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43-498: TSSs are used to regulate the traffic at busy, confined waterways or around capes. Within a TSS there is normally at least one traffic-lane in each main-direction, turning-points, deep-water lanes and separation zones between the main traffic lanes. Most TSS include 'inshore traffic zones' between the (outer) lines and the coast. The inshore traffic zone is unregulated and is not intended to be used for through traffic but rather for local traffic, fishing and small craft. A ship navigating in

86-634: A multilateral treaty called the Convention on the International Regulations for Preventing Collisions at Sea , also known as Collision Regulations of 1960. Although rules for navigating vessels inland may differ, the international rules specify that they should be as closely in line with the international rules as possible. In most of continental Europe , the Code Européen des Voies de la Navigation Intérieure (CEVNI, or

129-514: A second mate 's license, passing a battery of examinations, and approximately 13 weeks of classes. Similarly, one must have worked as a third mate for 360 days (including 90 days in the most recent three years on vessels of appropriate tonnage) to have become a second mate. There are two methods to attain an unlimited third mate's license in the United States: to attend a specialized training institution, or to accumulate "sea time" and take

172-474: A Master mariner of great shipping (Kapitan żeglugi wielkiej) is the commander of a merchant vessel without restrictions to its tonnage engaged in great (international) shipping. To be licensed as a Master mariner, the candidate must be: The Extra Master's qualification (issued only in the United Kingdom), which was discontinued in the 1990s, used to be the highest professional qualification and it

215-468: A USCG master's certificate as an alternative to their state licensing. These state licenses certify that the captain has given satisfactory evidence that they can safely be entrusted with the duties and responsibilities of operating or navigating passenger carrying vessels of the tonnage and upon the waters specified. The state licensed captains command vessels that range from small uninspected vessels to large excursion vessels that carry over 100 passengers, so

258-405: A partial examination consisting primarily of celestial navigation and have the near coastal restriction removed. 46CFR 11.403 A master of 1,600 ton vessels can, under certain circumstances, begin the application process for an unlimited third mate's license. Some employers offer financial assistance to pay for the training for their employees. Otherwise, the mariner is responsible for the cost of

301-451: A person was a master craftsman in this specific profession (e.g., master carpenter, master blacksmith). In Norway, the title of Master mariner is (Sjøkaptein) and it is a protected title to which holders of a license as deck officer class 1 in accordance with the "Regulations on qualifications and certificates for seafarers" have the exclusive right. The license is the highest qualification document issued to deck officers. In Poland,

344-443: A requirement for all vessels to proceed at a safe speed with reference to the prevailing circumstances and conditions. Relevant circumstances include, for example, the state of visibility, the presence of other ships (traffic), as well as the draught and manoeuvrability of the mariner's own ship. This rule states that the rules in this section apply to all vessels in any condition of visibility. Rule 5 – Look-out. This rule concerns

387-447: A restricted or limited master's certificate who has sailed in command of a ship (i.e. appropriate to the size, power or geographic limits of their certificate) can also be titled captain . In the UK, an unrestricted master's certificate is colloquially called a "master's ticket" or a "master's." It is sometimes still referred to as a "Class 1" or "Master Foreign-Going" as it was named during

430-534: A safe distance with other vessels. It requires alterations to be consistent with the concept of good seamanship , as well as be sufficient to be observed by the other vessel, ie, a large and bold angle of course alteration. The rule is designed to work in operation with other rules, including Rules 16 and 17. Rule 9 – Narrow Channels. This rule concerns those vessels keeping a course within narrow channels and fairways. It requires vessels less than 20 metres in length, fishing vessels and sailing vessels to not impede

473-707: A series of training classes and examinations. Training institutions that can lead to a third mate's license include the U.S. Coast Guard Academy and the U.S. Naval Academy (with approved courses and requisite sea time as an Officer in Charge of a Navigational Watch), the U.S. Merchant Marine Academy (deck curriculum), the Great Lakes Maritime Academy , and the six state maritime academies in Maine , Massachusetts , New York , Texas , or California . Third mate's licenses can also be obtained through

