Mppss 72 signals. Marine communication and signaling facilities. sailing vessel on the move should give way
Ship communication and signaling facilities are classified according to two main features: by purpose and nature of signals. According to the purpose, communication facilities are divided into external and internal communication facilities.
External communication means are used to ensure the safety of navigation, communication with other ships, coastal posts and stations, designation of the type of activity of the vessel, its condition, etc.
The means of external communication of the vessel include:
radio communication;
sound;
visual;
emergency radio equipment;
pyrotechnic.
Internal communication and signaling facilities are designed to provide alarms and other signals, as well as reliable communication between the bridge and all posts and services.
These means include a ship's automatic telephone exchange (ATS), a ship's public address system, a machine telegraph, loud banging calls, a ship's bell, a megaphone, portable VHF radio stations, a lip whistle, sound and light alarms about temperature rise, smoke, water ingress in ship premises.
The most important part of maritime signaling are lights, signs, light and sound signals provided by the COLREGs-72.
Sound communication and signaling devices
The means of sound communication and signaling are intended, first of all, for signaling according to MPPSS-72 The audible alarm can also 
be used to transmit messages both on MSS-65 and, for example, for communication between the icebreaker and the ships it navigates.
Sound aids include a ship's whistle or typhon, a bell, a misty horn, and a gong.
Whistle and typhon - the main means for giving sound signals in accordance with MPPSS-72. Sound signals are fed from the wheelhouse and from the bridge wings by pressing the signal button.
When sailing in conditions of limited visibility, a special device is turned on, which gives foggy signals according to a given program.
The ship's bell is installed in the bow of the ship, near the windlass. It is used to transmit signals to the bridge during anchoring and anchoring, to give fog signals when the ship is at anchor, aground, to give an additional signal in case of fire in the port, etc.
The fog horn is a backup for fog signaling. It is used to give foggy signals when a whistle or typhon fails.
The gong is used to give the fog signals prescribed by rule 35 (g) of COLREGS 72.
Sound communication and signaling devices
Visual means of communication and signaling
Visual aids are light and objective. Light signaling devices include various signaling devices - signal lights, searchlights, ratier, klotik and distinctive lights.
The range of the light signaling devices is usually no more than 5 miles.
Signal figures and signal flags of the International Code of Signals (MCC-65) are used as object means.
Signal figures - balls, cylinders, cones and rhombuses on ships are used in accordance with the requirements of the MPPSS-72. The figures are made of tin, plywood, wire and canvas.
Their sizes are determined by the Register. They are stored on the upper bridge, except for the anchor ball, which is located on the forecastle.
The ships of the maritime fleet use the International Code of Signals (MSS-65), the set of which consists of 40 flags: 26 alphabetic, 14 digital, 3 substitute and response pennants. These flags are hoisted on halyards and stored in the wheelhouse in a special box-comb.
, which was adopted by IMCO in 1965 and entered into force on 1.04. 1969, is intended for communication in various ways and means, especially in cases where language communication difficulties arise. When compiling the international code, it was taken into account that, in the absence of language difficulties, the use of maritime radio communication systems provides a simpler and more effective communication.
The code is intended for negotiating the issues of ensuring the safety of navigation and the protection of human life at sea using one-, two-, and three-letter signals.
It consists of six sections:
1. Terms of use for all types of communication.
2. One-letter signals for urgent, important messages.
3. General section of two-letter signals.
4. Medical section.
5. Alphabetical indexes of qualifier words.
6. Attachments on loose leaf sheets that contain distress signals, rescue signals and the procedure for radiotelephone conversations.
Each signal of the International Code has a complete semantic meaning. In order to expand the meaning of the main signal, digital complements are used with some of them.
General rules
1. Only one flag signal should be raised at a time.
2. Each signal or group of signals should be left raised until the receiving station answers.
3. When more than one group of signals is lifted on the same halyard, each of them should be separated from the other with a dividing halyard.
The callsign of the called station should be raised simultaneously with the signal on a separate halyard. If the callsign is not raised, it means that the signal is addressed to all stations located within the range of signals.
All stations to which signals are addressed or which are indicated in signals, as soon as they see them, must raise the response pennant to half, and immediately after parsing the signal - to the place; the response pennant should be lowered to half as soon as the transmitting station has lowered the signal, and raised again to the position after the next signal is analyzed.
End of signal exchange
After the last flag has been fired, the transmitting station shall raise a response pennant to indicate that this is the last signal. The receiving station should respond to this in the same way as to all other signals.
Actions when the signal is not understood
If the receiving station cannot distinguish the signal transmitted to it, it should keep the response pennant halfway up. If the signal is distinguishable, but its meaning is not clear, then the receiving station can pick up the following signals:
Replacement pennants are used when the signal needs to use the same flag (or digital pennant) several times and there is only one set of flags.
The first substitute pennant always repeats the topmost signal flag of the type of flags (division by type is made into alphabetic and numeric), which precedes the substitute. The second substitute always repeats the second, and the third substitute repeats the third from the top signal flag of the kind of flags that precedes the substitute.
A replacement pennant may never be used more than once in the same group.
The reciprocal pennant, when used as a decimal point, should not be taken into account in determining which substitute to use.
Two-letter signals constitute a general section of the code and serve for negotiations related to the safety of navigation. For example, you need to query "What is your draft astern?". The word "draft" in this case will be a qualifier word. On the letter "o" we find the word "draft". On the page indicated next to this word, we find that this text corresponds NT signal This signal corresponds to the query “What is your draft?” Below this signal follow the NT signals with digital additions from 1 to 9. From these signals select NT9, which corresponds to the required query.
For ease of parsing, the signals in the International Code are arranged in alphabetical order, and their first letters are indicated on the side valves. For example, to parse the CZ signal, you need to open the book on the valve of the letter "C", then find the second letter "Z" and read the value of the signal "You must become a side into the wind to receive a boat or raft."
Three-letter signals serve to transmit medical messages. As digital additions to the signals, tables of additions to the medical section are used, in which parts of the body are coded in two-digit numbers (table M l), a list of common diseases (tables M 2.1, M 2.2), a list of medicines (table M Z).
Names of vessels or geographic locations in flag text should be spelled. If necessary, the YZ signal can be raised beforehand (the following words are transmitted in clear text).
Special types of signal production
Special types of signal production
State flag of the Russian Federation
The State flag of the Russian Federation raised on the ship in accordance with the established procedure indicates that the ship belongs to the Russian Federation.
The national flag of the Russian Federation is hoisted only on ships that have a certificate of the right to sail under the State flag of the Russian Federation in accordance with the Merchant Shipping Code. The day of the first raising of the flag is considered a ship holiday and is celebrated annually.
The national flag of the Russian Federation is raised on the ship while anchored on the stern flagpole, while on the move - on a gaff or aft flagpole. Small and tugboats at rest and on the move are allowed to fly the flag on the gaff.
The national flag of the Russian Federation on the move and in parking lots is raised daily at 8 o'clock and descends at sunset. Above the Arctic Circle in winter, the State flag of the Russian Federation should be raised daily at 8 o'clock and be in this position within the time of its visibility, and in the summer - from 8 to 20 o'clock.
The state flag of the Russian Federation is raised earlier than the set time (up to 8 o'clock), and also does not descend after sunset when the ship enters and leaves the port.
The raising and lowering of the State Flag of the Russian Federation and other flags is carried out by order of the officer in charge of the watch.
Flags of foreign countries. Flags indicate that the vessel belongs to the respective state.
On Russian ships, while staying in a foreign port, as well as when navigating under the pilotage by inland waterways, canals and approach fairways, simultaneously with the State flag of the Russian Federation raised on the stern flagpole, the flag of the port country must be hoisted on the bow (signal) mast.
On the days of all-Russian and local holidays, while staying in ports, Russian vessels are colored with the flags of the International Code of Signals, which are carried from the stem through the tops of the masts to the hackboard.
When flags are colored, their colors must be combined in an alternating order.
Should not be used for coloring:
state and naval flags of the Russian Federation;
stern flags of auxiliary and hydrographic vessels;
flags of officials;
foreign national and military flags and flags of foreign officials;
red Cross and Red Crescent flag.
The raising and lowering of the coloring flags are carried out simultaneously with the raising and lowering of the State Flag.
Official flags. The highest officials of the Russian Federation have their own flags (pennants).
The flags of officials are hoisted on ships where these officials have an official seat.
Raise and lower flags (pennants) with the permission of the persons to whom they were assigned at the time of entry of this official on board the vessel.
Call sign of the vessel. Each ship is assigned its own callsign in the form of letters or numbers. By the call sign, you can uniquely identify the nationality, type, name of the vessel and its main characteristics.
Part D concentrates the requirements for information and warning sound and light signals from ships.
Some of them can only be used in good visibility when vessels are in full view of each other (maneuvering signals), while others are intended solely for the purpose of warning oncoming vessels in low visibility conditions (fog signals).
They turned out to be combined into one part due to the fact that both those and other signals are mainly sound.
However, given the insufficiently high efficiency of the sound signals given during maneuvering, in the new COLREGs it is allowed to duplicate with the help of light signals.
In connection with the decision to carry forward the distress signal from the main text of the COLREGs, Annex IV, Part B, includes a new Rule 37 obliging the ship to use these signals in the event of distress.
Rule 32 - DEFINITIONS
Rule 32 - DEFINITIONS
(a) The word "whistle" means any sound signaling device capable of delivering the prescribed sounds and complying with the specifications listed in Annex III to this Regulation.
(b) The term "short blast" means a blast of approximately 1 s duration.
(c) The term "continuous blast" means a blast of duration from 4 to 6 sec.
Commentary on Rule 32
A COMMENT
This Rule includes definitions of common terms and words used in Part B of the COLREGs-72. 1. The definition of the word "whistle" given in Rule 32 (a) is somewhat different from what was previously found in the Rules.
