To thwart collisions among ocean faring vessels, the mounting of strategically located navigation lights as a warning. By a mere glance at the lights on an approaching craft, a sailor will be able to tell the type and line of motion of the oncoming vessel. In some states the conventional red, green and white lights are used in conjunction with underwater boat lights.
Crowded waters call for a more recognizable form of communication, usually a flashing beacon. The level of light intensity must be so designed to pierce the darkness even on a foggy night at sea. International marine laws recognize the mounting of red and green lights on the right and left sides respectively as a standard requirement. These are used by captains of sea faring vessels to tell who has the right of way where paths cross.
The side identified by a red light is also chosen as the main work post for the skipper. The control room has a contraption of communication equipment and levers for controlling motion of the craft. Over the years, many sailors also adopted the habit of hoisting flags or pennants on the starboard yard for easier identification.
The left side is designated the name port probably due to the fact that sailors usually moor ships on this side. This habit was adopted to avoid crushing the propulsion mechanism which was conventionally located on the right hand side on boats of earlier times. Vessels of varying propulsion mechanisms and size are likely to be plying a sea route at the same time.
The currently visible light on the other vessel will guide a captain on the course of action to take. Practically, other complexities such as a very strong drafts that harbor change of direction may be used to make a decision. Large vessels such as oil tankers may also be very hard to divert from a certain direction of motion, especially if they are travelling at a considerable speed.
It is likely that a one boat may technically take longer to change its course and will thus be considered to have the right of way. The argument that a green light means proceed is thus challenged when some facts are put into consideration. Any successful skipper will know that experience and an updated knowledge on prevailing marine rules could mean the difference between a safe voyage and a grisly accident.
All skippers understand that boating involves an element of risk at all times. This risk could potentially develop into danger or real peril if not properly managed. One of the worst accidents is a progression of events that unexpectedly leaves the crew in the water. Basic training should be given to all crew so that they fully understand bodily response to sudden immersion to increase their chances of survival.
It is legally acknowledged that the captain bears overall responsibility for the persons and goods aboard his craft. He should conduct a routine check in person to ensure all the required gear is included. He also has to organize for a thorough check up of all systems from motors to underwater boat lights. A skipper should be in a position to present the inspection report created before embarking on a voyage.
Crowded waters call for a more recognizable form of communication, usually a flashing beacon. The level of light intensity must be so designed to pierce the darkness even on a foggy night at sea. International marine laws recognize the mounting of red and green lights on the right and left sides respectively as a standard requirement. These are used by captains of sea faring vessels to tell who has the right of way where paths cross.
The side identified by a red light is also chosen as the main work post for the skipper. The control room has a contraption of communication equipment and levers for controlling motion of the craft. Over the years, many sailors also adopted the habit of hoisting flags or pennants on the starboard yard for easier identification.
The left side is designated the name port probably due to the fact that sailors usually moor ships on this side. This habit was adopted to avoid crushing the propulsion mechanism which was conventionally located on the right hand side on boats of earlier times. Vessels of varying propulsion mechanisms and size are likely to be plying a sea route at the same time.
The currently visible light on the other vessel will guide a captain on the course of action to take. Practically, other complexities such as a very strong drafts that harbor change of direction may be used to make a decision. Large vessels such as oil tankers may also be very hard to divert from a certain direction of motion, especially if they are travelling at a considerable speed.
It is likely that a one boat may technically take longer to change its course and will thus be considered to have the right of way. The argument that a green light means proceed is thus challenged when some facts are put into consideration. Any successful skipper will know that experience and an updated knowledge on prevailing marine rules could mean the difference between a safe voyage and a grisly accident.
All skippers understand that boating involves an element of risk at all times. This risk could potentially develop into danger or real peril if not properly managed. One of the worst accidents is a progression of events that unexpectedly leaves the crew in the water. Basic training should be given to all crew so that they fully understand bodily response to sudden immersion to increase their chances of survival.
It is legally acknowledged that the captain bears overall responsibility for the persons and goods aboard his craft. He should conduct a routine check in person to ensure all the required gear is included. He also has to organize for a thorough check up of all systems from motors to underwater boat lights. A skipper should be in a position to present the inspection report created before embarking on a voyage.
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