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  • Colreg’s (ROR)
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    • Part A- General
      • Rule 1 – Application
      • Rule 2 – Responsibility
      • Rule 3 – General Definitions
    • Part B- Steering and Sailing
      • Section 1 (Rule 4 -10)
        • Rule 4 – Application
        • Rule 5 – Lookout
        • Rule 6 – Safe Speed
        • Rule 7 – Risk of collision
        • Rule 8 – Action to avoid collision
        • Rule 9 – Narrow Channels
        • Rule 10 – Traffic separation schemes
      • Section 2 (Rule 11 – 18)
        • Rule 11 – Application
        • Rule 12 – Sailing vessels
        • Rule13 – Overtaking
        • Rule 14 – Head on situation
        • Rule 15 – Crossing situation
        • Rule 16 – Action by give-way vessel
        • Rule 17 – Action by stand-on vessel
        • Rule 18 – Responsibilities between vessels
      • Section 3 (Rule 19)
        • Rule 19 – Conduct of vessels in restricted visibility
    • Part C- Lights and Shapes
      • Rule 20 – Application
      • Rule 21- Definitions
      • Rule 22 – Visibility of lights
      • Rule 23 – Power-driven vessels underway
      • Rule 24 – Towing and pushing
      • Rule 25 – Sailing vessels underway and vessels under oars
      • Rule 26 – Fishing vessels
      • Rule 27 – Vessels N.U.C or R.A.M
      • Rule 28 – Vessels constrained by their draught
      • Rule 29 – Pilot vessels
      • Rule 30 – Anchored vessels and vessels aground
      • Rule 31 – Seaplanes
    • Part D- Sound and Light Signals
      • Rule 32 – Definitions
      • Rule 33 – Equipment for sound signals
      • Rule 34 – Manoeuvring and warning signals
      • Rule 35 – Sound signals in restricted visibility
      • Rule 36 : Signals to attract attention
      • Rule 37 – Distress signals
    • Part E- Exemptions (Rule 38)
      • Rule 38 – Exemptions
    • Part F – Verification of compliance with the provisions of the Convention
      • Rule 39 – Definitions
      • Rule 40 – Application
      • Rule 41 – Verification of compliance
    • Annexes
      • Annex 1 – Positioning and technical details of lights and shapes
      • ANNEX II – Additional Signals for Fishing Vessels Fishing in Close Proximity
      • ANNEX III – Technical Details of Sound Signal Appliances
      • ANNEX IV – Distress Signals
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Archives for May 2016

Slow Speed Control

ship-speed

The estimation of speed and knowing when to reduce speed when approaching a berth is not always easy and confidence can only come with experience. On very large ships, such as VLCCs, some guidance may be available from reliable doppler logs, but on many ships, a doppler log is not available. In any case, total reliance upon instrumentation is not wise and is no substitute for experience. A pilot jumping from one ship to another, sometimes several during one duty period has to develop a "feel" for the type of ship he boards and con "by the seat of his pants." Speed Many casualties are proven … [Read more...]

By Cult of Sea Filed Under: Ship Handling Tagged With: duration, kick ahead, power, propulsion, Ship Handling, slow speed control, speed

Stresses in Ships

A ship at sea is subjected to a number of forces causing the structure to distort. Initially, these may be divided into two categories, as follows:Static forces - Ship floating at rest in still water.Two major forces acting:the weight of the ship acting vertically down buoyancy acting upDynamic forces - due to the motion of the ship and the sea the structural stresses, caused by the above forces, to which the ship structure is subjected may be categorized as:Longitudinal stresses (hogging and sagging) Transverse stresses (racking and the effects of water … [Read more...]

By Cult of Sea Filed Under: Ship Construction Tagged With: drydocking stresses, dynamic forces, dynamic stresses, hogging, localised, longitudinal stresses, panting, pounding, racking, sagging, Ship Construction, static forces, strain guages, stress, Torsion, transverse stresses, water pressure, whipping, whipping stresses

Bridge Navigational Watch Alarm System (BNWAS)

The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and detect operator disability which could lead to marine accidents. The system monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW becomes incapable of performing the OOW’s duties.This purpose is achieved by a series of indications and alarms to alert first the OOW and, if he is not responding, then to alert the Master or another qualified OOW. Additionally, the BNWAS may provide the OOW with a means of … [Read more...]

By Cult of Sea Filed Under: Bridge Equipment Tagged With: alarm, bnwas, Bridge Equipment, first stage, navigation, second stage, watch

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