Navigation lights have made their way into the marine sector as aids to better management of collision risks on water. With an ability to be clearly observed from far out at sea, captains are able to confirm the size and direction of travel of a distant vessel. In addition to the conventional red, green and white lights, underwater boat lights are also making their presence felt.
On crowded waters, a boat may install a flashing yellow beacon to create more awareness. These navigation aids are simply colored sources of light energy strong enough to be viewed across considerable distances. Red lights are located on the port side while green sources are on the starboard side. Depending on the orientation of two vessels with respect to each other, the operators will be able to determine who has the right of way long before they meet.
Also known as the starboard, the right side is recognized as the area from where the captain runs his vessel. It contains a vantage point, steering mechanisms and communication equipment for the ship while at sea. The starboard yard will feature communication antennae and a flag or pennants as some form of 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.
It must be appreciated that risks exist whenever a boat is afloat on a voyage. Without proper control of developing situations, a hazard will progress to danger and peril. The range of possible accidents is topped by a mishap that suddenly leaves all on board in water. The first lessons to all potential crew members should tell them what to expect when sudden immersion in water occurs.
Skippers are held fully responsible by law for the safety of all persons present on the ship. Whenever the crew is preparing for a voyage, the skipper must ascertain that all necessary equipment is on board. Another primary check is the motors, equipment and electrics such as underwater boat lights to ensure they are in acceptable working condition.
On crowded waters, a boat may install a flashing yellow beacon to create more awareness. These navigation aids are simply colored sources of light energy strong enough to be viewed across considerable distances. Red lights are located on the port side while green sources are on the starboard side. Depending on the orientation of two vessels with respect to each other, the operators will be able to determine who has the right of way long before they meet.
Also known as the starboard, the right side is recognized as the area from where the captain runs his vessel. It contains a vantage point, steering mechanisms and communication equipment for the ship while at sea. The starboard yard will feature communication antennae and a flag or pennants as some form of 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.
It must be appreciated that risks exist whenever a boat is afloat on a voyage. Without proper control of developing situations, a hazard will progress to danger and peril. The range of possible accidents is topped by a mishap that suddenly leaves all on board in water. The first lessons to all potential crew members should tell them what to expect when sudden immersion in water occurs.
Skippers are held fully responsible by law for the safety of all persons present on the ship. Whenever the crew is preparing for a voyage, the skipper must ascertain that all necessary equipment is on board. Another primary check is the motors, equipment and electrics such as underwater boat lights to ensure they are in acceptable working condition.
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