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Rule 14 Head-on situation (a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to starboard so that each shall pass on the port side of the other. Rule 14: HEAD-ON SITUATION Always alter course to starboard when you see…
Rule 13 Overtaking (a). Notwithstanding anything contained in the Rules of part B, sections I and II, any vessel overtaking any other shall keep out of the way of the vessel being overtaken. Rule 13: OVERTAKING Rule 13 has no exceptions; the overtaking vessel always keeps out of the way. If you are not sure…
Rule 10 Traffic separation schemes (a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other Rule. Nothing in Rule 10 is saying that sailing in a lane of a Traffic Separation Scheme you have any “priority” with cross traffic coming from…
Collisions are among the most high profile of all maritime accidents. The number of collisions and their cost (personal and financial) has increased in recent years and “human error” seems to be the only common factor. Collisions should not happen but they do; sometimes with disastrous consequences.If the regulations are followed to the letter, then…
Emergency wreck marking buoy • IALA has introduced on trial basis. • For temporary response. • Typically to be used for first 24‐72 hrs. • Deployment to be promulgated through usual maritime safety information system. • Designed to provide a prominent aid to navigation. • To be placed as close of wreck as possible. It…
General ECDIS allows for monitoring of a ship’s position in real-time throughout the voyage and integrates information from GPS, Gyro, Radar, ARPA, AIS and other navigational equipments into a single display. It has several advantages over paper charts as listed below; Continuous route monitoring Continuous monitoring of depth safety contours and soundings Easier voyage planning…
Safety Contour = Dynamic draft + Minimum Net UKC requirement – Height of tide Shallow Contour = One Contour less than Safety Contour 1. Why Height of Tide is being subtracted from the Safety Contour depth? Why it is not added, as we do for depth calculation? Let us use an example to understand this….
DSC VHF Switch off transmitter immediately. Switch equipment on and set to Channel 16; and Make broadcast to “All Stations” giving the ship’s name, call sign and DSC number, and cancel the false distress alert. Example All Stations, All Stations, All Stations This is NAME, CALL SIGN, DSC NUMBER, POSITION. Cancel my distress alert of…
Read More “INSTRUCTIONS FOR MARINERS AND OTHERS ON HOW TO CANCEL A FALSE DISTRESS ALERT” »
Girthing It is the capsizing moment of the tug due to the sudden movement of ships. The line is usually secured very near to the center of flotation and for this reason the tug is liable to be girded. This phenomenon is known variously as girthing, girding or girting, in differing parts of the world….
Contents 1 General description Ship’s particulars Characteristics of Main Engine(s) 2 Manoeuvring characteristics in deep water Course change performance Turning circles in deep water Accelerating turn Yaw checking tests Man-overboard and parallel course manoeuvring Lateral thruster capabilities 3 Stopping and speed control characteristics in deep water Stopping ability Deceleration performance Acceleration performance 4 Manoeuvring characteristics in…