests and may also be used in conjunction with CAI packages provided to all units. The security classification of the manual is UNCLASSIFIED. We welcome your comments or suggestions for improvements to this manual. Please contact HQ NCC (Sea) Office, (TEL: 6477 3557) to provide valuable feedbacks to further improve the Training Manual HQ NCC acknowledges the effort of the following for making the compilation of this manual possible: MAJ (NCC) OLIVER TAN 2LT LOKE JUN JIE 3SG (NS) LAWRENCE TAN S/CLT YVONNE CHIA
First Compiled: First Revised: Second Revised:
8 OCT 2001 2 JAN 2004 1 JAN 2008
RSN- NCC (Sea) Specialists’ Seamanship Course Training Manual GENERAL KNOWLEDGE CHAPTER 1
STRUCTURE AND ORGANISATION OF RSN
CHAPTER 2
RSN SHIP/WEAPON RECOGNITION
CHAPTER 3
NAUTICAL TERMS
CHAPTER 4
SHIPBOARD ROUTINE
This section is classified "RESTRICTED" and will not be made available ORG 1 – ORG 5 in the online version. Please refer 1 –for SHIP 5 toSHIP your unit the contents.
TERMS 1 – TERMS 5 ROUT 1 – ROUT 4
SEAMANSHIP CHAPTER 1
HANDLING OF HAWSER Measurement Types of construction of fibre rope Type of natural cordage Type of man-made cordage Care of rope Methods of handling hawser
RW 1 – RW 1 RW 1 – RW 1 RW 2 – RW 2 RW 2 – RW 3 RW 3 – RW 3 RW 4 – RW 6
CHAPTER 2
BENDS AND HITCHES
BENDS 1 – BENDS 7
CHAPTER 3
BACK AND EYE SPLICE
SPLICE 1 – SPLICE 4
CHAPTER 4
RIGGING Shackles Blocks Plank stage and Bosun’s Chair Fender and Fendering Anchors General Fitting
CHAPTER 5
ELEMENTARY NAVIGATION Navigational Chart Navigation Equipment Tides and Tidal Streams
CHAPTER 6
BUOYAGE SYSTEM
CHAPTER 7
INTERNATIONAL REGUALATION FOR PREVENTION COLLISION AT SEA Part A – General Part B – Steering and Sailing Rules Part C – Lights and Shapes Part D – Exemption
CHAPTER 8
RIG 1 – RIG 2 RIG 3 – RIG 5 RIG 6 – RIG 7 RIG 8 – RIG 9 RIG 10 – RIG 11 RIG 12 – RIG 13
SURVIVAL AT SEA
* This Manual consist of 148 pages, excluding the cover page, preface and content page.
NAV 1 – NAV 9 NAV 10 – NAV 15 NAV 16 – NAV 25 BUOY 1 – BUOY 16
ROR 1 – ROR 3 ROR 4 – ROR 17 ROR 18 – ROR 41 ROR 42 – ROR 42 SAS 1 - SAS 16
UNCLASSIFIED
HANDLING OF HAWERS 1. INTRODUCTION A hawser is any long length of heavy rope, cordage or wire, which is specially fitted and supplied as part of the ship outfit. 2. MEASUREMENT Ropes are measured by its diameter in millimetre or circumference in inches and supplied in coils of 220 meters. 3. TYPES OF CONSTRUCTION OF FIBRE ROPES Most ropes are of hawser-laid type of construction. Other common constructions are the braided or plaited. The braided construction is very common with rock or mountain climbing sport. The less common constructions are: shroud-laid and cable-laid
Figure 1: Different Construction of Fibre Ropes
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4. TYPES OF NATURAL CORDAGE There are a few types of natural cordage: manila (most common), sisal, hemp and choir. However, natural cordage is getting less popular due to its durability and the tendency to rot easily. a. Manila Strongest natural fibre rope, made from fibre of abaca plant. Shipped from Manila of Philippines. b. Sisal Made from Agave sisalana plant. Less durable/flexible as compare than manila. c. Coir Weakest amount natural fibre ropes which is made from fibres of coconut husk. 5. TYPES OF MAN-MADE CORDAGE There are few main types: polyamide (nylon), polyester, polypropylene and polyethylene. a. Polyamide (Nylon) Polyamide ropes are produced from coal. Polyamide ropes becomes heavy in water, resulting them to sink and becoming unsuitable for rescue lines. It is approximately two and a half times stronger than manila in equal comparison. Under safe working load usage, the rope will stretch 25% and have excellent recovery to its original length. A stretch of over 50% will cause the rope to break apart. Due to its excellent elasticity it is very suitable for use as towing hawser and mooring ropes. b. Polyester In comparison it is 2 times stronger than manila and as strong as polyamide. However it lacks polyamide elasticity and ability to absorb shock. On the other hand it retains almost its full strength and durability even when in contact with water. Under safe working load usage, the rope will stretch 14% and have excellent recovery to its original length. A stretch of over 36% will cause the rope to break apart. Polyester is suitable to use as replenishment lines, safety nets, signal halyard sand pickup ropes. RW - 2 UNCLASSIFIED
UNCLASSIFIED c. Polypropylene In comparison it is 2 times as strong as an equal size manila. The lightest rope amount all the man-made fibre cordage. Polypropylene retains it strength even when wet and will definitely float. Due to the rope characteristic of being able to float and light, it makes itself a good choice to be use as a messenger, recovery line and boat ropes. d. Polyethylene This rope is similar to polypropylene. It is approximately one and a half times strong than manila. It stretches 33% before breaking apart. 6. CARING OF ROPE A good quality rope will last a long time, if it is taken care properly. a.
A rope should be inspected frequently for cuts, worn areas, and discolouration. As the above mention may indicate chemical deterioration which might occur from sun exposure or contact chemicals. Although synthetic ropes won’t rot like natural ropes they are still susceptible to deterioration.
b.
Rope should be protected from dirt and abrasion. Too much abrasion can cause a rope to wear quickly. Dirt embedded in the rope fibres would slowly wear the rope from within. Both causing the rope to be unreliable.
c.
When handling rope try avoiding dragging or pulling the rope over jagged or sharp edges.
d.
Wash the rope after exposure to sea water. A rope that isn’t rinsed of sea water will never truly be dry as the residual salt embedded in the fibres will continually to absorb moisture from the air.
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7. METHODS OF HANDLING HAWERS a. Coiling A rope is coil when it is required to be immediately accessible and untangle when needed. Here are the different ways to coil a rope: •
Coiling Down Cordage is very resilient and will absorb a number of turns in its length without being snarled if the length is sufficient and the turns correspond with the lay of the rope, if the turns are against the lay, however, it will quickly become snarled. Therefore, right-hand lay is always coiled down right-handed.
Figure 2: Coiling Down •
To coil a small line in the hand When coiling a right-hand lay rope in the RIGHT hand, the rope should be held with the right thumb pointing towards the end. When in the LEFT hand, the rope should be held with the left thumb pointing towards the bight.
Figure 3: small line coil in the hand RW - 4 UNCLASSIFIED
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•
Coiling a rope The function of coiling is that the rope will be immediately accessible and untangle when needed.
Figure 4: Coiling a Rope b. Faking
A rope which may have to be paid out quickly should be faked down in a long fakes as stowage space as allows.
Figure 5: Faking
c. Cheesing When neat stow is required for a short end of a rope, it may be cheesed down. This method should never be used when the rope will be required to render quickly through a block.
Figure 6: Cheesing RW - 5 UNCLASSIFIED
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d. Belaying a rope When a rope has to be castled off under strain, it cannot be secured with a knot. It is therefore belayed to a fitting such as a cleat, staghorn or bollard which is made for the purpose. When belaying a natural rope, only half turn is taken before commencing the figure of eight turns. However, when belaying a man-made fibre rope, a full turn is taken before commencing the figure of eight turns.
Figure 7: Belaying on a cleat
Figure 8: Belaying on a staghorn
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BENDS AND HITCHES 1. INTRODUCTION Various bends and hitches are means to make fast a rope so that it would hold under strain and yet be cast off easily when required. 2. SELECTION OF KNOTS One of the main reasons for selecting one knot rather than another is the relative strength of the knots. Other characteristics such as speed and ease of tying, bulk and reliability will also influence the choice. 3. STRENGTH OF KNOTTED ROPES All knots, bends and hitches reduce the strength of a rope in the portion of it where the knot, bend or hitch is made. This reduction varies from 40 to 60 percent, and it should be borne in mind when putting a load on a knotted rope. For example, two 24 mm diameter manila ropes were joined by a reef knot, the working load of the knotted ropes should be reduced from 0.66 tonnes to 0.33 tonnes. 4. TERMS USED The following terms are used when describing the formation of the various bends and hitches:
Figure 1: Terms used in describing bends and hitches Bight: The middle part of a length of rope. This term also refers to a loop of rope, and to make a bight is to form a loop. End: The short length at either end of a rope, which may be formed into an eye, or used for making a bend or a hitch with which to secure it. The end of the rope is, also that length of rope left over after making such an eye, bend and hitch. The bare end or fag is the extreme end of a length of rope. Working End: The end of the rope which is being worked on. Standing End: The portion of the rope which is opposite to that of the working end. BENDS - 1 UNCLASSIFIED
UNCLASSIFIED Seizing: A seizing is used to fasten two ropes or two parts of the same rope, securely together, to prevent them from moving in relation to each other. Stopping: It is a light fasting for temporarily holding in place a rope or any other object. It is not meant to bear any strain other than that required to keep the rope or other object in place. Whipping: The binding round that bare end of a rope to prevent the strands from fraying. 5. ELEMENTS OF BENDS AND HITCHES Most bends and hitches consist of a combination of the two or more of the elements.
Figure 2: Elements of bends and hitches 6.
VARIOUS BENDS AND HITCHES a. Reef Knot It is used as a common tie for bending together two ropes of approximately equal size and material. It is not liable to come undone when there is no strain on the knots, but it is not reliable if the ropes are of unequal size or very slippery. It is also the best known knot for typing triangular bandages as it is flat.
BENDS - 2 UNCLASSIFIED
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Figure 3: Steps to tie a reef knot [Left over Right, Right over Left] b. Figure of Eight It is used to prevent a rope from unreeving through an eye or a block. It is also used as a temporarily stopper.
Figure 4: Steps to tie figure of eight c. Clove Hitch It is used to secure a rope to a spar, rail or similar fitting and also for many other purposes. It will slip along the spar or rail if subjected to a sideways pull. It can be made with the bight of a rope.
Figure 5: Steps to tie clove hitch
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d. Timber Hitch The timber hitch is used to secure a rope’s end to a spar or bale.
Figure 6: Steps to tie timber hitch e. Timber Hitch and Half hitch Used to tow, hoist or lower a spar. If the spar is tapered it should be towed or hoisted thick end first, with the timber hitch at the thin end and the half hitch at the thick end.
Figure 7: Timber and Half Hitch
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f. Rolling Hitch The rolling hitch is used to securing a rope to a spar when the pull is expected to be from one side or the other, and to a rope under strain. Rolling hitch is tie different when the pull is expected from different side. (See diagram below)
Figure 7: Rolling Hitch g. Sheet Bend The sheet bend is used to secure rope’s end to a small eye. It is also used to join rope of different sizes. It will not slip and is easily undone.
Figure 8: Steps to tie sheet bend BENDS - 5 UNCLASSIFIED
UNCLASSIFIED h. Round Turn and 2 half hitches It is used to secure a heavy load to spar, ring or shackle such as the buoy shackle of a mooring buoy. It will never jam and can be cast off quickly.
Figure 9: Round Turn and Two Half Hitches i. Fishermen Bend It is normally used for bending a rope or hawser to the ring of an anchor as it will jam. It is more suitable for a jerking pull, but will tend to jam and it not easily cast off.
Figure 10: Fishermen Bend BENDS - 6 UNCLASSIFIED
UNCLASSIFIED j. Bowline This is the most useful knot for making a temporary eye in ropes of all sizes. It is used for bending a heaving line to a berthing hawser a, acts as a lifeline around a man’s waist and for a great variety of similar purposes. Every seaman should be able to tie a bowline round an eye confidently with his eyes closed.