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516-471: A three-year apprentice mate training program approved by the Commandant of the U.S. Coast Guard. A seaman may start the process of obtaining a license after three years of service in the deck department on ocean steam or motor vessels, at least six months of which as able seaman , boatswain , or quartermaster . Then the seaman takes required training courses, and completes on-board assessments. Finally,

559-501: A traffic-lane should sail in the general direction of that lane. The body of water between two opposite lanes is named separation zone and is to be avoided by vessels travelling within the TSS as far as possible except in certain circumstances such as emergencies or for fishing activities. Where needed there are special zones where a lane splits into two channels: one ongoing and the other to the nearby port(s). The TSS rules are incorporated in

602-614: Is a lot of traffic (busy shipping areas) where not regulating the traffic would lead to more accidents. In Europe , many TSS areas are found around the Southern part of the North Sea including the English Channel . Other TSSs are in place off Land's End and around Ouessant ( Ushant ). Well-known TSS locations include the English Channel , German Bight , Singapore , and Cape Horn . The Dover Strait/Détroit du Pas de Calais

645-407: Is referred to as passing 'port to port' as the port sides separate away from each other as vessels alter. The rule effectively assigns equal responsibility to vessels to prevent collision. Rule 15 – Crossing Situation. This rule concerns actions for vessels in crossing situations and essentially requires a vessel that has another vessel on their starboard (right hand) side to stay out of the way of

688-550: The International Maritime Organization (IMO) and set out, among other things, the "rules of the road" or navigation rules to be followed by ships and other vessels at sea to prevent collisions between two or more vessels. COLREGs can also refer to the specific political line that divides inland waterways , which are subject to their own navigation rules, and coastal waterways which are subject to international navigation rules. They are derived from

731-562: The International Regulations for Preventing Collisions at Sea (Under Part B, Section I, Rule 10- Traffic Separation Schemes), SOLAS V/10 and the General Provisions on Ships' Routeing (GPSR). An individual TSS is controlled by a vessel traffic service . Objectives of IMO Routeing Schemes: If a ship wants to cross a traffic-lane it should do so at a right angle to avoid endangering ship traffic using

774-460: The Captain of a ship any size, of any type, operating anywhere in the world, and it reflects the highest level of professional qualification amongst mariners and deck officers. Master certification/licensing is also given with tonnage restrictions of 500 tonnes. The term master mariner has been in use at least since the 9th century, reflecting the fact that in guild or livery company terms, such

817-727: The European Code for Navigation on Inland Waters) apply. In the United States, the rules for vessels navigating inland are published alongside the international rules. As of 2022, there are 41 Rules and four annexes in COLREGs Rules in force. Rule 1 - Application. This rule states that the COLREGs should be complied with by all vessels on the "high seas". Rule 2 – Responsibility. This rule allows Master mariners and other persons in charge of vessels to depart from

860-613: The Provisions of the Convention Rule 39 - Definitions Rule 40 - Application Rule 41 - Verification of Compliance ANNEX I - Positioning and Technical Details of Lights and Shapes ANNEX II Addition Signals for Fishing Vessels Fishing in Close Proximity ANNEX III ;: Technical Details of Sound Signal Appliances Master mariner A master mariner is a licensed mariner who holds

903-531: The STCW A-II/2 syllabus. sac To become a master of vessels of any gross tons upon oceans in the United States, one must first accumulate at least 360 days of service (including 90 days in the most recent three years on vessels of appropriate tonnage) while holding a chief mate 's license. The chief mate's license, in turn, requires at least 360 days of service (including 90 days in the most recent three years on vessels of appropriate tonnage) while holding

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946-685: The conditions and to effectively take action to avoid collision in ample time. As far as possible, vessels should avoid altering to port for vessels forward of their beam unless being overtaken and avoid altering course towards a vessel abeam or abaft the beam . For ships that have heard another vessels sound signal but not observed them on radar, part e requires the ship to reduce speed to the minimum required to maintain their course and if necessary to take all way off. Rule 20 – Application Rule 21 – Definitions Rule 22 – Visibility of Lights. The minimum visible distance requirements of navigational lights are detailed under this rule. These vary according to