The changes made are not only editorial. COLREGs-72 define detailed and specific technical requirements for a whistle, concerning its sound frequency, sound power, location of the sound signaling installation and a number of other issues. All of these are given in Appendix III to the COLREGs. Rule 32 (a), when defining the word “whistle”, emphasizes that it must meet the specifications listed in Appendix III and be capable of producing the prescribed sounds.
The nature of the whistle sounds is defined in paragraph 1 (a) of Annex III, according to which the fundamental frequency of the signal should be in the range from 70 to 700 Hz. In item 1 (b), the sound frequencies of the whistles installed on ships are differentiated depending on their length.
On large vessels with a length of 200 m and more, the main whistle frequency should be the lowest and be in the range from 70 to 200 Hz. Vessels with a length of 75 to 200 m must have a whistle with a higher sound with a signal frequency in the range of 130-350 Hz. On ships less than 75 m in length, an even higher frequency whistle should be installed, the fundamental frequency of its signal should be in the range from 250 to 700 Hz.
2. The definitions of the terms "short blast" and "long blast" given in paragraphs (b) and (c) of Rule 32 are fully consistent with those previously used in the Rules.
Regulation 33 - SOUND SIGNAL EQUIPMENT
Regulation 33 - SOUND SIGNAL EQUIPMENT
(a) A vessel of 12 m or more in length must be fitted with a whistle and bell, and a vessel of 1 00 m or more in length must also be fitted with a gong, the tone and sound of which could not be mixed with the sound of the bell Whistle, bell and gong must comply with the requirements of Annex III to this Regulation The bell and / or gong may be replaced by other devices having the same corresponding sound characteristics, and it must always be possible to give the prescribed signals manually
(b) A vessel of less than 1 to 2 meters in length is not required to carry the sound signaling devices prescribed in paragraph (a) of this Rule, and if such a vessel does not have them, it must be fitted with other means of giving an effective sound signal.
Commentary on Rule 33
A COMMENT
Rule 33 specifies general requirements for the equipment of different vessels with the means that can be used to give the audible signals prescribed in Part B. According to the MPPSS-72, all vessels under way, including sailing and towed ones, must give signals with a whistle.
The use of a fog horn, given its insufficient efficiency, is now not provided for by the Rules, and all vessels with a length of 1 2 m and more must be equipped with a whistle. This requirement applies equally to sailing and towed vessels, including non-self-propelled lighters and barges.
Rule 33, with regard to the supply of sound signaling devices to ships, establishes two main groups of vessels with a length of 1 2 m or more and ships of less than 1 2 m in length. sound signal. For this purpose, they can use any means of audible signaling.
All vessels with a length of 1 2 m and more must be equipped with a whistle and a bell, which are the main ship sound signaling devices Paragraph (a) of the Rule under consideration also established that vessels with a length of 100 m or more must additionally have a gong, sound characteristics (tone and sound) which must be different from those of the bell installed on the ship.
Rule 32 emphasizes that all provided sound signaling devices (whistle, bell and gong) must have technical characteristics that meet the requirements of Annex III of the COLREGs. It should be noted that the sound characteristics of the bell and gong are not defined in this annex, although they are referred to in the COLREGs, in particular in Rule 33.
This is one of the shortcomings of these Rules. During their development, despite repeated attempts, it was not possible to formulate agreed requirements in terms of the sound characteristics of the bell and gong.
This has led to some ambiguity in the requirements of paragraph (a) of Regulation 33, which stipulates the need for a difference in the sound characteristics of the bell and gong used on the ship, as well as the possibility of replacing them with other devices having the same sound characteristics.
As noted in the comments to Rule 32, COLREGs 72 differentiate whistle frequency requirements based on the size of the vessel. For this purpose, three groups have been established: vessels with a length of 200 m and more, vessels with a length of 75 to 200 m and vessels with a length of less than 75 m. Paragraph 1 (c) of Appendix III also defines the requirements for the permissible sound strength of a whistle, taking into account the possibilities of placing sound signal devices on ships of various sizes.
These requirements are divided into four groups of ships. The first three correspond to the above, and the fourth group includes vessels less than 20 m in length. Based on the established whistle sound frequency and the permissible sound intensity for each group of vessels, the possible (whistle audibility range.
For vessels over 200 m in length, it is 2 miles, from 75 to 200 m - 1.5 miles, from 20 to 75 m - 1 mile, and for vessels less than 20 m in length - 0.5 miles. Data shown is typical and has a 90% likelihood in a calm atmosphere with average noise levels in the listening area.
The actual range of audibility of whistles installed on ships can in some cases be much longer, and sometimes much less in the presence of strong winds or high noise levels in listening places.
As can be seen from the data presented, based on recent extensive studies of the propagation of sound in the atmosphere, in most cases one can expect a whistle hearing range to be less than 2 miles, although sometimes it can be more than 2 miles. Only the sound signal from vessels over 200 m in length can be reliably heard at a distance of 2 miles, provided that the atmosphere is calm.
In considering Rule 33, attention should be paid to the fact that according to paragraph (a), it is permitted to use other devices instead of the usual bell and gong on ships, provided that the appropriate sound characteristics are ensured. These devices can be understood as any automatic devices that relieve the ship's crew from the need to manually supply the prescribed signals. However, when such instruments are used, the ship should be able to manually issue the required audio signals.
Given the difficulty or practical impossibility of equipping small craft with the sound signaling devices prescribed in paragraph (a) of this Rule, an exception has been made for ships less than 12 meters in length, and paragraph (b) of Rule 33 provides for such ships to be provided with other means of effective sound signaling. The latter can include any autonomous sound-generating devices, such as a hand or wind horn, a mouth whistle, metal and other objects that emit sounds when struck, etc.
Rule 34 - DIRECTION AND WARNING SIGNALS
Rule 34 - DIRECTION AND WARNING SIGNALS
(a) When vessels are in sight of each other, a power-driven vessel underway, when maneuvering as permitted by these Rules, shall indicate its maneuver by blowing whistle signals as follows: one short blast means “I am altering my course to the right "; two short blasts mean "I am altering my course to the left"; three short beeps mean "My propulsion systems are in reverse".
(b) A vessel may accompany the sound signals prescribed in paragraph (a) of this Rule with light signals repeated throughout the maneuver: (1) These light signals shall have the following meaning:
one flash means “I am altering my course to starboard”;
two flashes to mean “I am altering my course to the left”;
three flashes mean "My propulsion systems are in reverse gear";
the duration of each flash should be about 1 s, the interval between flashes - about 1 s, the interval between successive signals - at least 1 0 s; (111) The light used to give such a signal, if present, must be an all-round white light visible at least 5 miles away and must comply with the requirements of Appendix I to this Regulation.
(c) When vessels are in sight of one another in a narrow passage or fairway: (1) a vessel intending to overtake another vessel in accordance with Regulation 9 (e) (1) shall indicate its intention by the following whistle signals :
two long blasts followed by one short blast, which mean "I intend to overtake you on your starboard side",
two long blasts followed by two short blasts, which mean "I intend to overtake you on your port side";
(i) the vessel intending to overtake must, acting in accordance with Rule 9 (e) (1), confirm its consent by the following whistle signal in the sequence indicated: one long, one short, one long and one short blast.
(j) When vessels in sight of each other approach each other and for any reason one of them cannot understand the intentions or actions of the other vessel or is in doubt as to whether the other vessel is taking sufficient action to prevent collision, it shall immediately report it by giving at least five short and frequent whistle sounds. Such a signal may be accompanied by a light signal consisting of at least five short and frequent flashes.
(e) A vessel approaching a bend or a section of a passage or fairway where other vessels may not be visible due to the presence of obstructions must give one long blast. Any approaching vessel within earshot of a bend or obstacle should respond to such a signal with one long blast.
(g) If whistles are installed on board more than 100 m apart, only one whistle shall be used to give maneuvering and warning signals.
Commentary on Rule 34
COMMENTS
1 The signals prescribed in Rule 34 may only be used in conditions of good visibility when the vessels are in full view of each other. An exception is the signal generated when approaching a bend in a passage or fairway, which is used regardless of the presence of visual contact.
2 The signaling of maneuvering signals is prescribed in Rule 34 (a) and (b) only for a power-driven vessel when in sight of another vessel and performing any maneuver permitted or required by the COLREG.
Consequently, these signals should not be given by the sailing vessel when performing any maneuvers. During the revision of the Rules, it was suggested that the requirements for maneuvering signals should be extended to sailing vessels. However, they received no support and were rejected.
This, in particular, is explained by the fact that when a sailing vessel meets a vessel with a mechanical engine, the latter must give way to it, while the sailing vessel must maintain its course and speed, i.e. in such a situation there is an urgent need to exchange maneuvering signals absent, unlike the meeting of two ships with mechanical engines. Regarding the requirement to give other signals under paragraphs (c), (d) and (e) of Rule 34, they must be complied with by all vessels, including sailing vessels.
3. Although in the text of paragraph (a) of the Rule under consideration, signaling during maneuvers is not directly related to the presence of a risk of collision with another vessel, however, since it refers to a maneuver that is permitted or required by the COLREG, it should be understood in such a way that signals should be filed in situations where these rules apply, and the Rules of Maneuvering are known to apply in general only when there is a risk of collision.
Consequently, these signals should not be given at all by vessels in full view of each other, but when there is a risk of collision, and the maneuver is being undertaken in order to diverge, or when a risk of collision may arise as a result of the maneuver.
Sound signals for maneuvering should also be given in cases where such information may be of interest from the point of view of the safety of the sea navigation for other vessels in sight. The above considerations can be illustrated by the following very specific and frequent situation.
A vessel following in the narrowness covered by Regulation 9 (a) and changing course in accordance with the curves of the narrowness shall not signal when changing course, even if in sight of another vessel following the same narrowness.