Figure 10: Bowline on the end
Figure 11: Bowline on the waist
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BACK AND EYE SPLICES 1. INTRODUCTION A splice is used to join two lengths of rope of equal diameter, to make a loop at the end of a rope or to bind the end of a rope to prevent fraying. Splices are strong, and once completed are permanent. 2. CROWN KNOT When finished, the crown knot leaves three strands pointing back along the rope. It is used to begin a Back Splice and as a basis for more complicated knots, but seldom on its own. Making a Crown Knot a. To form a crown knot, whip the rope at a distance from its end equal to 10 to 12 times its diameter. To make a Back Splice, the distance to whip is 20 times its diameter. b. Then unlay the strands to the whipping. c. Whop their ends and spread them out in the form of a star, with the centre strand farthest away from the body. d. Next bring strand C to the front to form a loop (See figure 1(i)) e. Next, place strand A over C and behind B (See figure 1 (ii)) f. Thread strand B through the loop of C (See figure 1 (iii)) g. Finally, pull all strands taut until knot is tidy and uniform (See figure 1(iv))
Figure 1: Steps to tie crown knot SPLICE - 1 UNCLASSIFIED
UNCLASSIFIED 3. BACK SPLICE Uses
Back splice is used to finish the ends of the rope which is not required to be reeved through a block. Back splice will increase the thickness of the rope. It prevents the rope from unlaying. Construction Unlay the rope at a distance from its end approvimately 20 times the diameter of the rope. Then unlay the strands to the whipping and whip the end of each strand. For natural fibre cordage, 3 complete tucks are required and for manmade fibre cordage, five tucks are required. Step 1 Make a crown knot. (See figure 2 (i)) Step 2 Then tuck each strand over one strand and under the next, to the left and against the lay of the rope. (See figure 2 (ii)) Step 3 After each strand is tucked, pull the strands taut and tidy up this first tuck until each tuck it uniform. Step 4 Repeat this tucking twice more. Always tuck to the left, using the next strand to the left. (See figure 2 (iii))
Figure 2: Steps to tie back splice
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UNCLASSIFIED 4. EYE SPLICE Uses
Eye splice is used to make a permanent eye in the end of rope. For natural fibre cordage, 3 complete tuck are required and for man-made fibre cordage, five tucks are required. Construction Whip the rope at a distance from its end equal to 20 times the diameter of the rope. Then unlay the strands to the whipping and whip the end of each strand. Mark the strand as: A for left, B for centre and C for right.
Step 1
Mark rope where its intended for the crown of the eye and twist it so that the strands are opened up a bit. Now you have 3 strands exposed which are labelled a, b and c.
Step 2
Tuck the strand B(centre) from right to left, under the nearest strand of the standing part labelled as “b” Remember to start with the center strand first.
Step 3
Tuck strand A(left) from right to left, under the next strand of the standing part labelled as a. Noticed that it passes over center strand b.
Figure 3A: Steps to tie eye splice
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Step 4 Turn the rope right over to bring the remaining strand C on top.
Step 5 Tuck strand C from right to left under the unoccupied strand of the standing part. Pull the strand taut and tidy up this first tuck until each tuck is uniform.
Step 6 Repeat this tucking twice more. Always tuck to the left, using the next strand to the left. Always ensure that each complete tuck is pull taut before starting the next tuck.
Figure 3B: Steps to tie eye splice Step 7 A completed 3 tucks eye splice. This spliced can be finished off with dogging or tapering.
Figure 4: Completed Eye Splice SPLICE - 4 UNCLASSIFIED
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RIGGING a. SHACKLES INTRODUCTION Shackles are coupling links used for joining ropes or chains together or to some fittings. They are usually made from wrought iron or mild or stainless steel. Those which are U –shape are called STRAIGHT shackles and those which have curve sides are called BOW shackles. A straight shackle is stronger than a bow shackle. PARTS OF A SHACKLE a. Lug : The end of a shackle b. Jaw : The space between the lugs c. Crown : The top of a shackle opposite the jaw d. Clear: The inside width of a shackle e. Bolt : The piece with which the jaws is closed. CROWN
BOLT CLEAR
JAW
LUG Figure 1: Part of a Shackle
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TYPES OF SHACKLES Straight Shackle
Securing – To- Buoy Shackle
Figure 2: Straight Shackle Forelock Shackle
Figure 5: Securing – To- Buoy Shackle Lugged Anchor Shackle
Figure 3: Forelock Shackle Lugless Joining Shackle
Figure 6: Lugged Anchor Shackle Joggle Shackle
Figure 4: Lugless Joining Shackle Clenched Shackle
Figure 7: Lugged Anchor Shackle
Figure 5: Clenched Shackle RIG - 2 UNCLASSIFIED
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b. BLOCKS INTRODUCTION A block is a portable pulley made of wood, metal or wood and metal. Modern blocks are also made from synthetic materials. PARTS OF BLOCK a. Shell: The main body of a block b. Sheave: The wheels over which the rope runs c. Pin: On which the sheaves turns d. Eye: The fitting by which the block is secured to the required position e. Crown: The top of the block where the eye or hook is fitted f. Arse or tail: The bottom of the shell g. Cheeks: The sides of the shell h. Swallow: The opening between the sheave and shell through which the rope passes i. Becket: The eye is sometimes fitted at the tail EYE
CROWN
SHELL SWALLOW PIN (Under tally plate)
SHEAVE
CHEEK ARSE/TAIL
BECKET Figure 8: Parts of a block RIG - 3 UNCLASSIFIED
UNCLASSIFIED GENERAL INFORMATION FOUND ON A BLOCK 1. 2. 3. 4. 5. 6. 7.
Pattern number Maker’s name Number of sheave Size of cordage or wire rope Safe working load Number of sheaves Means of attachment (eye, hook or swivel etc.)
CLASSIFICATION OF BLOCK a.
Wooden block are classified by their size, which is their length from crown to tail measured round the shell. An ordinary wooded block will take a rope 1/3 its size.
b.
Metal blocks are classified by their size of the rope for which each is designed. This is marked on a plate on the check (Tally Plate).
c.
Block may have more than one sheave, a single block, a double block, a treble and so on.
TYPES OF BLOCK Internal Bound(IB) Block This block has a shell partly wood and partly metal. It is the modern type of wooden block.
Figure 9: Internal Bound(IB) Block
Metal Block It is usually build up of steel plates and fitting. There are 2 types: BUILD-UP type which can be disassembled and the CAST type which cannot be dismantled.
RIG - 4 UNCLASSIFIED
Figure 10: Metal Block
UNCLASSIFIED Synthetic-resin Bounded Fibre Block
Figure 11: Synthetic-resin Bounded Fibre Block Snatch Block These are single block either metal or internally bound. Part of the shell is hinged to allow the bight of a rope to be inserted into the swallow from one side. They should not be used when a solid block can be used as safety of life depends on them.
Figure 12: Snatch Block
Clump Block
It is either wooden or mental and has an extra large swallow.
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Figure 12: Clump Block
UNCLASSIFIED
c. PLANK STAGE AND BOSUN’S CHAIR PLANK STAGE 1) Uses The plank stage is used to support men working over the shipside or on the superstructures and funnels. 2) Construction A soft eye is either spliced or made with a bowline in one end of each lanyard and then placed under the end of the stage with a half hitch taken round each horn. The ends of the lanyard are secured to a strong fitting or cleat.
HORN
Figure 13: Plank Stage BOSUN’S CHAIR 1) Uses A Bosun’s chair is used to lower a man (sitting) down a mast or funnel, over the side, etc. 2) Construction It consists of a piece of wood about 18 inch long and 15’’ wide and 1’’ thick. It has two holes at each end through which two strops are roved and spliced underneath. A thimble is then spliced into the bights of both strops and the gantline either spliced into the bight of the both strops and the gantline either shackled into the thimble or secured with a double sheet bend. RIG - 6 UNCLASSIFIED
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Figure 14: Bonsun’s Chair DIFFERENCE BETWEEN PLANK STAGE AND BONSUN’S CHAIR Plank Stage It has “horns” and is more suitable for working over the shipside. It can be used to support up to 2 men working It needs to be attended by a man on the main deck.
Bonsun’s Chair It is used for lowering a man from aloft. It is used to support one man sitting down. It can be lower and position by controlling the gantline which the person sitting on could do.
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d. FENDER AND FENDERING INTRODUCTION A ship going along side another ship or jetty requires a resilient fender to absorb the initial impact but the fender must be sufficiently unyielding to provide protection and sufficient separation to allow for any overhanging structure, proud propellers etc. Fenders are categorised under three groups. They are follows: a. Portable Fender As the name implies, this type of fender are portable and they are carried onboard ships. 1.
Rattan Fender They are made of rattan and can be obtained in various dimensions. These are the most common fenders and widely used in the RSN.
2.
Pneumatic Fender This type of fender is ideal for hulled ships lying alongside the wharf or each other. They must not be used when going alongside unless great care is taken. These type of fenders coast more than the rattan fenders.
3.
Apply Ring Fender These types of fender are made of lengths of junks cheese down one turn on tope of the other, to form a ring which is lashed round the ringbolt hitching. They are often used on the sides of Landing Ship Tanks or Tug Boat
Pneumatic Apple Ring Figure 15: Portable Fender
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Rattan
UNCLASSIFIED b. Port Fender These types of fenders are mainly used in harbour. The following are examples of port fenders: 1.
Catamaran This is a strongly constructed rectangular wooden or steel raft used in shipyard between ship, jetty and also between ships. Catamaran fender is not suitable for light-hulled ship’s unless the resilience is increased by rigging D-shaped rubber section along each bearing face.
2.
Spar Fender Spar fender consists of balk of timber, such as an old pile or the trunk of a tree, fitting with a swivel and lanyard at the ends and used for fendering at pier or jetty. This type is not suitable for light hulled ships.
Figure 16: Port Fendering- Compression Catamaran c. Fixed Fender Consists of vertical bulks of timber or suspended rubber to solid walls of berth fendering to ships coming alongside
e. ANCHORS
Figure 17: Fixed Fender at Port
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INTRODUCTION Anchors are used to hold the vessels temporarily to the sea bed in shallow water. The length of chain or rope which is attached to the anchor is known as cable. PARTS OF ANCHOR
ANCHOR RING
SHANK PEA OR BILL FLUKE
TRIPPING PALM
CROWN GRAVITY SHACKLE (IF FITTED)
Figure 18: Part of an Anchor HOW AN ANCHOR HOLDS
Figure 19: How an anchor holds
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UNCLASSIFIED TYPES OF ANCHOR ADMIRALTY STOCKLESS ANCHOR
AC 17
Figure 23: AC 17
Figure 20: Admiralty Stockless Anchor
It is used by submarines. It is designed for Commonly used by ship as a bower anchor. stowage in the bottom of the hull of submarines vertically. ADMIRALTY PLAN ANCHOR AC 14
Figure 21: Admiralty Plan Anchor It is older than admiralty stockless anchor. It can be kept in a hawsepipe, stowed on the deck. DANFORTH ANCHOR (Close Stowing)
Figure 22: Danforth Anchor
Figure 24: AC 14 It is introduced and classified in 1943. It has a greatest holding pull (10 times). CANADIAN QUICK RELEASE(CQR)
Figure 22: Canadian Quick Release
It has a stock passing through the crown to prevent the anchor rolling when the fluke dig into the bottom.
It is usually used by small yachts and crafts.
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UNCLASSIFIED f. GENERAL FITTINGS 1. BOLLARDS It is fitted on board vessel, jetty, and wharf for securing vessels. Bollards come in 2 forms: Single or twin.
Figure 23: Single Bollard (Left) and Double Bollard (Right) 2. CLEAT Cleats are usually used for smaller ropes and they can be mounted horizontally or vertically.
Figure 24: Cleat 3. STAGHORN It serves the same purpose as bollards.
Figure 25: Staghorn
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4. FAIRLEAD Berthing lines lead from a vessel to a jetty or another vessel pass through the fairlead. It also serves to prevent the ropes from chaffing.
Figure 26: Fairlead
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UNCLASSIFIED ELEMENTARY NAVIGATION CHARTS A chart is an essential tool for navigation at sea. Charts are issued to cover a large or small area of sea and costal regions of the land, emphasizing natural and artificial obstructions to safe sailing and anything sailors can use to find their way. A chart which represents small area is called a large-scale chart while one which covers a large area is called a small scale chart. 1.
