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Rule 17 Action by stand-on vessel (a) (i) Where one of two vessels is to keep out of the way, the other shall keep her course and speed. (ii) The latter vessel may however take action to avoid collision by her maneuver alone, as soon as it becomes apparent to her that the vessel required…
Rule 15 Crossing situation When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the way and shall, if circumstances of the case admit, avoid crossing ahead of the other vessel. Rule 16 Action by give-way vessel …
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…
Shifting Board a) Longitudinal divisions (called shifting board), which must be grain tight may be fitted in both “filled” and “partly filled compartments”. b) In “filled compartments, they must extend downwards from the underside of the deck or hatch covers, to a distance below the deckline of at least one‐eighth the breadth of the compartment,…
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….