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.
Flashing beacons are preferable on more crowded waters where the noise and distractions are more pronounced. A good navigation light should send its beam across considerable stretches even on a misty night. World over, many marine authorities recommend red and green lights to be used to identify the right and left sides respectively on a vessel traveling at night. Their sight is interpreted by captains as an indicator to the craft with right of way.
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.
Due to the widely accepted practice of mooring the boats on the left side, it later came to be referred to as the port. By this approach, there was less likelihood of damaging oars, conventionally fitted on the right side. Quite regularly, the sea routes of vessels of varying design and size will intersect and caution must be exercised to avoid accidents.
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 also common practice for a powered ship to give way to a sailing ship for obvious reasons. Due to these special exceptions, a green light should not quickly be interpreted as a go ahead, rather as a signal to proceed with caution. It is paramount that captains traveling in unfamiliar territories make some efforts to grasp the general interpretation of prevailing marine rules.
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.
Flashing beacons are preferable on more crowded waters where the noise and distractions are more pronounced. A good navigation light should send its beam across considerable stretches even on a misty night. World over, many marine authorities recommend red and green lights to be used to identify the right and left sides respectively on a vessel traveling at night. Their sight is interpreted by captains as an indicator to the craft with right of way.
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.
Due to the widely accepted practice of mooring the boats on the left side, it later came to be referred to as the port. By this approach, there was less likelihood of damaging oars, conventionally fitted on the right side. Quite regularly, the sea routes of vessels of varying design and size will intersect and caution must be exercised to avoid accidents.
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 also common practice for a powered ship to give way to a sailing ship for obvious reasons. Due to these special exceptions, a green light should not quickly be interpreted as a go ahead, rather as a signal to proceed with caution. It is paramount that captains traveling in unfamiliar territories make some efforts to grasp the general interpretation of prevailing marine rules.
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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