TYPES OF PROJECTION A projection is a means of representing a sphere surface on a plane. MERCATOR CHART (most common in Singapore) It is the most useful chart to the navigator as it permits the track of a ship to be in a straight line between its starting point and its destination. The information presented on the chart represents the plan (top) view of the area. GNOMONIC CHART Gnomonic charts are commonly use in the north and south poles.
2.
TYPES OF CHARTS In Singapore, 4 main types of charts are being used: a. LOCAL CHARTS: produced by the Maritime and Port Authority of Singapore (MPA). b. The Republic of Singapore Navy uses BRITISH ADMIRALTY CHARTS when operating out of Singapore. c. CHARTS FOR SMALL CRAFT are produced by MPA and are used by pleasure and harbour craft operating in Singapore Straits and adjacent waters. New editions are printed annually incorporating changes. It consists of about 22 charts and other port information. d. BRITISH ADMIRALTY – MPA CHARTS are for Eastern and Western approaches to Singapore. It is produced by hydrographical department of MOD (Navy), UK. e. DUAL BADGED ADMIRALTY CHART – jointly published by UKHO and MPA. New Singapore Charts (4040 – 4044) are some examples.
NAV- 1 UNCLASSIFIED
UNCLASSIFIED The charts may be printed or in electronic forms. ELECTRONIC CHARTS Charts are also available in electronic form for use with chart plotter. They allow navigation to be done on screen and to incorporate data form other instruments. The advantages of this chart are numerous as it allows the user to identify positions, courses and distances by manipulating a cursor. The position shown on the Global Positioning Systems (GPS) set can be shown directly on the chart. However, the main setback is: it is susceptible to power failure and therefore paper charts must be on board as a backup. GPS systems, though often accurate, should not be relied upon primarily for navigation. 3.
CHART SCALES Charts are available in various scales. Small-scale charts cover whole seas or oceans. They are used for overall planning and for plotting position on long passages. 1: 200,000 is considered small-scale.
4.
CHART INFORMATION All information, which will aid the navigator, is reproduced on a chart. Abbreviations and symbols are used to indicate all the necessary information. a. NUMBER OF CHART This is shown outside the tope left-hand and bottom right-hand corners of the charts. It is also shown in the thumb-label on the reverse of the chart. Example: 501, 4040 b. TITLE OF CHART This is shown in the most convenient place so that no essential navigational information is obscured by it and also in the thumb-label on the reverse side of the chart. c. DATE OF PUBLICATION This is shown in the middle of the lower margin of the chart. Example: Published at Admiralty 30 Oct 1930
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d. NEW EDITION When a chart is revised throughout and modernised in style, a new edition is published, the date of the new edition is being shown on the right of the original date of publication. Example: New Edition 2 Jan 1957 e. BLOCK CORRECTION When a chart is having too many changes they can come up with a new print of a certain amount of grid and issue to all mariners. The mariners just required to pass the corrected grid chart onto their old chart. f. DATE OF SMALL CORRECTION When a chart is corrected from the information given in an Admiralty notice to mariners the number and date of the correction that is completed must be entered in the bottom left-hand corner of the chart. Example: 1996-23-50-73 1997-12-46-98-103 1998-32-54 g. TEMPORARY OR PRELIMINIARY NOTICES Temporary means the changes will only be valid for the specified period only (e.g. 3 months). Preliminary means the changes is still in progress. Upon completion, the change will be reflected in the Notice to Mariners (as small correction). h. TYPES OF MAP PROJECTION Most charts are in Mercator and Gnomonic projections. This information is usually shown below the Title of the chart. i.
SCALE OF CHART The natural chart is shown beneath the title. A scale of kilometre is shown in the side margin of certain charts larger than 1:100 000 to facilitate the plotting from radar display graduated in this way.
j.
TIDAL INFORMATION Tidal information from various parts of the chart is printed in a table (known as TIDAL DIAMOND TABLE) at a suitable position on the chart.
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UNCLASSIFIED TIDAL DIAMOND TABLE The tidal diamond table contains a grid of thirteen rows and three columns for each Diamond.The rows are the hours of the tidal cycle showing the 6 hours from low water to high water, high water itself and the 6 hours from high water to low water. The column shows the bearing of the tidal stream and its speed, in knots, at both spring tide and neap tide. The times on the table are related to the high water of the Standard Port displayed on the table. Hours
Geographical Position
316
0.4 0.2
1 080 2 118 3 120 4 117 5 108 6 010 Figure 1: Tidal Diamond Table
0.2 0.1 0.8 0.4 1.0 0.5 0.7 0.4 0.4 0.2 0.1 0.1
High Water After High Water
Rates of neap tides (knots)
0.2 0.1 0.5 0.3 0.6 0.3 0.6 0.3 0.6 0.3 0.6 0.3
Rates of spring tides (knots)
300 290 290 290 293 300
Directions of Streams (degrees)
Before High Water
6 5 4 3 2 1
1°26’.40N A 104°03’.69E
TIDAL DIAMOND Tidal diamonds are symbols on charts that indicate the direction and speed of tidal streams at that particular region. The symbols are made up of a letter of the Roman alphabet in a rhombus, printed in purple ink. On any chart each tidal diamond will have a unique letter starting from "A" and continuing alphabetically.
TIDAL DIAMOND
Figure 2: Tidal Diamond
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UNCLASSIFIED k. SOUNDINGS / CHARTED DEPTH The unit in use is stated in bold lettering below the title of the chart. It is also shown in magenta outside the bottom right and top left- hand corners of metric charts. The numbers on the contour lines represent the depth of the seabed on the line. Typical charts have contours in multiples of five metres. l.
DRYING HEIGHT Drying height is the vertical distance of the seabed that is exposed by the tide, above the level of the sea at the lowest astronomical tide. Drying heights are represented by underlined numbers on the chart.
m. CHART DATUM It is the level below which depths are given on a chart. It is usually the lowest level to which the tides will fall. n. DATE OF PRINTINGS This is shown by the date in the thumb-label on the reserves of the chart. Example: Printed on 204th day of 1965 it is written as 204.65. o. SURVEY DATA This will be given under the title of the chart accompany by survey done by which authority and date it is carry out.
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Figure 3 SECTION OF CHART FOR SMALL CRAFT TOP RIGHT QUARTER
UNCLASSIFIED
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Figure 4 SECTION OF CHART FOR SMALL CRAFT BOTTOM RIGHT QUARTER
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UNCLASSIFIED 5.
DETERMINING POSITIONS AND DISTANCES a.
POSITION The position of any spot on the earth can be described by its latitude and longitude- the lines of an imaginary grid laid on the earth’s surface. The grid lines running east to west and parallel to the equator are known as parallels of latitude (equator itself is 0° latitude). The lines running north to south, between the North and South Poles, are called meridians of longitude. The prime meridian (0° longitude) runs through the Greenwich Royal Observatory in the UK, from which it takes its name. Lines of latitude and longitude are measured by the angle that they form at the center of the earth, in degrees (°), minutes (‘), and tenths of a minute. There are 60’ in 1°, and 360° in a circle.
Figure 5: Explanation of Longitude and Latitude
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UNCLASSIFIED b.
LATITUDE AND LONGITUDE Navigational charts have latitude and longitude scales printed at their edges, with grid lines going across them. This allows positions to be easily measured and plotted. When positions are described, latitude is given first in °N or °S, followed by longitude in °E or °W. Example, 50° 48.7’N 1°17.3 W
c.
DISTANCES To measure the distance from Point A to B, use a divider and then measure the distance at the latitude scale at the right side of the chart.
Figure 6: Using divider to measure distance NOTE: nautical mile is the unit of measurement of distant at sea. A nautical mile is equal to one minute of latitude (standardized at 1852 metres). 60 nautical miles is equal to 1 degree or 60 minutes. One nautical mile is divided into 10 cables and each cable is 185 metres.
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UNCLASSIFIED NAVIGATION EQUIPMENT 1. COMPASS A compass is the most important navigation instrument on board a vessel. It is the primary means of identifying direction, enabling you to steer a course and to plot position by taking bearings of navigational marks and shore objects. The compass is also used to check the bearing of other vessels to help avoid collision. Two types of compasses are usually used – Magnetic and Gyro compasses. a. GYRO COMPASS The gyro compass is a rapidly spinning wheel or gyro. The axis of which is made to point approximately true north. Thus the compass will indicate the true north by pointing along the true meridians. Therefore bearings taken with a gyro compass are true bearings and the course indicated on the gyro compass is the true course. A gyro compass is carried aboard larger ships with several repeaters for taking bearings. b. MAGNETIC COMPASS There are 2 types: a steering compass for steering a course and a hand held bearing compass for taking bearings of objects and other vessels. 1) CONVENTIONAL COMPASSES Conventional compasses have two or more bar magnets attached to the underside of a circular card, marked in degrees around its edges. The card is mounted on a pivot and in encased in a glass or plastic bowl filled gimbals keep the card level when the boat heels. As the compass is turned, the magnets align with the magnetic north and south. A reference mark, called a lubber line is marked on the inside of the bowl. The course or bearing is read against the lubber line. A light should be fitted to allow the compass to be used at night. 2) FLUXGATE COMPASS Fluxgate compass dispense with cards, pivots, and liquids and use an electronic circuit to senses the lines of magnetic force. The reading is displayed as digital readout to the nearest degree. The apparent accuracy implied by a digital read out should be treated with caution. Fluxgate compasses must be kept level, or significant errors can occur that will not be obvious from the display. Fluxgate compasses are often used to automatically provide heading information to other electronic instruments, such as chart plotters, GPS, and radar sets.
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UNCLASSIFIED 3) STEERING COMPASS When sitting the compass, it is very important that it can be seen directly by the helmsman. It should be mounted with the lubber line on or parallel to, the boat’s fore and aft line. For this reason, wheel-steered boats usually have the steering compass in a binnacle (casing) on top of the wheel pedestal. To minimise the effect of deviation, the compass must be away from the engine, large ferrous-metal object and moveable magnetic items such as drink cans. 4) HAND HELD BEARING COMPASS Most steering compasses are not sited in a position that allows bearing to be taken all around the boat, so a portable hand bearing compass is often used. To use a hand bearing compass, line up the lubber line with the object for which the bearing is being measured, such as a vessel or buoy, and read off the bearing.
Figure 7: Typical Marina Compass
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UNCLASSIFIED c. COMPASS VARIATION Almost everywhere on earth the bearings to true and magnetic north are different. This angle is called variation. It is given in compass degrees either Easterly or Westerly, and it changes as you move around the globe. Variation, again, is not fixed. In most areas variation changes by 1 minute (1/60 of a degree) annually. This shift is indicated on the charts on the printed compass rose, along the variation in a recent year.
Figure 8: Compass Variation
Figure 9: Compass Variation 2
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UNCLASSIFIED d. COMPASS DEVIATION The magnetic compass is also affected by the presence of metallic substance within the vessel e.g. the metallic hull, which is constructed by steel. This may cause the compass needle to deviate form the actual magnetic bearing and this angle is called Deviation. The direction in which the compass actually point is known as the compass north to distinguish from magnetic north and true north. If the compass north lies east of the magnetic meridian, the deviation is said to be Easterly, if west it is said to be Westerly.
Figure 10: Compass Deviation
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UNCLASSIFIED 2. PARALLEL RULER Parallel ruler is used to transfer a direction (bearing line) form the chart’s compass rose to the part of the chart on which the navigator is working. First the ruler is line-up on either the True or Magnetic compass rose. The ruler is then “walked” across the chart to the appropriate area.
Figure 10: Parallel Ruler 3. DIVIDERS Dividers are for measuring distances on the charts. Dividers are similar to a drawing compass except that both legs are pointed. To use a divider, open it to span the appropriate area, and then read off the distance using the chart’s latitude scale.
Figure 11: Dividers 4. ECHO SOUNDER Electronic echo sounder can accurately measure the depth of the water from the boat position. Briefly this is how the echo sounder works: A sound signal is send out through a transducer installed in the ships’ bottom. It travels through the water until it bounces off an object, and its echo is received by hydrophone located near the transducer. An instrument convert the time lag between the sending and reception of the signal into visual sounder, a blip of light is shown on a graduated scale. The depth may be displayed digitally in meter.