989-487: The highest grade of licensed seafarer qualification; namely, a master's license. A master mariner is therefore allowed to serve as the master of a merchant ship for which national and international requirements apply under the STCW Convention . Regulation II/2 sets out requirements for Master Mariners. Master mariners can possess either an unlimited certification/licence or one restricted based on tonnage of

1032-403: The keeping of a proper lookout to sea. It involves keeping the lookout by all available means, including audible means, visual means and by the use of marine radar . Rule 6 – Safe Speed. This rule sets out a requirement for all vessels to proceed at a safe speed with reference to the prevailing circumstances and conditions. Relevant circumstances include, for example, the state of visibility,

1075-459: The latter part of the 20th century. The conventions or acts governing the certificate have evolved alongside the shipping industry and the official name of a master mariner's qualification has varied over the years. The UK Maritime & Coastguard Agency , in line with the amended STCW convention, currently title the certificate Master Unlimited . The qualification is awarded to those senior ships officers whose competency has been assessed under

1118-1051: The length of the vessel. For example, for vessels greater than 50 metres in length, the visibility ranges of lights are 6 miles for masthead lights, 3 miles for sidelights, 3 miles for the sternlight, 3 miles for towing lights and 3 miles for an all round light. 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 Not Under Command or Restricted in their Ability to Manoeuvre Rule 28 – Vessels Constrained by their Draught Rule 29 – Pilot Vessels Rule 30 – Anchored Vessels and Vessels Aground Rule 31 – Seaplanes 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 - Exemptions PART F - Verification of Compliance with

1161-442: The license of master of vessels of any gross tons upon Great Lakes and inland waters . A master of vessels of any gross tons upon Great Lakes and inland waters may, without any additional sea service, take the examination for master of vessels of any gross tons upon near coastal waters . If the candidate does not already have sufficient deep sea experience he may with six months of additional sea service, in any licensed capacity, take

1204-494: The mariner can apply to the United States Coast Guard for a third mate's license. An alternate method of obtaining a license as a master of vessels of any gross tons upon oceans, without sailing as a third, second, or chief mate, is to obtain one year of sea service as a 1st class pilot of any gross tons or mate of vessels of any gross tons upon Great Lakes and inland waters . Then pass an examination for

1247-913: The other vessel. Rule 17 – Action by Stand-on Vessel. Rule 17 requires the stand-on vessel to maintain their course and speed. However, if it appears that the other vessel who is required to give way is not taking action, then they may take action to avoid collision according to certain requirements having been met. Rule 18 – Responsibilities Between Vessels. Rule 18 effectively establishes an order of priority between all vessels and modes of operation of those vessels. For power-driven vessels operating normally, these type of vessels are required to keep clear of all other vessels, including sailing and fishing vessels. However, where vessels are subject to restrictions such as not under command, constrained by draft or restricted in their ability manoeuvre, then other vessels, including other power-driven vessels, sailing vessels and fishing vessels are either required to keep out of

1290-400: The other, becoming the give way vessel under rule 17. The other vessel is required to stand-on under rule 17. Also, if the circumstances of the case admit, the vessel that has the other on their starboard side should avoid crossing ahead of the other vessel. Rule 16 – Action by Give-way Vessel. This rule requires the give-way vessel to take early and substantial action to keep well clear of

1333-474: The passage of larger vessels in the narrow channel. It also gives reference to signals (sound and light) that can be given to allow vessels to overtake one another if following the narrow channel or fairway, as well as a separate signal when approaching a bend. Vessels are also not allowed to anchor unless there are legitimate circumstances for doing so. Rule 10 – Traffic Separation Schemes. Typically abbreviated to TSS by mariners, these schemes aim to promote

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1376-523: The presence of other ships (traffic), as well as the draught and manoeuvrability of the mariner's own ship. Rule 7 – Risk of Collision. This rule requires all vessels to use all available means to determine if a risk of collision exists. These include the proper use of marine radar and the taking of bearings by ship's compass to determine if there is a steady bearing and risk of collison. Rule 8 – Action to Avoid Collision. This rule sets out requirements for vessels to alter course and/or speed to pass