Each vessel navigating in the narrow must take into account that the other will follow the curvature of the narrowness and change course accordingly and this will not result in a collision, as the other vessel will also change courses following the narrowness.
Giving signals to maneuver in such a situation can be dangerous, as the oncoming vessel may mistake it for a warning of intent to cross the narrowness and its response could result in a collision.
However, in the event that a vessel wishes to cross a narrowness, it must necessarily use maneuvering signals to inform other vessels.
The signals under consideration should be given simultaneously with the beginning of the maneuver. They should be used regardless of the relative position and type of approach of ships.
When giving signals, care should be taken first to avoid giving a signal that could mislead another vessel. If the wrong signal is mistakenly given, you should, after waiting for a while, give the correct signal and at the same time more actively show your actions (for example, give a full reverse gear or shift the steering wheel on board).
When giving signals for maneuvering, it is necessary to ensure that they do not merge with the signals of another vessel and have the intervals required by the Rule.
For example, if a vessel, changing its course to starboard, emits one short sound and then repeats it without waiting for the required interval, then the other vessel may perceive them together as a signal indicating a change in course to the left.
It is also important that heading signals indicate the actual turn of the vessel. Therefore, even small course changes, if permitted or required by the Rules, should be notified to other vessels by giving maneuver signals.
As specified in Rule 34 (a), maneuver signals must be given regardless of distance, provided that the vessels are in full view of each other and perform maneuvers permitted or required by the COLREGs 72.
Consequently, signals should also be given when the distance between ships exceeds the normal hearing range of sound signals. This requirement is now all the more reasonable, since the sound signals of maneuvering can be duplicated by light signals.
Thanks to this, it is now possible to inform all other surrounding vessels in advance about the actions of the vessel. However, if the course change is carried out when another vessel is in sight, but at a considerable distance and if there is no danger of collision between the vessels and, therefore, the Maneuvering Rules do not apply, then maneuvering signals may not be given.
4. A slight change has been made in the value of the signal, consisting of three short beeps, given when the vessels reverse the course. Considering the use of various types of propellers on modern ships (for example, an adjustable pitch propeller), in which the reversing of the machine is not required, now three short beeps indicate not the operation of the machines in reverse, but about the corresponding operation of the ship propulsion.
In this case, the signal supply is determined only by the operation of the propulsion unit in reverse, regardless of whether this changes the direction of the ship's forward motion or not. At the same time, you should not give a signal immediately after the machine telegraph is switched to reverse, you must first make sure that the propeller has started to reverse.
5. During the revision of the Regulations, proposals were discussed to use the signals of Rule 34 (a) to communicate the actions to be diverged, that is, the intentions of the ship.
This signal application is known to be successfully practiced, for example, on rivers. However, after considering this proposal, it was decided to retain the meaning of these signals.
This is due to the fact that in most cases the actions taken are already defined by the Rules of Maneuvering and there is no need to coordinate the intentions of ships. In addition, it was considered more important to inform the other vessel not of intentions, but of the actions themselves.
6. In recent years, various options for light signals have been proposed, for example in the form of luminous arrows pointing in the direction of a turn, or red and green flashing lights, etc.
However, after a thorough discussion of such proposals, it was decided to use a white all-round flashing light to send light signals. It shall be exposed in the center plane of the vessel where it can best be seen and at least 2 m above the forward masthead light; its specific location is defined in clause 12 of Annex I of the COLREGs-72.
The light signal given during maneuvering consists of the number of flashes corresponding to the number of short beeps in the sound signal duplicated by it. The duration of each flash and the interval between them should be about 1 s.
Unlike the sound signal, given once, the light signal should be repeated at intervals of 10 s throughout the entire maneuver. As a result, it can be expected that the light signal will be more effective in the future than the sound signal.
Taking this into account, when revising the PPSS, many delegations suggested making it mandatory to use light signals when maneuvering at least on ships 50 m and more in length, that is, having two masthead lights.
Unfortunately, most of the participants in the Conference considered it expedient for the time being to confine themselves to giving the courts the right to use these signals. This was done due to the lack of the necessary practical experience in the use of light signals.
7. The requirements of Rule 34 (c) are of fundamental importance. They relate to the sound signals to be used when overtaking in narrow areas and on fairways. The procedure for such overtaking is defined in Rule 9 (c) (1).
Paragraph (c) of Rule 34 indicates the nature of the sound signals used, which correspond to those used in the USSR and were adopted on the basis of the Soviet proposal. It should be emphasized that these sound signals should be given to indicate the intention of the vessel and to indicate the side of overtaking.
If any maneuver necessary for overtaking is performed, the other vessel should be informed of it by sounding the appropriate sound signal required by Rule 34 (a). The same rule 34 (c) (i) specifies the nature of the sound signal to be given by the vessel being overtaken when it agrees to overtake.
If the overtaken vessel doubts the possibility of its safe overtaking by another vessel, it should not give the signal provided for in paragraph (c) (I) of this Rule. Therefore, the absence of a response signal indicates that overtaking is impossible.
However, the overtaken vessel may also additionally use the signals provided for in Rule 34 (d) to indicate danger to the overtaking vessel.
Thus, overtaking in narrowness, when the overtaken vessel must clear the way for the overtaking one, can be carried out only after the overtaking vessel requests permission to overtake, indicating the overtaking side and receiving confirmation from the overtaken vessel. This procedure increases the safety of overtaking.
8.In paragraph (f of Regulation 34, it is said about the use of a signal consisting of five or more short and frequent sounds to warn another vessel about a possible danger. Now this signal can be duplicated by the light signal, also consisting of at least five short and frequent sounds glimpses.
The use of this signal is not limited to the vessel, which must maintain its course and speed, that is, the privileged vessel as previously defined. According to PPSS-60, such a vessel was only allowed to use the signal in question, and it did not bear any obligation.
According to clause (f of Regulation 34 of the COLREGs-72, this signal must necessarily be given by any vessel that, during a rendezvous with another vessel in sight, cannot understand the nature of the actions or intentions of that vessel or doubts that the other vessel is taking sufficiently effective actions for collision avoidance.
9.Paragraph (e) of Rule 34 under consideration defines the nature of the sound signal (one long blast) given by a ship when approaching a bend in a passage or fairway for the information of another ship located beyond a bend in narrowness, and does not contain anything new.
10. In Soviet sea trade and fishing ports, in order to ensure the trouble-free performance of towing and mooring operations with the help of tugs, uniform signaling rules have been established between towing and towed vessels.
These signals have the following meanings:
one long beep - “Tow straight in the direction you want”;
two long beeps - "Stop the car";
one long and one short sound - "Decrease the stroke";
one short and one long sound - "Increase stroke";
one long, one short and one long sound - “Give or take the tug”;
one short blast - "Tow right";
two short beeps - "Tow to the left";
three short blasts - "Work at full speed backward";
three long and one short sounds - “Tug call”;
frequent short sounds (at least five) - "Stop movement immediately."
Signals are given by a ship's or lip whistle. The signaling method is usually set before towing commences. The audible signal given by the towed vessel must be immediately rehearsed by the towing vessel, which is confirmation of the timely receipt and correct understanding of the signal.
11. Special sound and light signals are also used for communication between the icebreaker and the escorted vessels. They were developed, approved by the IMO Assembly and put into effect on January 1, 1966. They are described in Notices to Mariners, Issue No. 1.
12. COLREGs Annex III specifies the possibility of equipping large vessels with at least two whistles. In view of this possible provision, Rule 34 (e) specifies that if a ship has two whistles more than 100 m apart, then only one whistle should be used to give a maneuvering and warning signal so as not to distort the sound signal. accepted on the oncoming ship.
Rule 35 - SOUND SIGNALS FOR RESTRICTED VISIBILITY
Rule 35 - SOUND SIGNALS FOR RESTRICTED VISIBILITY
In areas of limited visibility or near such areas. day or night, the signals prescribed by this Rule shall be given as follows.
(a) A power-driven vessel, when navigating in the water, must sound one long blast at intervals of not more than 2 minutes.
(b) A power-driven vessel underway, but stopped and not making progress in the water, shall sound, at intervals of not more than 2 minutes, two prolonged blasts with an interval of about 2 seconds between them.
(c) A vessel that is unable to navigate or is restricted in its ability to maneuver, a vessel constrained by its draft, a sailing vessel, a vessel engaged in fishing and a vessel towing or pushing another vessel shall, instead of the signals prescribed in paragraphs (a) and (b) ) of this Rule, sound three consecutive sounds at intervals of not more than 2 minutes, namely, one long sound followed by two short ones.
(t) A vessel engaged in fishing at anchor and a vessel restricted in her ability to maneuver while carrying out her work at anchor shall, instead of the signals prescribed in paragraph (e) of this Rule, sound the sound signal prescribed in paragraph (c) of this Rule.
(f) The vessel being towed, and if more than one vessel is being towed, the last of them, if the crew is on it, shall sound four successive blasts at intervals of not more than 2 minutes, namely, one long blast followed by three short blasts. If possible, this signal should be given immediately after the signal from the towing vessel.
(g) If the pushing vessel and the vessel being pushed forward are rigidly joined in an articulated vessel, they shall be treated as a power-driven vessel and give the signals prescribed in paragraphs (a) or (b) of this Rule.
(e) A vessel at anchor should ring the bell at intervals of no more than 1 minute for approximately 5 seconds. On a vessel of 100 m or more in length, this bell signal should be given at the bow and immediately followed by a rapid bell signal at the stern for approximately 5 s.
An anchored vessel may additionally give three successive whistle sounds to warn approaching vessels about its position and about the possibility of collision, namely one short, one long and one short.
(B) A vessel aground shall sound with a bell and, if required, a gong, as prescribed in paragraph (e) of this Rule, and additionally sound three distinct distinct strokes of the bell immediately before and after each rapid ringing of the bell.