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UNCLASSIFIED 5. GLOBAL POSTITIONING SYSTEM (GPS) The satellite navigation system, GPS was fully operational in 1996. The system has 27 satellites (24 in use, 3 spare) on 6 different orbital planes so that at any time, at every spot on the globe, at least 3 satellites are above the horizon and with the distance to the satellite known, can determine the position of the ship. It automatically displays positions; calculate boat’s speed and heading, figure distance and bearing. The GPS is commonly used in a course plotter, which display the local chart and the boat’s position on the GPS screen or radar.
Figure 12: Global Positioning System
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UNCLASSIFIED TIDES AND TIDAL STREAMS 1. TIDES The rise and fall of the vertical height of the sea is called tides. A tide is classified under two categories. They are Diurnal and Semi-diurnal. A diurnal tide is when there is a high water and low water at the same place in every two high and low water at the same place in every twenty four hours. Spring and Neap tides are terms given to semi-diurnal tides to differentiate the level of water whenever there is a new or full moon. Spring tide is when the tide is at its highest while Neap tide is at its lowest. CAUSES The moon’s movement around the earth is on a constant plane and the distance differs during its orbit through out the month. When the moon comes closest to the earth during its orbit, the gravitational pull on that part of the water level on that part and its opposite part of the earth will be raised. The adjacent sides of the earth’s water level will be lowered. 2. TIDAL STEAMS The movement of the horizontal flow of the sea is called streams. These streams when related to the rise and fall of the local tide are called tidal streams. It usually flows in and out of harbour and along the coast. The tidal streams that flows into a harbour with a raising tidal is called the “flood” or “incoming tide”. The one that flows in with a failing tide is called “ebb” or “outgoing tide”. Tidal streams flow fastest where the water is the deeper or the channel narrower. CAUSES Tidal streams are caused in response to the tidal raising forces. Its movements are affected by the current which are caused by the differences of water temperature, barometric pressure or irregularities in the sea bed. It does not cause any net transfer of water in its flow.
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UNCLASSIFIED 3. GENERAL TIDAL INFORMATION FOR SINGAPORE The rises and falls of tides and the rates of flow can be accurately predicted. In Singapore, the yearly tidal predictions are available in the Tides Tables and Port Information publication by Maritime Port Authority, Singapore. As for tides, it predicts the daily High and Low water and hourly height at various parts of Singapore. As for tidal streams, it predicts the hourly rate of the flows and the maximum and slack tidal stream. In Singapore, the flood streams generally flow westward and Ebb streams flow Eastward, except in channels or East/West Johor Straits.
Figure 13: General tide information in Singapore
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UNCLASSIFIED 4. TERMS AND DEFINITION a) TIDES – The vertical oscillation of the sea in response to the tide raising forces of the moon and sun. b) TIDAL STREAMS – The periodical horizontal oscillations of the sea in the response to the tidal raising forces of the moon and sun. c) EDDY – An eddy is a circular movement of water, the diameter of which may be anything from a few inches to a few miles. d) OVERFALL – An overfall is another name for a TIPE-RIP and is caused by a strong stream near the sea bed which begin to deflect upwards by obstruction on the bottom, thus causing a confused sea on the surface. e) TIDAL RACE – A tidal race is an exceptionally strong stream, usually caused by the constricted of water passing round a headland, or where tidal streams from different directions converge. f) HIGH WATER – The highest level reached by the sea during one tidal oscillation. g) LOW WATER – The lowest level reached by the sea during one tidal oscillation. h) MAXIMUM RATE – The greatest rate reached in each of two or more or less opposing directions by the tidal streams in oscillations. i) SLACK WATER – The periods, preceding an succeeding maximum rate, when the tidal streams are at weakest. j) CHART DATUM – The low water plane to which the depths of features permanently covered by the sea and the heights of features periodically covered and uncovered by the sea are referred. The tidal levels are predicted high and low heights of the tide are also referred to this plane. k) HEIGHT OF TIDE – The vertical distance between the level of successive high and low waters l) RANGE OF TIDE – The difference between the levels of successive high and low waters m) CURRENT – The horizontal movement of water due to causes, mainly meteorological and oceanographically, other than the tidal raising forces of the moon and the sun. It may be a progressive or a fluctuating movement. n) FLOW – The combination at any instant of tidal stream and current
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UNCLASSIFIED o) FLOOD TIDE – A loose term applied either to the raising tide or to the in going tidal stream. It also would only be strictly applicable to river. p) MEAN SEA LEVEL – The average level of the sea at all stages of the tide as calculated from a long series of observation. q) TIDAL OSCILLATION – The one vertical oscillation above and below mean sea level. r) DIURNAL TIDE – Only one high and one low water at one place every 24 hours. s) SEMI–DIURAL TIDE – Only two high and two low waters at one place every 24 hours.
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UNCLASSIFIED 5. SPRING AND NEAP TIDES SPRING TIDES The combined tide raising forces of the moon and the sun have their GREATEST EFFEECT when the SUN and MOON are IN LINE with the EARTH.
Figure 14: Spring Tides Illustration NEAP TIDES The combined tide raising forces will have the LEAST EFFECT when the SUN and MOON is about at RIGHT ANGLE to each other.
Figure 15: Neap Tides Illustration
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UNCLASSIFIED 6. RATE OF TIDAL STREAMS SYMBOLS SYMBOL
MEANING FLOOD Stream EBB Stream Interval in Hours after Low water Interval in Hours after High water
3 ½ Kn
Rate is 3.5 Knots 3 hours after lower water
7. STREAMS AROUND SINGAPORE SYMBOL
GENERAL DIRECTION WESTWARD EASTWARD
8. TURBULENCE What is Turbulence? It is the disturbance of the even flow of current or tidal stream caused by the changing topography of the sea bed and surrounding. CAUSES It may be caused by: a. Obstruction such as jetty, pier, wharf, island or breaker. b. Meeting of opposing currents or streams. c. Sudden change in depth of water such as, with the formation of portholes in the seabed.
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UNCLASSIFIED
Figure 16: Tide Table (Hourly Tidal Heights)
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UNCLASSIFIED
Figure 17: Tide Table (High and Low Water)
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UNCLASSIFIED
Figure 18: Tide Table (Tidal Stream Predication)
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UNCLASSIFIED
Figure 19: Tide Table (Hourly Tidal Stream)
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UNCLASSIFIED
BUOYAGE SYSTEM WHAT ARE BUOYS AND BEACONS Dangers to navigation, such as reefs and shoals are marked by floating markers known as BUOYS, which are anchored to the seabed. BEACONS are fixed structures erected on the seabed. MARITME BUOYAGE SYSTEM Within the International Association of Lighthouse Authorities (IALA) buoyage system there are 5 types of marks which may be used in combination. The mariner can easily distinguish between these marks by readily identifiable characteristics. 1. LATERAL MARKS Following the sense of a conventional direction of buoyage, Lateral marks in Region A utilize red and green colours by day and night to denote the port and starboard sides of channels respectively. However, in Region B these colours are reversed with red starboard and green to port when entering harbour. Singapore has adopted Region A. A preferred channel mark may be used at the point where a channel divides to distinguish the conventionally used channel, that is to say the primary route or channel which is so designated by an Authority. 2. CARDINAL MARKS Cardinal marks indicate that safe navigable waters lie to the named side of the mark. Navigators should ensure that their vessel pass north of the mark as far as possible even though there may be navigable waters on its east and west. Vessels passing south of the north cardinal mark are likely to be in hazardous waters. Cardinal marks do not have a distinctive shape but a normally pillar or spar. They are always painted in yellow and black horizontal bands and their distinctive colour cone top marks are always black. Topmarks colouring: -
Topmarks pointing upward; black band above yellow band Topmarks pointing downward; black band below yellow band Topmarks pointing away from each other black bands above and below a yellow band.
BUOY - 1 UNCLASSIFIED
UNCLASSIFIED -
Topmarks pointing towards each other black band with yellow bands above and below. Cardinal marks also have a special system of flashing white lights. The rhythms are basically all “very quick” (VQ) or “quick” (Q) flashing but broken into varying lengths of flashing phase. “Very quick flashing” is defined as a light flashing at a rate of between 80 to 159 flashes per minute (usually either 100 or 120), “quick flashing” is a light flashing at between 50 to 79 flashes per minute (usually either 50 or 60). The characters used for Cardinal marks will be seen to be as follows: North: Continuous very quick flashing or quick flashing East: Group flashing of Three “very quick” or “quick” flashes South: Group flashing of Six “very quick” or “quick” flashes followed immediately by a long flash West: Group flashing of Nine “very quick” or “quick” flashes The concept of three, six, and nine is easily remembered when one associates it with a clock face. The long flash, defined as a light appearance of not less than 2 seconds is merely a device to ensure that three or nine “very quick” of “quick” flashes cannot be mistake for six. It will be observed that two other marks used white lights. Each has a distinctive light rhythm which cannot be confused with the very quick or quick flashing light of the cardinal marks.
3. ISOLATED DANGER MARK The Isolated Danger mark is placed on a danger of small area has navigable water all around it. Distinctive double black spherical topmarks and group flashing (2) white lights, serve to associate Isolated Danger marks with Cardinal Marks. 4. SAFE WATER MARKS The safe water mark has navigable water all around it but does not mark a danger. Safe Water marks can be used, for example, as mid channel or landfall marks. Safe water marks have an appearance quite different from danger marking buoys. They are spherical or alternatively pillar or spar with a single red spherical top-mark. They are the only type of mark to have vertical strips (red and white).
BUOY - 2 UNCLASSIFIED
UNCLASSIFIED Their lights, if any, are white using isophase, occulting, one long flash or Morse ‘A’ rhythms. 5. SPECIAL MARKS Special marks are not primarily intended to assist navigation but are used to indicate a special area or feature whose nature may be apparent from reference to a chart or other nautical document. Special marks are yellow. They may carry a yellow “X” top mark, and any light used is always yellow. The yellow lights of Special marks do not have any of the rhythms used for white lights to avoid confusion. Their shape will not conflict with that of navigational marks. For example, a special buoy located on the lateral limits of a channel may neither be cylindrical nor conical but may be a pillar. Special marks may also be lettered or numbered to indicate their purpose. 6. NEW DANGERS It should be specially noted that a “new danger” which is one not yet shown in nautical documents, may be indicated by exactly duplication the normal mark until the information is sufficiently promulgated. A “new danger” mark may carry a Racon coded Morse “D”
BUOY - 3 UNCLASSIFIED
UNCLASSIFIED
MARITME BUOYAGE SYSTEM RULES 1. GENERAL 1.1
Scope
This system provides rules which apply to all fixed and floating marks (other than lighthouses, sector lights, leading lights and marks, lightships and large navigational buoys) serving to indicate:
1.2
1.1.1
The lateral limits of navigable channels
1.1.2
Natural dangers and other obstruction such as wrecks
1.1.3
Other areas or features of importance to the mariner
1.14
New dangers
Types of marks
The system of buoyage provides five types of marks which may be used in combination: 1.2.1
Lateral marks, used in conjunction with a “conventional direction of buoyage”, generally used for well defined channels. These marks indicate the port and starboard sides of the route to be followed. Where a channel divides, a preferred channel mark may be used to indicate the conventional route.
1.2.2
Cardinal marks, used in conjunction with the mariner’s compass, to indicate where the mariner may find navigable water.
1.2.3
Isolated Danger marks to indicate isolated dangers of limited size that have navigable water all around them.
1.2.4
Safe Water marks to indicate that there is navigable water all around their position, e.g. mid-channel marks.
1.2.5
Special Marks not primarily intended to assist navigation but to indicate an area or feature referred to in nautical documents.
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UNCLASSIFIED 1.3
Method of characterising marks
The significance of the mark depends upon one or more of the following features: 1.3.1 1.3.2
By night, Colour and rhythm of light By day, colour, shape, topmark
2. LATERAL MARKS 2.1
Definition of “conventional direction of buoyage” The “conventional direction of buoyage”, which must be indicated in appropriate nautical documents, may be earlier:
2.2
2.1.1
The general direction taken by mariner when approaching a harbour, river, estuary or other waterway from seaward, or
2.1.2
The direction determined by the proper authority in consultation, where appropriate, with neighbouring countries. In principle, it should follow a clockwise direction around land masses.