1419-441: The required training. A Chief Mate to Master formal training generally takes about 12 weeks and provides the knowledge, skills and other soft skills training to take on the duties and responsibilities. Various US states require and issue shipmaster or captain licenses in order to be employed in operating a vessel for hire while navigating within "non-federal" waters. (Such as a lake or river charter boat "skipper"). Most states honor

1462-522: The rules to "avoid immediate danger", provided there are special circumstances for doing so. The rule also effectively requires all navigators to exercise good seamanship in applying the rules. Rule 3 – General Definitions. This rule sets out key definitions that apply to terms in the rest of the rules, including definitions for 'power-driven vessels', 'sailing vessels' and other terms such as 'not under command' and 'vessel restricted in her ability to manoeuvre. Rule 4 – Application. This rule sets out

1505-426: The safe passage of other/larger vessels. Rule 11 - Application Rule 12 – Sailing Vessels. The rule details how two or more sailing vessels should give way to each other when meeting. This is based on the wind direction . When each sailing vessel has the wind on a different side, the vessel which has the wind on the port side should keep out of the way of the other. Alternatively when both sailing vessels have

1548-491: The safety of navigation by ensuring ships follow a general direction of travel within defined traffic lanes. The TSS lanes are shown on paper and electronic charts and by monitoring their position, a ship can determine their navigation within the scheme. Additionally, a TSS provides separation zones and inshore-traffic zones, to which restrictions apply. Additional restrictions also apply to some vessel types, such as fishing vessels and vessels less than 20m in length to not impede

1591-480: The ship. Certification is given by national authorities, typically following completion of minimum necessary seatime and a course of approved training, based on the IMO model course. For those with an unlimited certificate, this has no limits on the tonnage, power, or geographic location of the vessel that the holder of the license is allowed to serve upon. An unlimited master mariner would therefore be allowed to serve as

1634-408: The traffic-lanes (although traffic in the lane does not automatically have the right-of-way). To minimize the amount of time a crossing ship spend crossing the traffic-lanes, there should be a right angle between the lane direction and the keel direction – even if currents might shift the actual direction of the ship's movement to some angle other than 90 degrees. TSSs are used in locations where there

1677-480: The way or not impede their passage, depending on the requirements. Rule 19 – Conduct of Vessels in Restricted Visibility. This rule governs collision avoidance for vessels not in sight of another when navigating in or near an area of restricted visibility. Causes include fog , smoke and other phenomena such as heavy precipitation. The rule requires all vessels to proceed at a safe speed adapted to

1720-428: The wind on the same side, the vessel which is to windward should keep out of the way of the vessel which is to leeward. Finally, if a vessel with the wind on the port side sees a vessel to windward and cannot determine with certainty whether the other vessel has the wind on her port or starboard side, they should keep out of the way of the other, ie they take action to make the situation safe regardless of knowing for sure

1763-582: The wind situation of the other vessel. Rule 13 – Overtaking. This rule governs overtaking situations between different vessels. The primary requirement is that for all overtaking vessels, they must keep clear of the vessels they are overtaking. For sailing vessels Rule 13 also takes precedence over rules 12 and 18 meaning the overtaking sailing vessel must keep clear. Rule 14 – Head-on Situation. This rule requires power-driven vessels that meet head-on ie bow directly facing another bow, to both alter course to starboard so as to pass clear of each other. This

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1806-624: Was the first International Maritime Organisation (IMO) approved traffic separation scheme in the world in 1967. Other TSS areas can be found in the Mediterranean Sea , western side of the Atlantic Ocean and the Pacific . International Regulations for Preventing Collisions at Sea The International Regulations for Preventing Collisions at Sea 1972 , also known as Collision Regulations ( COLREGs ), are published by

1849-533: Was the pinnacle for any mariner to achieve. There are also various other levels of master's certificates, which may be restricted or limited to home trade/near coastal voyages and/or by gross tonnage . The holder of a restricted master's certificate is not referred to as a "master mariner". In the British Merchant Navy a master mariner who has sailed in command of an ocean-going merchant ship will be titled captain . A professional seafarer who holds

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