A vessel aground may additionally sound the appropriate whistle signal. (1) A vessel of less than 12 meters in length is not required to give the aforementioned signals, but if she does not give them, she must give another effective sound signal at intervals of at least 2 minutes.
(]) A pilot vessel, when on pilotage duty, in addition to the signals prescribed in paragraphs (a), (b) or (e) of this Rule, may sound an identification signal consisting of four short blasts.
Commentary on Rule 35
COMMENTS
1. The nature of audible fog signals for most ships and the situation has remained unchanged. The only significant change concerns sailing vessels. In connection with the abolition of the use of the fog horn on them and the equipping of these vessels with a whistle, a new fog signal has been installed for them. The signal is chosen as it, given now by all vessels that have, to one degree or another, limited maneuverability.
As a result, a sailing vessel will have a single signal with a vessel deprived of the ability to navigate, or a vessel with limited ability to maneuver, a vessel engaged in fishing, a vessel towing or pushing another vessel, i.e. with the category of vessels that a conventional vessel with a mechanical the engine must give way.
The same category of ships, obliged to sound one long blast followed by two short blasts, includes ships constrained by their draft and therefore unable to maneuver freely.
2.Under Rule 35 (g), when pushing, when the pushing and pushing vessels are rigidly articulated into one vessel, the signals specified for a conventional power-driven vessel must be given.
3 The audible fog signals prescribed in Rule 35 should be given in areas of reduced visibility or when sailing near them. Definition of "reduced visibility" As described in Rule 3 (e), but does not provide a specific quantitative value for reduced visibility.
4. Rule 35 emphasizes the need for sound fog signals not only when navigating in an area of \u200b\u200blimited visibility, but also when navigating near such an area.
This provision is based on good maritime practice and is supported by the commentary to the Rules. Audible fog signals should be given not only when approaching an area of \u200b\u200blimited visibility, but also when navigating along this area, taking into account the possibility of an oncoming vessel unexpectedly leaving the area of \u200b\u200blimited visibility.
Audible fog signals should be given in conditions of limited visibility, regardless of the use of the ship's radar and the nature of the information obtained with its help about the presence or absence of other ships.
The time when the sound fog signals started and ended, as well as possible changes in the nature of the signals given, should be recorded in the logbook.
5. Rule 35 establishes a uniform two-minute interval between audible fog signals. At the same time, the interval between signals given by vessels with limited maneuverability was increased from 1 to 2 minutes, and the inadmissibility of exceeding it was emphasized in the Rule.
This value is maximum. However, good maritime practice recommends that this gap be reduced if the presence of another vessel (or vessels) is established in the area where fog signals can be heard.
In this case, the intervals between the signals should be reduced so that the clarity of their sound does not deteriorate and their value is not disturbed. When sailing in areas of heavy traffic, the filing of their fog signals should be consistent with the signals of other vessels in order to avoid mutual interference.
It is advisable to reduce the intervals between sound fog signals when sailing near ports, anchorage sites and in other areas of busy ship traffic.
6 In accordance with rule 35 (a), a power-driven vessel under way through the water shall sound one long blast. This signal should be used in all cases when the vessel has a forward motion relative to the water, regardless of whether its propellers are working or not, whether it is moving forward or backward, and its speed is high or low.
7 If a power-driven vessel underway has stopped and is not moving forward relative to the water, it shall, in accordance with paragraph (b) of this Rule, sound two continuous blasts.
This signal is very important, as it allows other vessels in the area of \u200b\u200breduced visibility to know about the presence of a stationary vessel and, taking this into account, maneuver accordingly to diverge from it. The use of the signal in question is permissible only in the case when the vessel is really out of course in the water.
Therefore, attention and great care is required, especially at night, to establish the stillness of the vessel in relation to the water before proceeding from signaling from one long beep to signaling from two long beeps. To correctly determine the moment of stopping the vessel, skippers need to know its inertia under various modes of movement and different loads of the vessel.
It should be noted that quite often, when the vessel is moving by inertia with locked vehicles, navigators start to prematurely give a signal - two long beeps. Judicial and arbitration practice shows that a vessel that incorrectly applied the signal in question is always found guilty of this.
8.As noted earlier, sailing vessels must now sound the same signal, one long blast followed by two short blasts, as all other vessels with limited maneuverability. The decision to change the signal for sailing vessels is explained by the fact that the signals previously used on them - one, two or three short beeps - could be mistaken for maneuvering signals.
9.Under Rule 35 (c), all ships having. limited maneuverability, including vessels unable to navigate, vessels engaged in fishing or difficult towing vessels, should sound one general audible fog signal consisting of one long and two short sounds. This signal shall be used by all named vessels under way, whether they are navigating in the water or not.
It should be noted that the signal under consideration can be given by vessels with different maneuvering capabilities and used by them both in the presence of forward motion relative to the water, and when they are completely stopped.
Taking this into account, it should be recognized that the information obtained when receiving this signal has a significant degree of uncertainty. Therefore, special care must be taken when receiving such a signal.
10. The audible fog signal prescribed in Regulation 35 (c) under COLREGs 72 shall be given in low visibility conditions by vessels towing or pushing other vessels.
This requirement is extended to vessels engaged in pushing towing, except for cases of rigid articulation of the pushing and pushed vessels. The towed vessel, in turn, must also give an audible fog signal, consisting of one long and three short sounds.
The application of this requirement is subject to the presence of a crew on board the towed vessel.However, given that the signal given by the towing vessel does not indicate the presence of another vessel in tow, it is recommended, in accordance with the requirements of Regulation 2 (a), to take measures to ensure that the signal is given by the towed vessel. This is especially necessary when performing difficult tows or when towing another vessel in a long tug.
11. Rule 35 (c) does not specify whether the vessels listed in this paragraph are required to give the prescribed humane sound signal only while under way or whether they may also use it while at anchor.
For most vessels, such as sailing vessels, vessels constrained by their draft, vessels unable to navigate and some of the vessels classified as restricted in their ability to maneuver, the requirements of paragraph (c) should only apply when they are underway. ...
Anchored vessels cannot be regarded as having limited maneuverability and should be considered simply anchored vessels and give the signals prescribed in Rule 35 (e) in this connection.
However, some of the categories of vessels with limited maneuvering ability which, under Rule 27, carry visual identification signals while at anchor to alert other vessels of the nature of their operations, should similarly sound the fog signal prescribed by Rule 35 (c) at anchor ...
This applies, for example, to vessels engaged in dredging or subsea operations, cable laying and other similar work, as well as vessels fishing at anchor. Their use of this signal will indicate to other vessels to keep clear of the vessel giving such a signal.
12.All vessels at anchor shall sound fog signals by bell. Considering that the range of its audibility is insignificant, paragraph (e) of Rule 35 establishes a reduced interval for the supply of anchor fog signals equal to 1 min.
In addition, a vessel at anchor is allowed to whistle an additional signal K via MCC to warn approaching vessels detected, for example, by means of radar, consisting of one short, one long and one more short sounds.
According to paragraph (f) of this Rule, a vessel engaged in fishing, and a vessel limited in the ability to maneuver, performing their work while at anchor, must instead; of the signals prescribed in paragraph (e), to give the signal required by paragraph (c) of this Rule.
On large vessels over 100 m in length, the Rules prescribe a bell signal to be given in the bow and immediately after it to sound a signal in the stern of the vessel using a gong.
13. A vessel aground may, in accordance with the provisions of Rule 35 (b), use the sound of the whistle in addition to the bells and gongs. The nature of this signal is not defined by the Rules.
This issue was comprehensively considered at the Conference in 1972 on the revision of the CAP and caused a lively discussion. However, no specific decision was made on the nature of the signal under consideration. The majority of delegations were of the opinion that, for any given situation, the horn prescribed in Rule 35 (b) could be chosen at the discretion of the master.
As such a signal, it was suggested that a grounded vessel use either the MCC signals II, meaning “you are heading for danger”, or the K signal provided under Rule 35 (e) for anchored vessels. The first suggested signal "C" appears to be the most appropriate when, as observed from a grounded vessel, another vessel is following a course that could result in either a collision or a grounded.
If this warning is not necessary to the other vessel, signal K. 14 may be used. Regulation 35 (g) provides an identification signal for pilot ships. Its character has not changed, but now it can be used not only by a pilot ship with a mechanical engine, but also by a sailing pilot ship.
Rule 36 - SIGNALS FOR ATTRACTING ATTENTION
Rule 36 - SIGNALS FOR ATTRACTING ATTENTION
Any vessel, if necessary to attract the attention of another vessel, may give light or sound signals, but such that could not be mistaken for the signals established by these Rules, or may direct the searchlight beam in the direction of danger, but so that it does not interfere with others. courts.
Any light used to attract the attention of another vessel must be such that it cannot be mistaken for an aid to navigation. For the purposes of this Regulation, the use of intermittent or revolving lights of high intensity (such as flashlights) should be avoided.
(Extracts from the Rules, sufficient only for passing the exam)
COLREGs - 72 are a system of interrelated recognized international rules that establish the procedure for boatmasters to prevent collisions when ships meet at sea.
COLREGs-72 contain 5 parts (38 Rules) and 4 appendices. The rules define the requirements for the organization of surveillance on the vessel, safe speed, actions of the vessel to prevent collisions, navigation in narrow areas, navigation on traffic separation systems. The rules of safe divergence in situations of approaching ships going towards each other and crossing overtaking courses are prescribed, as well as the mutual obligations of ships of different categories when meeting, the order of sailing sailing ships. The Rules define the actions of the vessel when navigating with the use of radar, the order of discrepancy in these cases, the characteristics of ship's navigation lights and navigation marks, sound signaling aids are given, maneuvering and warning signals, signals for limited visibility, etc. are described. COLREGs-72 apply to all ships of the covered seas and the waters connected to them, on which sea-going ships can navigate and are subject to international law when investigating circumstances and establishing responsibility for collisions of ships at sea. Nothing in the COLREGS-72 relieves the ship, its owner, the master, or the page from liability for consequences that may arise from failure to comply with them or from neglect of any precaution required by normal maritime practice or the special circumstances of the case.