Buoyage Regions These are two international Buoyage Regions A and B where lateral marks differ. Singapore has adopted Region A.
BUOY - 5 UNCLASSIFIED
UNCLASSIFIED 2.3
Description of Lateral Marks used in Region A Colour Shape Topmark Light Colour Rhythm
2.3.1 Port Hand Marks Red Cylindrical (can), pillar or spar Single red cylinder (can)
2.3.2 Starboard Hand Marks Green Conical, pillar or spar Single green cone, point upward
Red Any except that use by a preferred channel buoy (Region A)
Green Any except that use by a preferred channel buoy (Region A)
Figure 1: Port Hand Marks (left) [Region A] Starboard Hand Marks (right) [Region A] 2.3.3
At the point where a channel divide, when proceeding in the “conventional direction of buoyage”, a preferred channel may be indicated by a modified Port or Starboard lateral mark as follows:
Colour Shape Topmark Light Colour Rhythm
2.3.3.1 Preferred Channel to Starboard Red with one broad green horizontal band Cylindrical (can), pillar or spar Single red cylinder (can)
2.3.3.2 Preferred channel to Port Green with one board red horizontal band Conical, pillar or spar Single green cone, point upward
Red Red Composite group flashing(2+1)
Green Green Composite group flashing(2+1)
Figure 2: Preferred Port Hand Marks (left) [Region A] Preferred Starboard Hand Marks (right) [Region A] BUOY - 6 UNCLASSIFIED
UNCLASSIFIED
2.4
Description of Lateral Marks used in Region B Colour Shape Topmark Light Colour Rhythm
2.4.1 Port Hand Marks Green Cylindrical (can), pillar or spar Single green cylinder (can)
2.4.2 Starboard Hand Marks Red Conical, pillar or spar Single red cone, point upward
Green Any except that use by a preferred channel buoy (Region B)
Red Any except that use by a preferred channel buoy (Region B)
Figure 3: Port Hand Marks (Green) [Region B] Starboard Hand Marks (Red)[Region B] 2.4.3
At the point where a channel divides, when proceeding in the “conventional direction of buoyage”, a preferred channel may be indicated by a modified Port or Starboard lateral mark as follows:
Colour Shape Topmark Light Colour Rhythm
2.4.3.1 Preferred channel to Starboard Green with one broad red horizontal band Cylindrical (can), pillar or spar Single green cylinder (can)
2.4.3.1 Preferred channel to Port Red with one broad green horizontal band Conical, pillar or spar Single red cone, point upward
Green Green Composite group flashing(2+1)
Red Red Composite group flashing(2+1)
Figure 4: Preferred Port Hand Marks (Green) [Region B] Preferred Starboard Hand Marks (Red) [Region B] BUOY - 7 UNCLASSIFIED
UNCLASSIFIED
2.5
General Rules for Lateral Marks 2.5.1
Shapes
Where lateral marks do not rely upon cylindrical(can) or conical buoy shapes for identification they should, where practicable, carry the appropriate topmark.
2.5.1
Numbering or lettering If marks at the sides of a channel are numbered or lettered, the numbering or lettering shall follow the “conventional direction of buoyage”. 3. CARDINAL MARKS 3.1
3.1
Definitions of Cardinal quadrants and marks 3.1.1
The four quadrants (North, East, South and West) are bounded by the true bearings NW-NE, NE-SE, SE-SW, and SW-NW, taken from the point of interest.
3.1.2
A cardinal mark is named after the quadrant in which it is placed.
3.1.3
The name of a cardinal mark indicates that it should be passed to the named side of the mark.
Uses of Cardinal Marks A Cardinal Mark may be used, for example: 3.2.1
To indicate the deepest water in that area is on the named side of the mark.
3.2.2
To indicate the safe side on which to pass a danger
3.3.3
To draw attention to a feature in a channel such as a bend, a junction, a bifurcation or the end of a shoal.
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UNCLASSIFIED
Figure 5: Cardinal Marks Colour Shape Topmark Light Colour Rhythm Colour Shape Topmark Light Colour Rhythm
3.3.1 North Cardinal Mark Black above yellow Pillar or spar 2 black cones, one above the other, points upward White VQ or Q 3.3.3 South Cardinal Mark Yellow above black Pillar or spar 2 black cones, one above the other points downward White VQ(6) + Long flash every 10s Or Q(6) + Long flash every 15s BUOY - 9 UNCLASSIFIED
3.3.2 East Cardinal Mark Black with a single broad horizontal yellow band Pillar or spar 2 black cones, one above the other, base to base White VQ(3) every 5s or Q(3) every 10s 3.3.4 West Cardinal Mark Yellow with a single broad horizontal black band Pillar or spar 2 black cones, one above the other point to point White VQ(9) every 10s Or Q(9) every 15s
UNCLASSIFIED
4. ISOLATED DANGER MARKS 4.1
Definitions of Isolated Danger Marks An isolated Danger mark is a mark erected on, or moored on or above, an isolated danger which has navigable water all around it.
4.2
Description of Isolated Danger Marks
Colour Shape Topmark Light Colour Rhythm
4.2.1 Isolated Danger Marks Black with one or more broad horizontal red bands Optional, but not conflicting with lateral marks, pillar or spar preferred 2 black spheres, one above the other White Group flashing(2)
Figure 6: Isolated Danger Marks
5. SAFE WATER MARKS 5.1
Definitions of Safe Water Marks Safe water marks serve to indicate that there is navigable water all round the mark; these include centre line marks and mid-channel marks. Such a mark may also be used as an alternative to a Cardinal or a lateral mark to indicate a landfall.
5.2
Description of Safe Water Marks
Colour Shape Topmark Light Colour Rhythm
4.2.1 Safe Water Marks Red and White vertical stripes Spherical; pillar or spar with spherical topmark Single red sphere White Isophase, occulting, one long flash every 10s or Morse “A” BUOY - 10 UNCLASSIFIED
Figure 7: Safe Water Marks
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(a) The double cone topmark is a very important feature of every Cardinal Mark by day, and should be used whenever practicable and be as large as possible with a clear separation between the cones. (b) The double sphere topmark is a very important feature of every Isolated Danger mark by day, and should be used wherever practicable and be as large as possible with a clear separation between the spheres. 6. SPECIAL MARKS 6.1
Definition of special marks Marks not primarily intended to assist navigation but which indicate a special area or feature referred to in appropriate nautical documents, for example: 6.1.1 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6
6.2
Ocean Data Acquisition System (ODAS) marks Traffic separation marks where use of conventional channel marking may cause confusion. Spoil Ground marks Military Exercise Zone marks Cable or pipeline marks Recreation Zone marks
Description of Special Marks
Colour Shape Topmark Light Colour Rhythm
6.2.1 Special Marks Yellow Optional, but not conflicting with navigational marks Single yellow “X” shape Yellow Any, other then those used by Cardinal Marks, Isolated Danger Marks and Safe Water Marks
Figure 6: Special Marks
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UNCLASSIFIED
6.3
Additional Special Marks Special marks other than those listed in paragraph 6.1 and described in paragraph 6.2 may be established by the responsible administration to meet exceptional circumstances. These additional marks shall not conflict with navigational marks and shall be promulgated in appropriate nautical documents and the International Association of Lighthouse Authorities notified as soon as practicable.
7. NEW DANGERS 7.1
Definition of New Dangers The term “New Danger” is used to describe newly discovered hazard not yet indicated in nautical documents. “New Dangers” include naturally occurring obstructions such as sandbanks or rocks or man made dangers such as wrecks.
7.2
Making of New Dangers 7.2.1
“New Dangers” shall be marked in accordance with these rules. If the appropriate Authority considers the danger to be especially grave at least one of the marks shall be duplicated as soon as practicable.
7.2.2
Any lighted mark used for this purpose shall have an appropriate Cardinal or Lateral VQ or Q light character.
7.2.3
Any duplicate mark shall be identical to its partner in all respects.
7.2.4
A “New Danger” may be marked by a racon, coded Morse “D”, showing a signal length of 1 nautical mile on the radar display.
7.2.5
The duplicate mark may be removed when the appropriate Authority is satisfied information concerning the “New Danger” has been sufficiently promulgated.
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8. INTERNATIONAL BUOYAGE REGION A AND B There are two international Buoyage Regions A and B where Lateral marks differ as describe in Section 2. The geographical divisions of these two Regions are indicated below which will, if necessary, be updated from time to time.
Figure 7: Buoyage Region A and B, November 1980
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UNCLASSIFIED REGION A – BY DAY
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REGION A – BY NIGHT
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UNCLASSIFIED INTERNATIONAL REGULATIONS FOR PREVENTING COLLLISIONS AT SEA INTRODUCTION In order to prevent collisions between vessels, a comprehensive set of “International Regulation for Preventing Collisions At Sea” is use. In Singapore, these regulations are empowered by the Merchant Shipping Act. A thorough understanding and knowledge of these Regulations, particularly of the steering and sailing Rules, is essential for all who would operate any craft. The regulation also known as Rules of the Road were introduced in 1972 and have been constantly revised, the last revision was made in 2001. It consists of 38 rules. Apart from these international rules, Local Port Rules may be used by the Port Master from time to time and, where relevant, take precedence over the international rules within Port Limits. It is therefore essential that the operators of pleasure craft in Singapore are also familiar with local rules. 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 with the operation of special rules made by an appropriate authority for roadsteads, harbors, rivers, lakes, or inland waterways connected with the high seas and navigable by seagoing vessels. Such special rules shall conform as closely as possible to these Rules. 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, shape or whistle signals for ships of war and vessels proceeding under convoy, or with respect to additional station or signal lights or shapes for fishing vessels engaged in fishing as a fleet. These additional stations or signal lights, shapes or whistle signals shall, so far as possible, be such that they cannot be mistaken for any light, shape, or signal authorized elsewhere under these Rules. d) Traffic separation schemes may be adopted by the Organization for the purpose of these Rules.
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UNCLASSIFIED 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 the 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 a) The word "vessel" includes every description of watercraft, including nondisplacement 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. 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 manoeuvrability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict manoeuvrability. e) The term "seaplane" includes any aircraft designed to manoeuvre on the water. 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.
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UNCLASSIFIED 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: • • • • • •
A vessel engaged in laying, servicing, or picking up a navigational mark, submarine cable or pipeline; A vessel engaged in dredging, surveying or underwater operations; A vessel engaged in replenishment or transferring persons, provisions or cargo while underway; A vessel engaged in the launching or recovery of aircraft; A vessel engaged in mine clearance operations; 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 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. l) The term "restricted visibility" means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorms or any other similar causes. m) The term "Wing-In-Ground (WIG) craft" means a multimodal craft which, in its main operational mode, files in close proximity to the surface by utilizing surface-effect action.
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UNCLASSIFIED PART B – STEERING AND SAILING RULES SECTION 1 – 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 and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision. RULE 6 – SAFE SPEED Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. In determining a safe speed the following factors shall be among those taken into account: a) By all vessels: • • • • • •
The state of visibility; The traffic density including concentrations of fishing vessels or any other vessels; The manageability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions; At night, the presence of background light such as from shore lights or from back scatter from her own lights; The state of wind, sea and current, and the proximity of navigational hazards; The draft in relation to the available depth of water.
b) Additionally, by vessels with operational radar: • • • • •
The characteristics, efficiency and limitations of the radar equipment; Any constraints imposed by the radar range scale in use; The effect on radar detection of the sea state, weather and other sources of interference; The possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range; The number, location and movement of vessels detected by radar; ROR - 4 UNCLASSIFIED
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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) In determining if risk of collision exists the following considerations shall be among those taken into account: •
Such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciably change;
•
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 be taken in accordance with the Rules of this Part and 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; a succession of small alteration of course and/or speed should be avoided. c) If there is sufficient sea room, alteration of course alone may be the most effective action to avoid 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 asses the situation, a vessel may slacken her speed or take all way off by stopping or reversing her means of propulsion.
