The need for navigational lights in the marine sector was highlighted as an effort to reduce the number of vessel collision at sea. Strong lights are ideal for conveying a message from one boat to another across long distances on a dark windy night. In the recent past the underwater boat lights category has been added to the conventional red, green and white 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 starboard side is generally the right side of a boat from an observer standing on board facing the bow. Also known as the senior side, this section of the quarter deck is largely for the occupation of the captain. It has become common for captains to hoist flags or pennants on the starboard yard as a trademark.
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.
All over the world, it is deemed that the captain will be legally responsible for all persons and cargo on a vessel under his command. It is recommended that the skipper personally conduct some routine checks before leading a boat to sea. A report must be prepared detailing the condition of all systems including 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 starboard side is generally the right side of a boat from an observer standing on board facing the bow. Also known as the senior side, this section of the quarter deck is largely for the occupation of the captain. It has become common for captains to hoist flags or pennants on the starboard yard as a trademark.
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.
All over the world, it is deemed that the captain will be legally responsible for all persons and cargo on a vessel under his command. It is recommended that the skipper personally conduct some routine checks before leading a boat to sea. A report must be prepared detailing the condition of all systems including underwater boat lights.
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