The main definitions adopted in the COLREGS-72:
"vessel" - all types of floating equipment, including non-displacement vessels and seaplanes, used or which may be used as means of transportation on water;
"a ship with a mechanical engine." - any vessel propelled by a mechanical installation;
"sailing vessel" means any vessel under sail, including those with a power plant, provided that it is not in use;
"vessel engaged in fishing" - any vessel engaged in fishing with nets that restrict its maneuverability, but does not apply to a vessel fishing with towed hook gear or other fishing gear that does not limit the vessel's maneuverability.
"ship, deprived of the ability to navigate" - means a ship that, due to some exceptional circumstances, is not able to maneuver as required by these Rules, and therefore can give way to another ship;
"ship with limited ability to maneuver" - a ship that, by the nature of the work performed, is limited in its ability to maneuver as required by the Rules, and therefore cannot give way to another ship. These Rules include: vessels engaged in setting, maintaining or removing navigational marks, laying, inspecting or raising an underwater cable (pipeline); vessels engaged in dredging or other similar works; minesweeping vessels; engaged in a towing operation that makes it impossible for him to deviate from his course
"underway" means that the vessel is not at anchor, not moored to the shore, or aground;
"length" and "breadth" of a vessel mean its greatest length and breadth;
"limited visibility" means any condition where visibility is limited due to fog, snowfall, heavy rainfall, sandstorm or any other similar reason.
"Whistle" means any sound signaling device capable of producing the prescribed sounds and complying with the requirements of Annex III to this Regulation.
"short sound" - sound lasting about 1 sec. "continuous sound" - a sound lasting from 4 to 6 seconds.
"tone light" - a white light located in the centreline plane of the vessel, illuminating with a continuous light the arc of the horizon 225 "behind the abeam of each side; -
"side lights" - green light on starboard and red light on port side; each of these lights illuminates a 112.5 ° arc of the horizon with continuous light and is positioned so as to illuminate from straight ahead up to 22.5 "behind the abutment of the respective side. On a vessel less than 20 m in length, the side lights may be combined in one lantern , exposed in the center plane of the vessel;
"stern light" means a white light located closer to the stern of the vessel, illuminating with a continuous light an arc of the horizon of 135 "and positioned so as to illuminate from a direction directly aft to 67.5" towards each side.
"towing light" means a yellow light having the same characteristics as a "stern light";
"all-round fire" - a light that illuminates the 360 \u200b\u200b° arc of the horizon with a continuous light;
"scintillating light" - a light that flashes at regular intervals with a frequency of 120 or more flashes per minute.
Each ship must maintain adequate visual and auditory surveillance at all times, as well as surveillance by all available means, appropriate to the prevailing circumstances and conditions, in order to fully assess the situation and the risk of collision.
Each vessel must always navigate at a safe speed so that it can take appropriate and effective action to avoid collision and can be stopped within the distance required under the existing circumstances and conditions.
When choosing a safe speed, skippers should take into account the state of visibility, traffic density, maneuvering capabilities of their own and oncoming vessel, the distance required to completely stop the vessel, as well as the state of wind, sea, currents and the proximity of navigational hazards.
There are two main factors to consider when determining whether a collision hazard exists:
\u003e such a hazard is considered to exist if the bearing to the approaching vessel does not change appreciably (constant);
\u003e the risk of collision may exist even when there is a noticeable change in bearing, but when approaching a very large vessel (tug) or when vessels are approaching at a short distance.
Any action taken to avoid collision must be confident, timely and in accordance with good maritime practice. Changes in course and / or speed to avoid collision should be large enough to be easily detected by an oncoming vessel. The divergence maneuver must be carefully controlled until the other vessel is finally passed and left behind.
A vessel proceeding along a narrow aisle or fairway shall keep to its outer boundary, which is on its starboard side, and a vessel less than 20 m in length or a sailing vessel shall not impede its movement. Any vessel, circumstances permitting, should avoid anchoring in a narrow aisle.
Basic requirements of the Rules for diverging ships :
When two sailing vessels approach each other in such a way that there is a danger of collision, one of them must give way to the other as follows:
\u003e if vessels are sailing on different tacks, the port tack vessel must give way to another vessel;
\u003e if the vessels are sailing on the same tack, the vessel in the wind must give way to the vessel in the wind;
\u003e if a vessel sailing on port tack sees another vessel on the windward side and cannot determine exactly whether this other vessel is sailing on port or starboard tack, then it must give way, and the windward side is the side opposite to that on which the mainsail is located, and with direct armament, the side opposite to that on which the largest oblique sail is located.
When two power-driven vessels approach each other on opposite or nearly opposite courses so that there is a danger of collision, each must change its course to starboard so that each vessel passes on the port side of the other. When they go on intersecting courses so that there is a danger of collision, the vessel, which has another on its right side, must give way to another vessel and at the same time, if circumstances permit, avoid crossing the course of the other vessel on its bow.
In general, a power-driven vessel underway should give way:
\u003e a vessel engaged in fishing;
\u003e a sailing vessel;
a sailing vessel on the move must give way:
\u003e a ship deprived of the ability to navigate;
\u003e a vessel with limited ability to maneuver;
\u003e a vessel engaged in fishing.
Every vessel, in reduced visibility conditions, must navigate at a safe speed established to suit the circumstances, and a power-driven vessel must keep its machines ready for immediate maneuver. Any vessel that hears a hazy signal from another vessel ahead of her beam, or which cannot prevent excessive approach to another vessel ahead of her beam, shall reduce her speed to the minimum sufficient to keep her on course or stop moving, and in any case proceed from the extreme caution until the danger of collision has passed.
The rules regarding the carrying of lights (signs) by ships must be observed in any weather, by lights - from sunset to sunrise, by signs, respectively, during the day.
Lights must have the intensity specified in section 8 of Annex I to the Regulations so that they are visible at the following minimum distances:
\u003e on vessels 12 m and more in length, but less than 50 m: a masthead light - 5 miles, with a vessel length less than 20 m - 3 miles, side and stern lights - 2 miles; white, red, green, yellow circular lights - 2 miles;
\u003e on ships less than 12m in length : a masthead light 2 miles, a side light 1 mile, a stern light 2 miles; towing light, white, red, green, yellow all-round lights, 2 miles. The masthead light of a power-driven vessel with a length of 12 m or more, but not less than 20 m, must be located at a height of at least 2.5 m above the gunwale; vessels with a length of less than 12 m may carry the uppermost light at a height of less than 2.5 m above the gunwale. However, if it carries a masthead light in addition to a side or stern light, then that masthead light must be located at least 1 m above the side lights. In all circumstances, a masthead light or lights must be positioned so that they are clearly visible above all other lights and structures.
Onboard the lights of a power-driven vessel shall be located not more than three times the height of the forward masthead light above the hull. They shall not be so low that deck lights interfere with their visibility. The side lights, if they are in the combination lantern and when carried by a power-driven vessel of less than 20 m in length, shall be located at least 1 m below the masthead light.
3signs must be black and of the following dimensions: ball - with a diameter of at least 0.6 m, a cone with a diameter at the base of at least 0.6 m and a height equal to the diameter, the rhombus must consist of two cones with a common base (for the dimensions of the cones, see above). The vertical distance between the marks should be at least 1.5 m. On a vessel less than 20 m in length, smaller marks may be used to suit the dimensions of the vessel and the distance between marks may be reduced accordingly. The design of lamps, signs, sound signaling devices, their characteristics and installation on the ship must meet the requirements of the appropriate competent authority of the state where the ship is registered.
Power-driven vessels underway shall exhibit:
a masthead light (a second masthead light - behind and above the forward light, however, a vessel less than 50 m in length is not required, but may exhibit such a light), side and stern lights.
Hovercraft, those in a non-water-mixing state, in addition to the lights prescribed above, shall exhibit an all-round yellow scintillating light.
Power-driven vessels less than 7 m in length, having a maximum speed of not more than 7 knots may, instead of the lights indicated above, exhibit an all-round white light. If possible, such vessels shall also display side lights.
Sailing ship on the move shall exhibit side and stern lights. On a sailing vessel less than 12 m in length, the lights may be combined in one lantern, displayed on the top (near the top) of the mast in the most visible place. A ship may, in addition to the lights above, exhibit at the top (near the top) of the mast where they can best be seen two all-round lights in a vertical line, the upper one being red and the lower one green, but these lights must not be displayed together. with combined lantern. A vessel under sail and at the same time propelled by a mechanical installation must, during the day, display a cone-shaped sign with the top down in front in the most conspicuous place.
Sailboat less than 7 m long, if possible, should exhibit the lights indicated above, if impossible - should have a lantern with a white light ready, which should be displayed in advance to prevent collisions.
A boat going by oars may exhibit the lights prescribed by this Rule for sailing vessels, but if it does not exhibit, it shall have a lighted lantern with a white light ready, which should be exhibited in advance to prevent collision.
A ship deprived of the ability to navigate shall exhibit in the most conspicuous place: at night - two all-round red lights located in a vertical line and, if the vessel is moving relative to the water - side and stern lights. During the day - two balls or similar signs located in a vertical line.
A vessel limited in her ability to maneuver with the exception of a vessel engaged in mine sweeping, it should display in the most conspicuous place at night - three all-round lights located in a vertical line, the upper and lower of these lights should be red, and the middle one should be white, moreover, if the vessel is moving over the water, then these lights are supplemented by tone, side and stern lights. During the day, such vessels carry three signs located in a vertical line, the upper and lower of these signs should be balls, and the middle one - a diamond.