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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 CHANNEL a) A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable. b) A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway. c) A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway. d) A vessel shall not cross a narrow 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 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). 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. ROR - 6 UNCLASSIFIED
UNCLASSIFIED 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).
Figure 1: Moving near a bend in a channel 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) ROR - 7 UNCLASSIFIED
UNCLASSIFIED 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) 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: • •
in cases of emergency to avoid immediate danger; 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 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.
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Figure 2: Traffic Separation Scheme in Singapore Strait SECTION 2 – 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;
Figure 3: Sailing Boat with wind on different side ROR - 9 UNCLASSIFIED
UNCLASSIFIED 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;
Figure 4: Sailing Boat with wind on same side 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 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.
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UNCLASSIFIED 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 stern light 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.
Figure 5: Overtaking Situation
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UNCLASSIFIED 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.
Figure 6: Head on Situation
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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.
Figure 7: Crossing Situation With reference to Figure 7: When two power-driven vessels are crossing and there is a risk of collision, vessel A should give way to vessel B. Alternatively, if there is insufficient sea room, vessel A may reduce here speed or stop engine to allow vessel B to cross ahead. 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.
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UNCLASSIFIED 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 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 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 powerdriven 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.
Figure 8: Stand on vessel With reference to Figure 8: If after sounding, of five or more short and rapid blasts, vessel A still does not give way, vessel B should alter here course to starboard, away from vessel A. Alternatively, if vessel A still does not give way after the 5 or more short blasts and the collision is imminent, vessel B should stop or go full astern.
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UNCLASSIFIED RULE 18 – RESPONSIBILITY BETWEEN VESSELS Except where Rules 9, 10, and 13 otherwise require: a) A power-driven vessel underway shall keep out of the way of: • • • •
a vessel not under command; a vessel restricted in her ability to manoeuvre; a vessel engaged in fishing; a sailing vessel.
Figure 9: Stand On Vessel With reference to Figure 9: Power driven vessel should alter her course to port so as to pass by the stern of the sailing vessel. b) A sailing vessel underway shall keep out of the way of: • • •
a vessel not under command; a vessel restricted in her ability to manoeuvre; a vessel engaged in fishing.
c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of: • •
a vessel not under command; a vessel restricted in her ability to manoeuvre.
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UNCLASSIFIED 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 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. 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.
GIVE WAY
Not Under Command Restricted In Ability to Manoeuvre Vessel Constrained by Draught Fishing / Trawling Sailing Vessels / Vessels under oars Power Driven Vessels
Equal responsibility to keep clear of each vessel
Respective Vessels give way to those above itself Figure 10: Order of Give Way Vessels SECTION 3 – 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 conditions of restricted visibility. A power-driven vessel shall have her engines ready for immediate manoeuvre.
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UNCLASSIFIED c) Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of Section 1 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/ [Intl] 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.
Figure11: Vessel Alteration Situation
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UNCLASSIFIED PART C – LIGHTS AND SHAPES 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 which 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 lookout. 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. I. A vessels within port-limit or outside display one, tow or three of the following lights depending on its size and type: • • • • • •
Masthead light Sidelights Stern lights All round light Towing light Flashing light
II. Shapes in black colour are displayed by vessels during daytime consists of the following types depending on their nature of operation: • • • •
Ball Diamond Cone Cylinder
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UNCLASSIFIED RULE 21 – DEFINITIONS a) "Masthead light" means a white light placed over the fore and aft centerline 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.
Figure 12: Masthead Light Angle of Visibility Except that on a vessel of less than 12 meters in length the masthead light shall be placed as nearly as practicable to the fore and aft centerline of the vessel. 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.
Figure 13: Sides Light Angle of Visibility ROR - 19 UNCLASSIFIED
UNCLASSIFIED In a vessel of less than 20 meters in length the sidelights may be combined in one lantern carried on the fore and aft centerline of the vessel, except that on a vessel of less than 12 meters in length the sidelights when combined in one lantern shall be placed as nearly as practicable to the fore and aft centerline 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. RULE 22 – VISIBILITY OF LIGHTS The lights prescribed in these Rules shall be visible at the following minimum ranges: a) In vessels of 50 meters 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.
Figure 14: A power – driven vessel underway, length of 50 metres or longer A second masthead light abaft of and higher than the forward one
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UNCLASSIFIED b) In vessels of 12 meters or more in length but less than 50 meters in length; • • • • •
a masthead light, 5 miles; except that where the length of the vessel is less than 20 meters, 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.
Figure 15: A power-driven vessel underway, less than 50 metres in length A masthead light forward, side lights, stern light c) In vessels of less than 12 meters in length: • • • •
a masthead light, 2 miles; a sidelight, 1 miles; a towing light, 2 miles; a white red, green or yellow all-round light, 2 miles.
Figure 16: A power-driven vessel of less than 12 meters in length - 1 all round white light, side lights (combine sidelights may be use) d) In inconspicuous, partly submerged vessels or objects being towed; •
a white all-round light; 3 miles.
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UNCLASSIFIED RULE 23 – POWER DRIVEN VESSELS UNDERWAY a) A power-driven vessel underway shall exhibit: • • • •
a masthead light forward; a second masthead light abaft of and higher than the forward one; except that a vessel of less than 50 meters in length shall not be obliged to exhibit such a light but may do so; sidelights: and a sternlight.
b) An air-cushion vessel when operating in nondisplacement mode shall, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit an all-round flashing yellow light, where it can best be seen.
Figure 17: An air-cushion vessel when operation in the non-displacement mode, less than 50 metres in length 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 meters 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 meters in length whose maximum speed does not exceed 7 knots may in lieu of the lights prescribed in paragraph (a) of this Rule exhibit an all-round white light and shall, if practicable, also exhibit sidelights. III. the masthead light or all-round white light on a power-driven vessel of less than 12 meters in length may be displaced from the fore and aft centerline of the vessel if centerline fitting is not practicable, provided the sidelights are combined in one lantern which shall be carried on the fore and aft centerline 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. ROR - 22 UNCLASSIFIED
UNCLASSIFIED RULE 24 – TOWING AND PUSHING a) A power-driven vessel when towing astern shall exhibit: •
• • • •
Instead of the light prescribed in Rule 23(a)(i) or 23(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 meters, three such lights in a vertical line; sidelights; a sternlight; a towing light in a vertical line above the sternlight; and when the length of the tow exceeds 200 meters, a diamond shape where it can best be seen.
Figure 18: A power-driven vessel of less than 50 metres in length when towing
Figure 19: A power-driven vessel of less than 50 metres in length when towing and length of the tow exceeds 200 metres Length of Tow
Figure 20: Tug and tow by day with length of two exceeding 200 metres
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UNCLASSIFIED 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.
Figure 21: A power-driven vessel of less than 50 meters in length when pushing ahead or towing alongside, except in the case of a composite unit c) A power-driven vessel when pushing ahead or towing alongside, except [in the case of a composite unit / as required by paragraphs (b) and (i) of this Rule], shall exhibit: •
• •
instead of the light prescribed in Rule 23(a)(i) or 23(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 end of the tow exceeds 200 meters, three such lights in a vertical line sidelights a sternlight
d) A power-driven vessel to which paragraph (a) or (c) of this Rule apply shall also comply with rule 23(a)(i) and 23(a)(ii). e) A vessel or object being towed, other than those mentioned in paragraph (g) of this Rule, shall exhibit: • • •
sidelights; a sternlight; when the length of the tow exceeds 200 meters, 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 ROR - 24 UNCLASSIFIED
UNCLASSIFIED 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 meters 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 meters or more in breadth, two or more additional all-round white lights at or near the extremities of its breadth; III. if it exceeds 100 meters 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 meters. 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 meters an additional diamond shape where it can best be seen and located as far forward as is practicable. h) When 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 being towed or at least 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), (c) or (i) 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.
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UNCLASSIFIED RULE 25 – SAILING VESSELS UNDERWAY AND VESSEL UNDER OARS a) A sailing vessel underway shall exhibit: • •
sidelights a sternlight
Figure 22: A sailing vessel underway and a vessel under oars b) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or near the top of the mast, where they can best be seen, two all-round lights in a vertical line, the upper being red and the lower Green, but these lights shall not be exhibited in conjunction with the combined lantern permitted by paragraph (b) of this Rule. c) In a sailing vessel of less than 20 meters in length the lights prescribed in paragraph (a) of this Rule may be combined in one lantern carried at or near the top of the mast where it can best be seen.
Figure 23: A sailing vessel of less than 20 metres in length. Underway showing combined lantern.
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UNCLASSIFIED d) A sailing vessel underway may, in addition to the lights prescribed in paragraph (a) of this Rule, exhibit at or near the top of the mast, where they can best be seen, two all-round lights in a vertical line, the upper being red and the lower Green, but these lights shall not be exhibited in conjunction with the combined lantern permitted by paragraph (b) of this Rule.
e)
Figure 24: A sailing vessel underway and a vessel under oars. (Without combined lantern) I. A sailing vessel of less than 7 meters 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.
Figure 25: A sailing vessel of less than 7 metres in length a vessel under oars 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.
ROR - 27 UNCLASSIFIED
UNCLASSIFIED f) 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.
Figure 26: Vessel under sail and power, by day. Shape to be exhibited 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 meters in length shall not be obliged to exhibit such a light but may do so; III. when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.
Figure 27: A vessel of less than 50 metres in length when engaged in trawling underway and making way through the water ROR - 28 UNCLASSIFIED
UNCLASSIFIED 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 their apexes together in a vertical line one above the other;
Figure 28: A vessel engaged in fishing, other than trawling, underway or at anchor, not making way through the water, outlying gear extending 150 metres or less horizontally from the vessel.
Figure 29: Vessel of 20 metres in length and over, fishing by day, with gear outlying more than 150 metres. II. when there is outlying gear extending more than 150 meters 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 to these Rules apply to a vessel engaged in fishing in close proximity to other vessels engaged in fishing. e) A vessel when not engaged in fishing shall not exhibit the lights or shapes prescribed in this Rule, but only those prescribed for a vessel of her length.
ROR - 29 UNCLASSIFIED
UNCLASSIFIED RULE 27 – VESSEL NOT UNDER COMMAND OR RESTRICTED IN THEIR ABILITIY 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;
Figure 30: A vessel not under command not making way through the water II. two balls or similar shapes in a vertical line where they can best be seen;
Figure 31: Vessel not under command by day III. when making way through the water, in addition to the lights prescribed in this paragraph, sidelights and a sternlight.
Figure 32: A vessel not under command making way through the water
ROR - 30 UNCLASSIFIED
UNCLASSIFIED b) A vessel restricted in her ability to manoeuvre, except a vessel engaged in mineclearance 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.
Figure 33: Vessel restricted in her ability to manoeuvre by day III. when making way through the water, a masthead light, sidelights and a sternlight in addition to the lights prescribed in subparagraph (b)(i);
Figure 34: A vessel restricted in her ability to manoeuvre, except vessel engaged in minesweeping operation when making way through the water. IV. when at anchor, in addition to the lights or shapes prescribed in subparagraphs (b)(i) and (b) (ii), the light, lights, or shapes prescribed in Rule 30.
Figure 35: A vessel restricted in her ability to manoeuvre except vessel engaged in minesweeping operations when at anchor. ROR - 31 UNCLASSIFIED
UNCLASSIFIED c) A power-driven vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course shall, in addition to the lights or shapes prescribed in Rule 24(a), exhibit the lights or shape prescribed in subparagraph (b)(i) and (ii) and (iii) of this Rule and shall in addition when an obstruction existis, exhibits: I. Two all- round red lights or two balls in vertical line to indicate the side on which the obstruction exitst; 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 shapes prescribed in Rule 30. d) A vessel engaged in dredging or underwater operations, when restricted in her ability to maneuver, 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 shapes prescribed in Rule 30, for anchored vessels. 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 meter in height. Measures shall be taken to ensure its all-round visibility.
Figure 36: Alpha Flag ROR - 32 UNCLASSIFIED
UNCLASSIFIED f) A vessel engaged in mineclearance 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 meters of the mineclearance vessel. g) Vessels of less than 12 meters in length, except those engaged in diving operations, shall not be required to exhibit the lights 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 Rule 37. RULE 28 – VESSELS CONSTRAINED BY THEIR DRAFT Vessel constrained by her draft 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.
