"understanding Vessel Accidents: A Primer For Maritime Law Attorneys"

 "understanding Vessel Accidents: A Primer For Maritime Law Attorneys" - The rules of the road are very similar to the rules of the road. They establish a common way to navigate smoothly and avoid collisions when two ships are crossing each other, on their way to meet each other, or when a ship wants to pass another.

Since collisions are the number one accident on the water, boaters should keep these boating rules in mind. To get basic training on the many "Rules of the Road", take a boat safety course. The Marine Board has three approved online courses as well as classroom or equivalent exams that cover all boating laws, waterways, sound signals and activities for other marine enthusiasts.

"understanding Vessel Accidents: A Primer For Maritime Law Attorneys"

Note that traffic regulations generally do not use the term "right of way". Instead, the ships are given "far apart". A vessel that must keep out of the way of another vessel is called a "passing" vessel and a vessel that must maintain course and speed is called a "standing" vessel.

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Maintain a safe speed. Unless the speed is prohibited by law or the waterway is marked with a "No Wake" or "Slow Speed" sign, you must make your own judgment about the "safe speed" taking into account visibility, boat traffic, the maneuverability of your boat and the weather. Oregon also has a statewide “proximity rule” that requires operators to watch slowly without wake within 200′ of a boat ramp, marina or anchorage with a capacity of six or more boats; moored houseboat with six or more buildings; or people working on the water surface. Users may be liable for injuries sustained. Definition of waking up late:

Operate the boat at the slowest speed necessary to maintain rudder and reduce or eliminate waves that appear as white water behind the boat.

Avoid collisions. The laws of the road include the actions that must be taken when you encounter another vessel in the water. Some of the most common situations you may encounter are: 1) moving forward, 2) meeting the head, and 3) crossing the bow of another ship. For each, the ship marked "passing" must land on the other ship, while the ship marked "standing" must maintain its course and speed. When meeting another ship, a sailor should not "immediately make a major change of course" unless there is a risk of collision (reversing or nearly reversing) - he can simply stay on course. If there is a risk of collision, the mariner must change the ship's course and/or speed.

Remember, as a boater, always take the biggest and first step to avoid a collision and always drive defensively. Maritime security is not rocket science. All you need for real work is a lot of reliable men, a little money and creativity. The entire industry can be broadly defined within three lines of activity at the same time: logistics, marketing and services. Everyone has thoughts, but also pain.

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In the article I will talk about the types of service providers, things that involve a lot of informality and a smart meeting place, all the crazy licenses, certificates, permits and also dealing with fake photo advertising.

There will be no names of companies or people who do not talk about statements or public data. The idea is not to blame anyone or to promote my company, but to show in a simple and open way the importance of an industry that is very simple, but at the same time more difficult and frustrating than non-professionals can imagine. And let me go further: real stress and conflict are not caused by hurt. They are probably the easiest part of the whole "game".

What is security Is it an idea or something that makes sense? What is the security level? There are no clear answers. Many terms define safety as something, be it a person, company or government, to feel safe (perceived) and to be saved from actual harm (actual). Many say that prevention is the highest level of safety. An effective defense creates the enemy's impression that the security provider is capable of providing real security, which can harm the enemy. A reasonable person evaluates the risk-reward and if there is no balance for him, he will not attack. Avoidance worked.

Vendors emphasize protecting those least likely to have to prove their true ability to provide security that resists hacker attacks. A ship wrapped in barbed wire with visibly armed men on board is not an attractive target. The defender of the ship always held the so-called tactical high ground, which puts her in a better strategic position against most attackers from the sea.

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This is where security comes into play, providing an opportunity for a would-be pirate who, after attacking a ship, can bleed from bullet holes as they weave through the wire. Obviously not an easy target and not a good look for a would-be pirate.

Some hackers will test to see if what they think is a vulnerable target is actually ready to defend itself. Maybe the guards have dummies or dummy weapons? Attackers will then move into the challenge and if there is no sign of actual damage, attack. Deterrence failed, visibility reduced.

However, the warning shots will make sure the view is backed up with real damage if they want to continue. Many times they drop the target, change course and wait for another ship to try the same route.

In short, we can say that security is a priority that needs to be supported in a specific way or to prevent failures.

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No one knows exactly how many real service providers there are today. We define "service provider" as groups that provide or organize security services on board ships that operate in areas that may be attacked by pirates.

Full Style Vendors: Those who run all of the above lines themselves. They have obtained the most recognized industry memberships (ICoC, SAMI), certifications (ISO 9001 and others), national flag licenses (Panama, Cyprus, etc.) and the insurance needs of the industry (Public Liability, Professional Indemnity and Personal Accident). In addition, they found illegal armaments. In short, these are companies that will do a complete A to Z job as per IMO and other government and industry requirements.

There are both small and large companies in this field. Some of the companies cooperate and others try to squeeze out competitors. Some trust each other and work together.

Generally, 181 companies are included in the SAMI list as of June 2013, but not all listed companies will count as companies. Full-fledged manufacturers try to operate as independently as they can to maintain as much profit as possible, which is not easy to obtain due to the large amount of paperwork and operating costs.

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Half traders: They are on the way to a full position if they choose to work in the middle for various reasons. Most of them are without armour, which for various reasons are not easy to find and can be expensive to maintain. Some don't buy insurance. The combination of loaner gun, insurance coverage, and guard works well for them. They are highly dependent on the availability of partner equipment. Therefore, sometimes they may not be able to provide the service quickly. Additionally, their fees are based on gun rental membership fees and their regular guardians.

Intermediaries: There are companies that sell entirely or mostly to other companies. They focus a lot on marketing, but often do not have equipment, weapons, licenses, certificates or insurance. They act as a link between real merchants and take their money through so-called common fees and percentages or fees that are added to the needs of the providers.

Some of them are honest and looking for a long-term profitable relationship, but others are just thieves who will stop at anything to increase their short-term profit while abandoning long-term stability. They are not directly responsible for anything and all responsibility lies with the actual seller.

Illegal - Societies or fraternity groups that do not meet many of the requirements or follow the best management practices required by the industry. They usually have the manpower and means to obtain weapons from the commercial market and do the job very cheaply using cheap manpower and cheap weapons.

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In most cases, weapons are used only once and go overboard before reaching port. There are also shipping companies that hide good weapons inside the ship and give them to another shipping company, usually another company. This saves significant costs, but when the port authorities find out,

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