A vessel engaged in dredging or subsea operationswhen it is restricted in its ability to maneuver, it should exhibit the lights and signs prescribed for such vessels (see above) and, if there is an obstacle to the passage of another vessel, should additionally exhibit:
\u003e two all-round red lights (two balls during the day) in a vertical line on the side on which the obstacle exists;
\u003e two all-round green lights (two diamonds in the daytime) in a vertical line on the side clear of the passage of another vessel
If the dimensions of the vessel engaged in diving work practically do not allow the display of the signs prescribed by the Rules, then flag "A" according to the International Code of Signals, made in the form of a rigid shield with a height of at least 1 m, should be displayed, and measures should be taken to ensure that to provide all-round visibility of this flag.
A vessel at anchor shall exhibit where it can best be seen:
\u003e in the bow of the vessel - an all-round white light (in the afternoon - a ball);
\u003e an all-round white light at or near the stern and below the bow light. A vessel of less than 50 m in length may instead of the above lights exhibit an all-round white light where it can best be seen.
The ship is aground shall exhibit the lights prescribed for vessels at anchor and, in addition, where they can best be seen, two all-round red lights (three balls during the day) in a vertical line.
Vessel less than 7m in length at anchor or aground, when it is not in a narrow aisle, in a fairway, anchorage or near them, as well as in areas where other vessels normally navigate, is not required to display the above lights.
Vessel 12m or more in lengthmust be fitted with a whistle and a bell, and a vessel of 100 m or more in length must also be fitted with a gong, the tone and sound of which could not be mistaken for the sound of a bell. The whistle, bell and gong shall comply with the requirements of Annex III to COLREGs - 72.
Vessel less than 12 m long It is not required to have such sound signaling devices, but if such a vessel does not have them, then it must be provided with other means of giving an effective sound signal.
When ships are in sight of each other then a power-driven vessel underway, when maneuvering as permitted or required by these Rules, shall indicate its maneuver by whistling signals as follows:
\u003e one short blast means "I am altering my course to starboard";
\u003e two short blasts mean "I am altering my course to left";
\u003e Three short beeps mean "My propulsion system is in reverse".
The vessel can additionally accompany the given sound signals and light signals repeated throughout the maneuver:
\u003e one flash means "I am altering my course to starboard";
\u003e two flashes to mean "I am altering my course to left";
\u003e three flashes mean "My thrusters are in reverse".
In this case, the duration of each flash should be about 1 sec, the interval between them should be about 1 sec, and the interval between successive signals should be at least 10 sec. The light to give such a signal must be an all-round white light visible from a distance of at least 5 miles and must comply with the requirements of Annex I to this Regulation.
When vessels in sight of each other approach each other and for any reason one of them is unable to understand the intentions or actions of the other vessel or is in doubt as to whether that vessel will take sufficient action to prevent collision, it must immediately report this by giving at least five short and frequent whistles. Such a signal may be accompanied by a light signal consisting of at least five short and frequent flashes.
Any ship if needed attract the attention of another ship may give light or sound signals, but such that could not be mistaken for signals established by the Rules, or may direct the beam of the searchlight towards the danger, but in such a way that it does not interfere with other vessels.
In areas of reduced visibility or near such areas, day or night, the signals prescribed by the Regulations should be given as follows:
> power-driven vessel, one that has a stroke relative to water, must give at intervals of at least 2 minutes one continuous sound, which does not have a stroke relative to water, must give two continuous sounds at intervals of not more than 2 minutes with an interval of about 2 seconds between them;
> uncontrollable ship or limited in ability to maneuver, a vessel constrained by its draft, a sailing vessel, a vessel engaged in fishing, and a vessel towing or pushing another vessel, instead of the above signals, sound three consecutive sounds at intervals of not more than 2 minutes, namely one long followed by two short ones;
> towed vessel,and if more than one vessel is being towed, then the last of them (if there is a crew on it) must, at intervals of not more than 2 minutes, sound four successive sounds, namely, one long sound followed by three short ones. If possible, this signal should be given immediately after the signal from the towing vessel. If the pushing vessel and the vessel being pushed forward are rigidly joined to form an articulated vessel, they shall be regarded as a power-driven vessel;
> anchored ship should ring the bell at intervals of no more than 1 minute for about 5 seconds. On a vessel of 100 m or more in length, this bell signal should be given at the bow and immediately following it at the stern - a rapid signal with a gong for approximately 5 seconds. An anchored vessel may additionally sound three successive whistles to warn approaching vessels of its position, namely, one short, one long and one short;
> aground ship shall signal with a bell and, if required, with a gong, as; this is prescribed for vessels at anchor and additionally to sound three distinct distinct bells immediately before and after each rapid ringing of the bell. A vessel aground may additionally sound the appropriate whistle signal. A vessel of less than 12 meters in length is not obliged to give the above signals, but if it does not give them, then it must give another effective sound signal at intervals of not more than 2 minutes.
Every boatmaster must clearly understand that, in practice, the range at which a sound signal can be heard is extremely variable and, depending on weather conditions, the noise level at listening places, it can either increase or decrease significantly.
Signals of varying degrees of danger to ships and people are combined into a system called danger signals. These include: distress signals, alarm, urgency, security signal. The indicated danger signals and the procedure for actions on them by the skippers who received them are set out in the Rules on distress signals in the Notices of danger to navigation.
Distress signals - light, sound, visual, radiotelephone and radiotelegraph signals, meaning that ships and people who send them are in danger of death and need help. The distress signals provided for by both HDIP and COLREG are international. The signals listed below, used or exhibited together or separately, indicate that a ship is in distress and needs assistance:
a) cannon shots or other detonation signals at intervals of about 1 minute;
(b) a continuous sound by any fog-signaling apparatus;
(c) rockets or grenades throwing red stars fired one at a time at short intervals;
(d) a signal, transmitted by radiotelegraph or by any other signaling system, consisting of a combination of sounds - - - (SOS) in Morse code;
(e) a signal transmitted by radiotelephone consisting of the spoken word "Mayday";
(f) International Code of Signals distress signal - NC;
(g) a signal consisting of a square flag with a ball above or below it, or something similar to a ball;
(h) flames on the ship (for example, from a burning tar or oil barrel, etc.);
(i) a red light from a rocket with a parachute or a red hand flare;
(j) smoke signal - release of clouds of orange smoke;
(k) slowly and repeatedly raising and lowering arms outstretched to the sides;
(1) radiotelegraph alarm;
(t) radiotelephone alarm;
(o) signals transmitted by emergency position indicating beacons.
It is forbidden to use or display any of the above signals for purposes other than the indication of distress and the need for assistance; It is also not allowed to use signals that can be confused with any of the above signals.
In addition to PPVVP and MPPSS-72, there are rules governing the actions of boatmasters in order to ensure the safety of navigation of ships when entering the port, moving along harbors and roadsteads, etc. This is a Mandatory Ordinance for a seaport (commercial or fishing) port, a specific summary of which, as a rule, is set out in the pilot, and a copy of this document can be obtained by the captain (boatmaster) upon arrival at the port. As a rule, a mandatory decree contains several sections (chapters), where important warnings to the masters of ships are detailed, taking into account the specifics of the port, the procedure for ships entering and leaving the port, organizing the movement of ships in the port and port waters, etc. Mandatory ordinances are constantly revised and reissued, so the skipper should not rely on a decree in his possession that is more than a year old.
Part D - SOUND AND LIGHT SIGNALS
Rule 32 - DEFINITIONS
(a) The word "whistle" means any sound signaling device capable of emitting the prescribed sounds and complying with the requirements of Annex III to this Regulation.(b) The term "short blast" means a blast of approximately 1 second duration.
(c) The term "continuous blast" means a blast lasting from 4 to 6 seconds.
INTERPRETATION
These definitions are almost identical to those given in Rule 1 (c) of the CPS60.All whistle signals prescribed by the Rules consist of short and / or long sounds.
Regulation 33 - SOUND SIGNAL EQUIPMENT
(a) A vessel of 12 m or more in length must be fitted with a whistle and bell, and a vessel of 100 m or more in length must also be fitted with a gong whose tone and sound cannot be mistaken for a bell. The whistle, bell and gong shall comply with the requirements of Appendix III to this Regulation. The bell and / or gong can be replaced by other devices having the same corresponding sound characteristics, and it should always be possible to give the required signals manually.(b) A vessel of less than 12 meters in length is not required to carry the sound signaling devices prescribed in paragraph (a) of this Rule, but if such a vessel does not have them, it shall be provided with other means of giving an effective sound signal.
INTERPRETATION
This Rule is based on Rule 15 (a) of the 1960 Rule, but is significantly modified. Now, power-driven ships and sailing ships have the same equipment requirements. The use of the foghorn was formerly mandatory for sailing ships and optional for towed vessels; this difference in requirements for ships was not reflected in the 1972 Rules.Whistle sound frequency. The technical characteristics of the sound signaling devices are given in the first section of Appendix III. Whistle frequencies are determined depending on the length of the vessel in order to provide a sufficiently wide variety of their characteristics. The fundamental frequency of the whistle of a vessel 200 m or more in length should be in the range of 70 to 200 Hz for signaling a relatively low tone. Vessels less than 75 m in length shall have a whistle frequency of 250 to 700 Hz, giving signals with a relatively sharp tone. The whistle of an intermediate-sized vessel should have a frequency between 130 and 350 Hz.
Audibility range. The Appendix does not provide information on the minimum whistle hearing range in quiet conditions. Several typical ranges of audibility of whistles of different sizes are given in it, together with a warning that their audibility ranges are variable and highly dependent on weather conditions. The typical range of audibility of the whistle of a vessel 200 m or more in length is 2 miles in favorable conditions.