Figure 37: A vessel constrained by her draught by night
Figure 38: A vessel constrained by her draught by day
ROR - 33 UNCLASSIFIED
UNCLASSIFIED RULE 29 – PILOT VESSELS I.
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;
Figure 39: A vessel engaged on Pilotage duty, not making way II. when underway, in addition, sidelights and a sternlight;
Figure 40: A vessel engaged on Pilotage duty, underway 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/anchored vessels. II.
A pilot vessel when not engaged on Pilotage duty shall exhibit the lights or shapes prescribed for a similar vessel of her length.
ROR - 34 UNCLASSIFIED
UNCLASSIFIED 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;
Figure 41: Vessel at anchor by day II. at or near the stern and at a lower level than the light prescribed in subparagraph (I), an all-round white light.
Figure 42: Vessel at anchor by night b) A vessel of less than 50 meters 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.
Figure 43: A vessel of less than 50 metres in length at anchor c) A vessel at anchor may, and a vessel of 100 meters and more in length shall, also use the available working or equivalent lights to illuminate her decks.
ROR - 35 UNCLASSIFIED
UNCLASSIFIED d) A vessel aground shall exhibit the lights prescribed in paragraph (a) or (b) of this Rule where they can best be seen; I. two all-round red lights in a vertical line;
Figure 44: A vessel aground at night II. three balls in a vertical line.
Figure 45: A vessel aground at day e) A vessel of less than 7 meters in length, when at anchor not in or near a narrow channel, fairway or where other vessels normally navigate, shall not be required to exhibit the shape prescribed in paragraphs (a) and (b) of this Rule. f) A vessel of less than 12 meters in length, when aground, shall not be required to exhibit the lights or shapes prescribed in subparagraphs (d)(i) and (ii) of this Rule. RULE 31 – SEA PLANE Where it is impracticable for a seaplane or a WIG craft to exhibit lights or shapes of the characteristics or in the positions prescribed in the Rules of this Part she shall exhibit lights and shapes as closely similar in characteristics and position as is possible.
ROR - 36 UNCLASSIFIED
UNCLASSIFIED PART D – SOUND AND LIGHT SIGNALS RULE 32 – DEFINITIONS a) The word "whistle" means any sound signalling appliance capable of producing the prescribed blasts. 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 meters or more in length shall be provided with a whistle and a bell, a vessel of 20 meters or more in length shall be provided with a bell in addition to a whistle, and a vessel of 100 meters or more in length shall, in addition be provided with a gong, the tone and sound of which cannot be confused with that of the bell. The bell or gong or both may be replaced by other equipment having the same respective sound characteristics, provided that manual sounding of the prescribed signals shall always be possible. b) A vessel of less than 12 meters 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 signal. RULE 34 – MANEUVERING 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".
ROR - 37 UNCLASSIFIED
UNCLASSIFIED b) Any vessel may supplement the whistle signals prescribed in paragraph (a) of this Rule by light signals, repeated as appropriate, while the manoeuvre is being carried out: I. these signals shall have the following significance: • • •
one flash to mean "I am altering my course to starboard"; two flashes to mean "I am altering my course to port"; three flashes to mean "I am operating astern propulsion".
II. The duration of each flash shall be about one second, the interval between flashes shall be about one second, and the interval between successive signals shall not be less than ten seconds. III. The light used for this signal shall, if fitted, be an all-round white light, visible at a minimum range of 5 miles. c) 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 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 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. ROR - 38 UNCLASSIFIED
UNCLASSIFIED f) If whistles are fitted on a vessel at a distance apart of more than 100 meters, 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 no 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 draft, a sailing vessel, a vessel engaged in fishing and a vessel engaged in towing or pushing another vessel shall, instead of the signals prescribed in paragraph (a) or (b) of this Rule, sound at intervals of not more than 2 minutes three blasts in succession, namely one prolonged followed by two short blasts. 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 1 minute ring the bell rapidly for about 5 seconds. In a vessel 100 meters or more in length the bell shall be sounded in the forepart of the vessel and immediately after the ringing of the bell the gong shall be sounded rapidly for about 5 seconds in the after part of the vessel. A vessel at anchor may in addition sound three blasts in succession, namely one short, one long and one short blast, to give warning of her position and of the possibility of collision to an approaching vessel.
ROR - 39 UNCLASSIFIED
UNCLASSIFIED 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 less than 12 meters in length shall not be obliged to give the above mentioned signals but, if she does not, shall make some other efficient sound signal at intervals of not more than 2 minutes. j) A vessel of less than 12 meters 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 Pilotage vessel when engaged on Pilotage duty may in addition to the signals prescribed in paragraph (a), (b) or [(g) / (f)] of this Rule sound an identity signal consisting of four short blasts. 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 below. 1. The following signals used or exhibited either together or separately, indicate distress and need of assistance: • • • • • • • • •
a gun or other explosive signal fired at intervals of about a minute; a continuous sounding with any fog-signalling apparatus; rockets or shells, throwing red stars fired one at a time at short intervals; a signal made by radiotelegraphy or by any other signalling method consisting of the group . . .- - -. . . (SOS) in the 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 tar barrel, oil barrel, etc.); ROR - 40 UNCLASSIFIED
UNCLASSIFIED • • • • • • •
a rocket parachute flare or a 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; the radiotelegraph alarm signal; the radiotelephone alarm signal; signals transmitted by emergency position-indicating radio beacons; approved signals transmitted by radio communication systems, including survival craft radar transponders.
2. The use or exhibition of any of the foregoing signals except for the purpose of indicating distress and need of assistance and the use of other signals which may be confused with any of the above signals is prohibited. 3. Attention is drawn to the relevant sections of the International Code of Signals, the Merchant Ship Search and Rescue Manual and the following signals: • •
a piece of orange-colored canvas with either a black square and circle or other appropriate symbol (for identification from the air); a dye marker.
Figure 46: Illustration of Distress Signals
ROR - 41 UNCLASSIFIED
UNCLASSIFIED PART D – EXEMPTIONS RULE 38 – EXEMPTIONS Any vessel (or class of vessel) provided that she complies with the requirements of the International Regulations for the Preventing of Collisions at Sea, 1960, the keel of which is laid or is at a corresponding stage of construction before the entry into force of these Regulations may be exempted from compliance therewith as follows: a) The installation of lights with ranges prescribed in Rule 22, until 4 years after the date of entry into force of these regulations. b) The installation of lights with colour specifications as prescribed in Rules, until 4 years after the entry into force of these Regulations. c) The repositioning of lights as a result of conversion from Imperial to metric units and rounding off measurement figures, permanent exemption. d) I. The repositioning of masthead lights on vessels of less than 150 meters in length, resulting from the prescriptions in the Rules to these regulations, permanent exemption. II. The repositioning of masthead lights on vessels of 150 meters or more in length, resulting from the prescriptions in the Rules to these regulations, until 9 years after the date of entry into force of these Regulations. e) The repositioning of masthead lights resulting from the prescriptions in the Rules, until 9 years after the date of entry into force of these Regulations. f) The repositioning of sidelights resulting from the prescriptions in the Rules, until 9 years after the date of entry into force of these Regulations. g) The requirements for sound signal appliances prescribed in the Rules, until 9 years after the date of entry into force of these Regulations. h) The repositioning of all-round lights resulting from the prescription in the Rules, permanent exemption.
ROR - 42 UNCLASSIFIED
UNCLASSIFIED
SURVIAL AT SEA INTRODUCTION A man’s chance of survival after shipwreck is better today with the improved ship designs and life saving equipment. Training prepares the individual psychologically for survival during an emergency. EMERGENCY STATION The Emergency Stations procedure provides a simple standard organization of personal that will bring a ship to a high state of manning and material preparedness to deal with any hazardous situation in which Action station would not be appropriate. The procedure is outlined below and the full procedure is specified in each ship’s standing orders. The word ‘emergency’ is used to avoid any confusion with the final ‘Abandon Ship’, which is ordered only after all available life crafts have been slipped and when the ship is about to founder. The procedure is initiated by the pipe ‘Emergency Stations’ which is normally preceded by the main broadcast alarm. In such an emergency the following actions should take place immediately and without further orders. Causes of Emergency The possibility of disaster from fire, flooding, grounding or collision may constitute an emergency. Personnel 1. Men on watch are to remain closed-up until relieved or otherwise ordered. 2. Hands engaged in first-aid measure to combat the hazard are to continue with their task until relieved by FFDC (Fire Fighting and Damage Control) party. 3. FFDC party to close up as for state 1. 4. Medical first-aid parties are to close up. 5. The rest of the personnel are to act as ordered, either to remain in their present positions or to proceed to stated muster points (usually shown for each man on the Watch and Station Bill) The FFDC party is not to be impeded. Hands are not to return to their mess decks to collect lifejackets, but should carry them if immediately to hand.
SAS - 1 UNCLASSIFIED
UNCLASSIFIED
Watertight conditions In Peace Harbour and normal cruising
Condition X-ray (X opening shut)
Dangerous circumstances (E.g. navigation hazards, mines)
Condition Yankee (X and Y openings shut)
Exercises
Condition Yankee or Zulu (X, Y and Z opening shut) as required
In War Defended harbour, refitting, etc.
Condition Yankee (X and Y opening shut)
Undefended harbour, cruising.
Condition Yankee (X and Y opening shut)
Action or relaxed action
Condition Zulu (X, Y and Z openings shut)
STATE 1
Attack imminent
STATE 2
Attack possible or in dangerous waters
STATE 3
Attack unlikely with adequate Routine
STATE 4
Highest state of damage control preparedness. All position fully manned War seagoing state. Peace time, passage through mined waters and navigational hazards, etc Defended harbour normal cruising in peace Normal peace- time routine in harbour
SAS - 2 UNCLASSIFIED
UNCLASSIFIED
Material 1. Additional electric power is to be made available from standby generators. 2. All salt-water service pumps are to be run up, ready for discharging of water caused by flooding discharging to the salt-water service. 3. FFDC party to carry out the normal duties to bring the ship to state 1. 4. Main machinery arrangements are to be controlled from the machinery control room. When the pipe ‘Emergency Stations’ is made by the Officer of the Watch at sea, it will always be followed by order ‘Close all red openings’. Further information on the situation, and orders to combat the hazard, will then be passed on main broadcast or by the most suitable alternative means available. SHIP’S LIFESAVING EQUIPMENT Many modern life saving equipment are provided in ships to prolong the life of survivors in the event of having to abandon ship. 1. LIFEJACKET The self-inflatable lifejackets is supplied to every man onboard ship. It is worn at emergency stations and Action stations and at Defence Watches in wartime. It is also worn when required on the weather decks. An approved lifejacket must have the following capabilities: • Capable of supporting at least 19.5kg in fresh water for 24 hours. • Able to allow a wearer to jump from a height of 6 meters and turn the wearer to safe position • Not affected by oil spill • Highly visible in colour Wearer is to check the following: • Lifejacket is within expiry date • Bulb is not damaged • Battery is within expiry date • Auto capsule is within the expiry date. Plunger not protruded by about 4mm. Oral inflation tube is not damaged. • Deflation cap is not damaged • Whistle is serviceable. • Toggle line is not damaged • Belt and buckle is not damaged. The non-flatable life vest or karpor/polyfoam lifejacket is supplied to every man working over the side or boat in the RSN shore units. SAS - 3 UNCLASSIFIED
UNCLASSIFIED
BUOYANCY CHAMBER CO2 CYLINDER WHISTLE MANUAL OPERATING CORD
LIGHT C/W SEA WATER ACTIVATION BATTERY Figure 1: Parts of a life Jacket
2. LIFEBUOY The standard lifebuoy in the RSN is constructed of hard plastic with a covering of flame-orange. Lifebuoys must not be painted, except those required for ceremonial use. The marker and lifebuoy stowage and release mechanism should be check on every occasion before proceeding to sea.