Bell and gong. The technical characteristics of the bell and gong are given in Annex III, paragraph 2. Rule 33 (a) permits the replacement of the bell and gong by other devices having the same sonic characteristics, the signaling of which can be automated. In this case, however, it must be possible to give signals manually.
Small craft. Regulation 33 (b) exempts vessels less than 12 m in length, similar to Rule 15 (c) (ix) PPSS-60, for vessels less than 40 feet (12.19 m) in length, from whistling, bell and gong requirements. However, small craft lacking these devices must be provided with substitute means to provide effective sound signals, such as an aerosol-type fog horn.
Rule 34 - DIRECTION AND WARNING SIGNALS
(a) When the vessels are in sight of each other, a power-driven vessel underway, maneuvering as permitted or required by these Rules, shall indicate its maneuver by blowing whistle signals as follows: one short blast means “I am altering my course to starboard ";Two short blasts mean "I am altering my course to the left";
Three short blasts mean "My thrusters are in reverse."
(b) The vessel may accompany the sound signals prescribed in paragraph (a) of this Rule with light signals repeated throughout the maneuver;
(i) these light signals shall have the following meaning:
One flash means "I am altering my course to starboard";
Two flashes mean "I am altering my course to the left";
Three flashes mean "My propellers are in reverse";
(ii) the duration of each flash should be about 1 s, the interval between flashes should be about 1 s, the interval between successive signals should be at least 10 s;
(iii) the light used to give such a signal, if fitted, shall be an all-round white light visible from a distance of at least 5 miles and shall comply with the requirements of Annex I to this Regulation.
(from) When the vessels are in sight of each other in a narrow passage or in the fairway:
(i) a vessel intending to overtake in accordance with Regulation 9 (e); (i) another vessel must indicate its intention by the following Whistle signals: two long blasts followed by one short blast to mean "I intend to overtake you on your starboard side";
Two long blasts, followed by two short blasts, which mean "I intend to overtake you on your port side";
(ii) a vessel intending to overtake must, in accordance with Rule 9 (e) (i), signal its consent by the following whistle signal in the sequence indicated:
One long, one short, one long and one short beep ...
(d) When vessels in sight of each other approach each other and for any reason one of them cannot understand the intentions or actions of the other vessel or doubts whether the other vessel is taking sufficient action to prevent a collision, it must immediately report this. by giving at least five short and frequent whistle sounds. Such a signal may be accompanied by a light signal consisting of at least five short and frequent flashes.
(e) A vessel approaching a bend or a section of a passage or fairway where other vessels may not be visible due to the presence of obstacles shall give one long blast. Any approaching vessel within earshot of a bend or obstacle should respond to such a signal with one long blast.
(i) If whistles are installed on a vessel at a distance of more than 100 m from each other, then only one whistle shall be used for signaling, maneuvering and warning.
INTERPRETATION
Maneuvering and warning signals were previously set out in Rule 28 PPSS-60.Ships in full view of each other. Signals described in points (a), (b), (c) and (d) should only be given by vessels in sight of each other, and point (e) is obviously intended to be used in good visibility conditions. Vessel maneuvering signals should not be given when collision avoidance actions are taken in close proximity to the vessel as seen on the radar screen rather than visually. However, it is impossible to excuse a vessel that did not give these signals because, as a result of poor visual observation, it did not detect another vessel in time.
"Lucile Bloomfleld" - "Ronda". “In plain sight,” from my point of view, means something that can be seen if you take the trouble to observe, and this, of course, is the case in this case. In short, the fact that no one was watching the environment does not absolve me from the obligation to sound the horns ”(Judge Karminski, 1966).
Maneuvering signals used by sailing vessels. Rule 34 (a) applies only to power-driven boats. Sailing vessels are not required to give maneuvering signals when they take action to avoid a collision. The rest of the paragraphs of Rule 34 apply to all ships. In particular, it should be noted that sailing vessels, if in doubt about the intentions or actions of another vessel, must give a signal consisting of at least five short and frequent sounds.
Allowed or required. The whistle signals prescribed by Rule 34 (a) shall be given by the vessel when maneuvering as permitted or as required by these rules. Heading alarms are not required when using the rudder to neutralize current or to keep a backward vessel from turning. A vessel whose machines are working in reverse while turning in a river without moving backward is not required to give a signal consisting of three short whistles.
Even a slight change in course should usually be accompanied by an appropriate sound signal, if permitted or required by the Rules.
"Varmdo" - "Jeanne M". “Minor steering action is perhaps even more important to signal with a whistle, as such steering action is undoubtedly more difficult to detect than sudden and significant steering movements” (Judge Langton, 1939).
However, the court decision in the case "Royalgate" - "Peter" (1967) indicated that there was no need for the sound signal by the ship, which changed course by 5 ° to the left, and after 5 minutes returned to its previous course, since it it was not essentially a course change.
The word “permitted” covers actions not related to specific requirements of the Regulations, such as the need to deviate from the Regulations to avoid an imminent danger, or a precaution required by normal maritime practice under Regulation 2.
Sound signals are not necessary if action is taken with a vessel in visual contact at a great distance before the danger of collision occurs; however, if the Rules are applicable, the vessel should give sound signals even if in doubt that they will be heard.
"Haugland" - "Kagatea". “When the judge asked why the signal had not been given, the chief mate of the vessel“ Haugland ”replied:“ Because it seemed to me that the vessel “Kagatea” was very far from us; it wouldn't hear our signal. " This was a clear violation of the Rule. If the vessels are in sight of each other, then they must give signals. This requirement is not subject to whether these signals will be heard by another vessel. It is easy to see why this Rule is worded so categorically It would be very dangerous if the OOWs decide whether to sound or not to sound on the assumption that another ship will hear it; he must signal if it is in plain sight ”(Viscount Finlay, House of Lords, 1921).
"Fretnona" - "Electra". “We know very well that officers in charge of the watch in such cases sometimes think that by blowing the whistle, they will disturb the captain or someone else on the ship, and then it turns out that the signal was not necessary. We cannot accept this as an excuse. The rule is set out very clearly. It contains the word "must" - must blow the whistle, and this word "must" must be fulfilled; and if officers of the watch, for any reason, choose to neglect the duties imposed on them by this Rule, they will only have to blame themselves when found guilty\u003e (Judge Bargrave Dean, 1907).
Signals for an action that is not allowed. When a power-driven vessel, while being in line of sight of another vessel and within hearing of the audible signals, takes action that is not permitted or required by the Rules, it must nevertheless give the signals prescribed in Rule 34 (a).
Reverse operation. A beep consisting of three short beeps does not necessarily mean that the supplying vessel is moving backward relative to the water. Stopping the forward movement of the boat can take several minutes to reverse the machine. The expression “my propellers are in reverse” has been adopted instead of “my machines are in reverse” as used in the previous Regulation, as some vessels are no longer required to reverse their machines to operate the propellers in reverse.
Visual signal. The visual signal for maneuvering in accordance with Rule 28 of the PPS-60 was also optional, and the light signal had to be connected to the sound signaling mechanism and act simultaneously with it, Synchronization is no longer necessary, and the visual signal can now be repeated at intervals of at least 10 s, and the execution of the maneuver continues without repeating the whistle signal.
Annex I, paragraph 12 states that the maneuvering light should, where practicable, be installed at a height of at least 2 m vertically above the front masthead light. This should ensure good visibility.
The noise level on some ships, in particular diesel ones, is often very high, which impairs the audibility of sound signals. The visual signal, especially when repeated during the course of the maneuver, provides important additional information on the action taken to avoid a collision. Since this signal is optional, it is not necessary to use it in conditions where it can confuse other ships, but it can sometimes be of invaluable service. Let's hope that many ships will be equipped with this new maneuvering light.
Overtaking signals in a narrow aisle. Paragraph (c) specifies the signals to be used by ships operating under Rule 9 (e) (see also pp. 94-95). There is no signal in the Regulations to indicate that a vessel being overtaken does not consider it safe to overtake, but Rule 9 (e) specifies that, if in doubt, such vessel may sound the signal of at least five short blasts prescribed in Rule 34 (d). This signal can be used as confirmation that the signals of the vessel intending to overtake have been heard, and as an expression of doubt about the wisdom of attempting to overtake in this part of the channel. Thereafter, the overtaking vessel, before undertaking overtaking, must repeat its signals and receive a signal of agreement. In this case, it is useful to establish radiotelephone communication.
Warning signal. The yielding vessel is required under Regulation 16 to take early and decisive action in order to stay clear, and under Regulation 8 to act confidently and in a timely manner to avoid collision. If the vessel giving way does not take confident and proactive action, the vessel keeping its course and speed shall blow at least five short and rapid blasts of the whistle. This "warning" signal was previously optional. It should be emphasized that this signal must consist of at least five short beeps; in the absence of a quick reaction to the signal, you should continue to move or repeat the signal in the hope of attracting attention.
The Rule now places particular emphasis on the use of a light signal of at least five short and frequent flashes, complemented by a whistle. This signal can be given by a signal lamp and is widely used. Using a signal light can be more effective than using a whistle, especially at night.
The signal prescribed by Rule 34 (d) must now be applied by any ship that has doubts about the intentions or actions of another ship. Its use in narrow aisles is emphasized in Rule 9 (d) and (c). PPSS-60 was allowed to use this signal only to a vessel keeping its course and speed.
Rule 35 - SOUND SIGNALS FOR RESTRICTED VISIBILITY
In areas of reduced visibility or near such areas, day or night, the signals prescribed by this Regulation shall be given as follows:(a) A power-driven vessel that has a course over the water shall sound one long blast at intervals of not more than 2 minutes.
(b) A power-driven vessel underway, but stopped and does not have a way to move relative to the water, must sound, at intervals of not more than 2 minutes, two long blasts with an interval of about 2 seconds between them.
(c) A vessel that is unable to navigate or is limited in its ability to maneuver, a vessel constrained by its draft, a sailing vessel, a vessel / fishing, and a vessel towing or pushing another vessel, shall instead of the signals prescribed in paragraphs (a) or (b) of this Rule , give three consecutive sounds at intervals of not more than 2 minutes, namely - one long one followed by two short ones.
(d) The towed vessel, and if more than one vessel is being towed, then the last of them, if there is a crew on it, should sound four consecutive sounds at intervals of not more than 2 minutes, namely, one long sound and three short ones after it. If possible, this signal should be given immediately after the signal from the towing vessel.
(e) If the pushing vessel and the vessel being pushed forward are rigidly joined to form an articulated vessel, they shall be treated as a power-driven vessel and give the signals prescribed in paragraphs (a) or (b) of this Rule.
(f) A vessel at anchor should ring the bell at intervals of no more than 1 minute for approximately 5 seconds. On a vessel of 100 m or more in length, this bell signal should be given at the bow and immediately followed by a quick chime for approximately 5 s at the stern. An anchored vessel may additionally give three successive whistle sounds to warn approaching vessels about its position and about the possibility of collision, namely, one short, one long and one short.
(g) A vessel aground shall sound with a bell and, if required, with a gong, as prescribed in paragraph (f) of this Rule, and additionally sound three distinct distinct strokes of the bell immediately before and after each rapid ringing of the bell. A vessel aground may additionally sound the appropriate whistle signal.
(h) A vessel of less than 12 meters in length is not obliged to give the above signals, but if it does not give them, then it must give another effective sound signal at intervals of not more than 2 minutes.
(i) A pilot ship, when on her pilotage duty, in addition to the signals prescribed in paragraphs (a), (b) or (f) of this Rule, may sound an identification signal consisting of four short blasts.
INTERPRETATION
Sound signals to be given by ships in low visibility conditions are prescribed by Regulation 15 (c) of the 1960 Regulations.In or near an area of \u200b\u200blimited visibility. Fog signals should now also be given when sailing near an area of \u200b\u200blimited visibility, especially when approaching such an area. Rule 19 governing the conduct of ships in fog applies to ships in an area of \u200b\u200breduced visibility as well as to ships in the vicinity of such an area (see p. 163).
The fog density at which fog signals should be started has not been established. Of course, it makes no sense to give sound signals when the visual range exceeds the audibility range of the devices used to give sound signals. However, it would be prudent to accept the upper limit of visual visibility greater than the audible audible ranges specified in Annex III, since audible signaling devices may be heard at greater than specified distances and, in addition, it is difficult to accurately determine the visual range.
The intervals between the whistle signals. All fog signals with a whistle should be given at intervals of not more than 2 minutes. Some whistle signals were previously required at intervals of no more than 1 minute, but at the 1972 Conference it was decided to set a standard maximum interval of 2 minutes for all whistle signals, as very frequent whistle signals can lead to temporary deafness. The bell and gong signals should be given as before, that is, at intervals of no more than 1 minute.
The rule sets the maximum value of the interval between signals. When it is known that another vessel is close, whistle signals should be given at intervals of less than 2 minutes. Faster signaling usually increases the ability of other vessels, which may not be radar, to determine an approximate bearing.
Two long blasts. The signal consisting of two long beeps shall not sound until it is established that the vessel has stopped moving in relation to the water.
Lifland - Rosa Luxembourg. “I attach great importance to the correct assessment of this distinctive feature and its timely detection; at the same time, we would not listen to such explanations: "If the ship was not completely stopped, it was almost stopped, and you should not be very hard on me, since it is very difficult to determine exactly when the ship stopped." This signal must not be given until the vessel has stopped, and before giving it you must be absolutely sure that it is not moving in relation to the water "(Judge Langton, 1934).
Sailing ships. Sailing vessels are now required to sound the horns required by Rule 35 (c) for vessels with limited ability to maneuver. The conference decided not to store the signals indicating the position of a sailing vessel in relation to the direction of the wind, since this information is of little value to other vessels, and because signals previously prescribed to these vessels, consisting of one, two and three whistles, may be mistaken for maneuvering signals.
The signal prescribed in Rule 35 (c) shall only be given by a vessel with sails set and under way. Anchored yachts and sailing vessels must give the signals prescribed in Rule 35 (f).
A vessel engaged in towing. The sound signals prescribed by Rule 35 (c) should be emitted by almost all categories of vessels to which some privileges are accorded by Rule 18, that is, they should be given not only by towing vessels engaged in complex towing operations. A vessel engaged in towing must give a signal consisting of a long and two short beeps. The vessel being towed, if crewed, is required to sound the special sound signal prescribed by Rule 35 (d). However, this should be seen as a precaution required by Regulation 2 (a), that is, that measures should be taken to ensure that such a signal is given, especially in the case of long tug lengths, as the towing vessel cannot be identified as such by its fog signal.
A tugboat moored to a ship but not being towed shall not give the fog signals prescribed for the towing ship. In the court's decision in this case, among other things, it was stated that the vessel associated with the tug should have given signals prescribed to the vessel underway, which should not have been accompanied by any signals from the tug.
A vessel pushing another vessel. A vessel pushing another vessel should now give the same signals as the towing vessel.
In the previous Regulations, such vessels were not mentioned and it was considered that they should give the signals prescribed for ordinary power-driven vessels. Regulation 35 (e) requires vessels rigidly connected in an articulated vessel to give the signals prescribed for power-driven vessels.
The ship is at anchor. In a vessel of 100 m or more in length and at anchor, a rapid chime should be given at the stern after the bell. The previous Rules did not specify the sequence of giving these signals.
Appendix III does not provide typical hearing ranges for bells and gongs, which are probably relatively short. For a vessel at anchor in confined waters and where the approach of another vessel appears to be excessive, Rule 35 (f) permits the sound of stronger whistle signals.
A vessel engaged in fishing at anchor. In accordance with Rule 15 (c) (viii) PPSS-60, a vessel engaged in fishing, while underway or at anchor, must give a signal consisting of one long and two short sounds. Rule 35 (c) of COLREGS-72 is less detailed, it just refers to a vessel engaged in fishing, but everything remains unchanged. A vessel engaged in fishing at anchor shall blow the whistle prescribed in Rule 35 (c) and a fishing vessel at anchor that is not engaged in fishing shall sound the signals prescribed in Rule 35 (f).
Special operations at anchor. Rule 27 (b) requires certain anchored vessels classified as “limited in maneuvering ability” to exhibit three all-round lights, of which the upper and lower are red and the middle white. This applies to ships engaged in laying or lifting submarine cable or underwater operations. The fog signal to be given by such a vessel at anchor is not very well defined, but it may be entitled to blow the whistle required by Rule 35 (c) to warn other vessels.
The ship is aground. The sound signals of a vessel aground shall remain the same as prescribed in Rule 15 (c) (vii) of RPS60. A vessel aground with a length of 100 m or more shall sound the bells immediately after the second series of three bells is struck.
The new provision is that a vessel aground is allowed to blow the whistle signal accordingly. The nature of this signal is not specified as the Conference did not decide which signal would be acceptable for all conditions. The “U” signal (two short beeps and one long beep), meaning “your course is in danger,” is generally considered appropriate to warn other vessels.
Pilot ships. Each pilotage vessel, including sailing pilotage, may sound an identification signal consisting of four short blasts. This feature was previously only used by power-driven pilot ships. Some vessels involved in providing vessels with pilots are allowed by local authorities to give other identification signals. Vessels giving identification signals shall continue to sound fog signals at fixed intervals.
Rule 36 - SIGNALS FOR ATTRACTING ATTENTION
Any vessel, if necessary to attract the attention of another vessel, may give light or sound signals, but such that could not be mistaken for the signals established by these Rules, or may direct the searchlight beam in the direction of danger, but so that it does not interfere with others. courts.INTERPRETATION
This Rule is similar to Rule 12 of CPS60, but in it. no particular mention is made of the use of flashlights as a signal to attract the attention of another vessel. To attract the attention of an approaching vessel, it is allowed to use any signals, including light flashes, which cannot be mistaken for signals prescribed in other sections of the Rules. A sailing vessel may use an electric torch or searchlight to illuminate its sails. The use of the searchlight beam to indicate the direction of danger was previously prescribed by Rule 9 (g) of CPSS-60 for vessels engaged in fishing, and now the searchlight can be used for this purpose by other vessels.Fishing lights authorized by Regulation 9 (g) of PPSS-60 on vessels engaged in fishing are not mentioned in the new Rules. Their reference was not considered necessary as all ships may use deck lights and other lights provided they do not impair the visibility or the distinguishing characteristics of the lights required by Regulation 20 (b) COLREGS 72.
Lights or sound signals that may be mistaken for signals prescribed in other sections of the Regulations shall not be used to attract the attention of another vessel. In particular, signals that might be confused with the signals prescribed in Rule 37 should not be used unless the ship is in distress. A very long blast from a ship's whistle, for example, would be mistaken for a “continuous sound by any fog-signaling apparatus” [Annex IV, paragraph 1, (b)].
Rule 37 - DISTRESS SIGNALS
When a ship is in distress and requires assistance, it shall use or display the signals prescribed in Annex IV to these regulations.INTERPRETATION
The list of distress signals was previously given in Rule 31 of the SPS-60. At the 1972 Conference, some countries proposed to remove distress signals from the Regulations as they have nothing to do with collision avoidance at sea. However, most of the countries participating in the Conference were in favor of keeping distress signals within the framework of the Regulations to give them the widest possible distribution. A compromise decision was made to include a concise Rule 37, which obliges a ship in distress to use distress signals and refers to the list in Appendix IV.The duty of ships in distress and needing assistance to use one or more of these signals is now emphasized.