SELFIGNITING LIGHT
REFLECTIVE TAPE
Figure 2: Parts of a Life Buoy
SAS - 4 UNCLASSIFIED
UNCLASSIFIED
3. THE INFLATABLE LIFERAFT The inflatable life craft is fitted as standard equipment in all RSN ships, and is supplied packed in a weathertight glass- reinforced plastic (GRP) container and is fitted in a weather-deck stowage. It requires no further maintenance except certain daily checks. The floor consists two layers of fabric with an air space to provide insulation. Maximum ventilation floor deflated during hot weather and minimum ventilation and floor inflated during cold weather.
Figure 3: General View of an inflatable liferaft
Figure 4: Liferaft Stowage SAS - 5 UNCLASSIFIED
UNCLASSIFIED
Figure 5: Life Raft in Hot Weather Maximum Ventilation and Floor Deflated
Figure 6: Life Raft in Cold Weather Maximum Ventilation and Floor Inflated
SAS - 6 UNCLASSIFIED
UNCLASSIFIED
4. LIFE SAVING EQUIPMENT Essential equipment items are either fitted to the liferaft or stowed inside the survival pack. Those items that are required immediately on boarding the life craft are as follow: 1. Topping-up valves These are points inside the liferaft to which the topping-up pump can be connected to top-up any part of the life raft with air. 2. Deflation plugs These are fitted for maintenance purposes only and are identified by their slotted heads and identification labels. They are not to be removed. 3. Leak stoppers There are conical rubber plugs with serrated shanks. The plugs are used as a temporary repair for holes. They are inserted by a gentle screwing action into the holes to be plugged. Care must be taken that the hole is not enlarged by the screwing action. Punctures and tears can be permanently repaired by using sticky patches and adhesive from the repair kit or repair clamps from the survival pack. The gas is odourless and heavier than air. If a build up of carbon dioxide inside the raft is suspected, ventilate the raft for a few minutes. 4. Topping-up pump This pump is used to top-up any part of the liferaft with air, by inserting the tube into a topping-up valve. Quoits and rescue lines are stowed on the right-hand side of entrance and consist of a buoyant-rope grommet and orange in colour for 90 meters. 5. Sea cells Two water activated batteries are situated on the underside of the liferaft. They are automatically activated on contact with water and will illuminate for twelve hours the two lamps fitted to the liferaft. 6. Handbook for surviors It should be read as soon as possible by the person assuming command of the liferaft and in due course by all the occupants of the liferaft. All the information regarding survival at sea is found in the handbook. SAS - 7 UNCLASSIFIED
UNCLASSIFIED
7. Heliography This is used to attract the attention of ships and aircraft by reflecting the Sun’s rays in the required direction. 8. Sponges These are provided for drying out the inside of the liferaft. 9. Seasickness tablets Tablets should be issued to all personal as soon as possible – whether they suffer from seasickness or not. Extra tablets are provided in the survival pack. 10. Floating Knives 2 knives are supplied for general-purpose usage. These knifes have blunt ends and are fitted with a lad yard. 11. Water Pockets Four water pockets are fitted, one at each underside corner of the liferaft. It serves is to stabilise the lifecraft and reduce drift from windage. They can be ‘tripped’ individually by pulling lines located at each entrance. 12. Drogue or sea anchor This device resembles a small parachute. Its purpose is to slow the rate of drift and to assist in the stabilization of the lifecraft. It should therefore be streamed as soon as possible after boarding. The drogue also provides limited assistance in manoeuvring the liferaft in calm weather conditions. This is achieved by bunching up the drogue, throwing it in the required direction, and then pilling on the line to manoeuvre the liferaft towards the drogue. When manoeuvring in this manner the water pockets should be tripped. 13. Red hand flare This distress signal flare is for day or nighttimes use when ships and aircraft are in view. The red flare is visible for up to 8 km by day and 16 km or more by night in good conditions and will burn for about 55 seconds. Instructions for use are printed on a label attached to the body.
SAS - 8 UNCLASSIFIED
UNCLASSIFIED
14. Parachute flare The major use of the flare is in attracting the attention of ships or aircraft at night when the likely range of visibility is approximately 30 km and will burn for about 30 seconds. Instruction for firing the parachute flare can be found printed on each flare. * P.S: All pyrotechnics should not be fired except on the instruction of the person assume command of the liferaft. 15. The Survival Pack It is stowed inside the liferaft. Items of importance in the survival pack are: a first-aid kit, distress signals, survival mittens, inflatable splints, extra survival suits, and fresh water and glucose sweets. 5. PROVISIONS WATER As much water as can be stowed in the survival Life saving equipment pack is therefore supplied on the basis of 500 millilitres for each man. Sufficient water is provided for a full complement to last for 30 days. The water ration is therefore well on the side of safety but it should not be wasted or used indiscriminately, because rescue may be delayed. Based on the assumption that everyone would has already consumed a normal intakes of food and waters, there is no need to issue water for the first 24 hours ( excluding casualties), and that further intake and the subsequent bowel movements would be a waste of the limited rations and of body water. Try to drink as much water as possible prior to abandoning ship. If a man has been wounded and has obviously bled a lot, or he has been badly burned, water may have to be administered at once.
SAS - 9 UNCLASSIFIED
UNCLASSIFIED
a. Sea Water Much has been written for and against drinking sea water. Whatever your personal views may be, you must not drink sea water as it has been scientifically proved to hasten death by dehydration. Therefore forcibly restrain anyone who tries to drink it. Do not use sea water to soften cracked lips but use the sunburn lotion. b. Rain Water The liferaft is constructed so that the canopies are used as rainwater catchments. These are two drain tubes through which the water can be led to plastic bags from the survival pack. c. Condensation Water may condense between the inner and outer lining of the canopy and accumulate in the gutter between both canopies on top of the buoyancy tube. If possible, this should also be collected and used to supplement as drinking water. Food Although the resting body can survive for approximately 70 days without food, glucose sweets and supplied to provide sufficient energy for the body’s basic requirements. The object of using sugar as an energy source is that there is a net gain in body water whereas there is a severe loss when body tissues are used. Therefore the glucose sweets are supplied primarily to conserve body water and thus are not optional extra. All survivors must eat their daily ration. Under no circumstances should fish or birds be eaten unless water is very plentiful and, even then, only if survivors are showing obvious signs of malnutrition.
SAS - 10 UNCLASSIFIED
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6. LAUCHING OF LIFERAFT • • • • • • • • • • •
Ensure operation cord (painter line) is secured to a strong point. Release the senhouse slip and securing stripe from the cradle. Move the liferaft to the launching point. Remove obstructing guardrails if necessary. Check lauching area is clear of obstructions or survivors before launching the liferaft. Push the liferaft overboard. Heave in the operating cord (painter line) till is taut (approximately 36m). Finally give 1 or 2 hard pull to activate the CO2 cylinder. Liferaft will be fully inflated within 20 to 30 seconds. Board the liferaft in an orderly manner. When all have boarded, cut off operating cord (painter line) and paddle away from sinking ship
7. HYDROSTATIC RELEASE DEVICE The hydrostatic release device is a mechanism designed to release the life raft in its container should the ship founder. It is operated by the ingress of water through apertures in the body of the release. The pressure of the sea water at a depth of 3 to 4 metres below the surface causes a diaphragm to release the draw blot, thus separating the part of the hydrostatic release attached to the senhouse slip. The hydrostatic release must not be painted and it must incorporate in the securing arrangements so that it is clear of the deck. During normal launching of liferaft, this device is release manually. The weak link is a short length of rope that connects the end of the operation cord to the cradle. It will part when the operating cord becomes taut and the liferaft inflates.
Figure 7: Hydrostatic Release Device SAS - 11 UNCLASSIFIED
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Figure 8: Operation of Hydrostatic Release Device SAS - 12 UNCLASSIFIED
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8. ABANDON SHIP If, after being seriously damaged, all measures taken to save the ship are unsuccessful, preparations will be made to abandon her in an orderly manner and with the least possible loss of life. Many hands will already be at Emergency stations when the necessity to abandon ship becomes apparent. They are then in the best position to clear away the lifesaving equipment and carry out any other preparations for a successful evolution. Abandoning Ship When the order ‘Abandon Ship’ is given, launch the liferaft and move it away from danger spot towards the bow or stern and then inflated. The result of discipline and training in the individual will be apparent. Do not panic, all men should maintain strict obedience silence to orders. Manropes, lifelines, scramble nets and hosepipes are lowered to the waterline to enable men to board liferafts without getting too wet. If time permits, all men should put on extra clothing and tuck their trousers into their socks but should not remove their shoes. They should don their lifejackets, and fully inflated. Evacuating the sick and wounded, together with the medical staff; if you can board the liferaft dry-shod so much the better, but if you have to jump into the water this can be done quite safely from the upper deck: a. The belt of the fully-inflated lifejacket must be adjusted to snug fit around the waist. b. Always look at the horizon when jumping to avoid landing in the water with your face down. c. Pinching the nostrils with the thumb and forefinger of the other hand and keeping the elbows as close to the sides as possible. This will ensure a safe drop into water prevent any undue movement of the water being forced up to the nose. d. Jump with the feet first with the feet together, placing one arm over the stole of the life jackets. * Ensure liferaft when fully manned should be cast off from the ship by cutting its painter. * If possible, group the liferaft together to provide mutual support and encouragement.
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Men in the Water Men who have been unable to reach a liferaft, or have abandoned ship after the liferaft have cast off, should swim as far as possible to avoid any wreckage which will subsequently rise to the surface with great force. The only efficient way to swim while wearing a life jacket is on the back. Avoid any oil spills, if possible. A group of swimmers stands a better chance of rescue than do individuals. Keep together, a rope together by means of the toggle and line on each lifejacket, preferably in a circle facing outwards. Nevertheless, always endeavour to reach a liferaft if one is in sight and not too far distance or, failing that clings to any floating object. Men in the Liferaft On boarding the liferaft, the following actions are essential: • • • • • • • • • • •
Stream the drogue. Occupy the windward side of the liferaft. Close off the entrances. Bale out the liferaft by using the built-in baling appliances available and sponge the floor dry. Look out for and rescue survivors who cannot reach the life raft. Administer first-aid to any casualties. Manoeuvre the liferaft and join up with other liferafts. Secure the liferafts together to remain in a group. Seasickness tablets should be taken by all survivors whether they suffer from seasickness or not. Open the survival pack and distribute the necessary items of equipment. Read handbook for survivors, this is provided in the liferaft. Drink your water ration and eat your allocation of glucose sweets at the appropriate times to avoid loss of body fluids.
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Righting a capsized liferaft Righting a liferaft can be carried out by one main in ideal weather conditions. He should manoeuvre himself to a position close to the gas cylinders. He should then climb on to the cylinders and adjust its hold as high as possible on the righting strap. Then with a pull on the strap together with downward pressure on the cylinders and at the same time throwing one’s weight backwards, he should right the liferaft provided that the topside of the liferaft is upwind. Because of the large floor area of the liferaft, the man righting it must be prepared to submerge and swim from under it. Note: In cold inclement weather, two or more persons may be required to right a capsized liferaft.
Figure 9: Righting A Capsized liferaft
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Chances of Survival The chance of survivor rescues is better with good management and leadership onboard the liferaft. This can be achieved through intensive training and drills prepare the individual psychologically for an emergency and reduce the mental and emotional shock caused by fear. The presence of land below the horizon may be indicated by a low cloud which does not alter it’s position in an otherwise clear sky or by numerous birds flying low in one direction in the evening; or by a quality of floating wood and vegetation (which must not be confused with the refuse jettisoned by ships); or by the smell of earth and herbage. Safety precautions To ensure survival the following precautions should always be observed: 1. Do not remove your lifejacket unless the weather conditions are calm and there is no danger of the liferaft capsizing. If the liferaft does capsize, stay with it, right it and the reboard it. 2. Use only the safety knives which are provided in the liferaft. Protect the liferaft fabric from damage caused by any sharp implements, footwear, etc, or by burning from cigarettes. 3. Keep the liferaft dry 4. Keep the liferaft fully inflated at all times, by the use of the hand bellows. 5. Protect yourself from frost bite in cold climates and from sunburn. 6. Do not swim over the side unless absolutely essential 7. Always keep yourself dry at all times CONCLUSION Knowledge of survival at sea us if paramount importance. Chances of survival at sea depend on how well we are trained to prepare the individual for an emergency and our ability to make good use of various lifesaving equipment.
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