Signaling is the reception and transmission of signals for communication between ships or between a ship and the shore for the purpose of navigation. The ship's external communications equipment includes:

• radio communication;
• sound;
• visual;
• emergency radio equipment;
• pyrotechnic.

Any of the above means of communication may be used by a sailor on watch only with the permission of the captain or officer of the watch.

Radio communication

Since 1999, all ships have been equipped with Global Maritime Distress and Safety System (GMDSS) radio equipment. The main purpose of the GMDSS is the operational organization of search and rescue operations of an emergency vessel by coastal rescue focal point(SCC) with the involvement of ships and other means located in the disaster area.

As a result, ships have implemented modern means communications based on the widespread use of satellite and advanced conventional (including digital selective calling - DSC) communication methods, allowing for automatic transmission and reception of emergency signals at any distance, regardless of meteorological conditions and radio wave propagation conditions (Fig. 2.7). Special communication systems ensure the transmission of information to ships to ensure navigation safety (NAVAREA, NAVTEX).

Rice. 2.7. GMDSS equipment

In addition, the equipment allows for regular radio traffic both in the VHF and MF/HF bands, and using INMARSAT satellite communications. The INMARSAT system provides seafarers with direct dial telephone, telex, fax, email, data transfer mode.

The VHF radio station is designed for operational communication with coastal services and other vessels. The range of a fixed ship radio is approximately 30 miles. The VHF range is also used for organizing intra-ship communications during watch duty, mooring, anchoring, etc.

Main VHF channels:

Each piece of equipment has a so-called “red button” designed to transmit a distress signal. The sailor on watch must be careful not to accidentally press one of them. False transmission of a distress signal threatens an unscheduled inspection of all ship services and penalties.

Audio communications and alarms

Audio communication and signaling equipment is intended, first of all, to provide signals in accordance with COLREG-72. Sound alarm can also be used to transmit messages both via MCC-65 and, for example, for communication between an icebreaker and the ships it carries.

Sound means include: a ship's whistle or typhon (Fig. 2.8), a bell, a fog horn and a gong.

Rice. 2.8. Ship's Typhon

Whistle and typhon are the main means for giving sound signals in accordance with COLREG-72. Sound signals are issued from the wheelhouse and from the bridge wings by pressing the signal button. When sailing in conditions of limited visibility, a special device is turned on (Fig. 2.9), which gives fog signals according to a given program.

Rice. 2.9. Instrument panel for fog signals

The ship's bell is installed in the bow of the ship, near the windlass. It is used to transmit signals to the bridge when the ship is anchoring and unanchoring, to give fog signals when the ship is anchored, aground, to give an additional signal in case of a fire in the port, etc.

The fog horn is a backup fog alarm. It is used to provide fog signals when a whistle or typhon fails.

The gong is used to give fog signals prescribed by rule 35(g) COLREG-72.

Visual communication and signaling devices

Visual aids can be light or object.

Lighting devices include various light-signaling devices - signal lamps, spotlights, ratier, klotik and distinctive lights. The range of signaling devices is usually no more than 5 miles.

Signal figures and signal flags of the International Code of Signals (MCS-65) are used as subject means.

Rice. 2.10. Side light on the left side

Rice. 2.11. Ratier

Signal figures - balls, cylinders, cones and diamonds on ships are used in accordance with the requirements of COLREG-72. The figures are made from tin, plywood, wire and canvas. Their sizes are determined by the Register. They are stored on the upper bridge, except for the anchor ball, which is located on the forecastle.

Rice. 2.12. Signal figures

On ships of the maritime fleet, the International Code of Signals is used, a set of which consists of 40 flags: 26 alphabetic, 14 digital, 3 substitute response pennants. These flags are raised on halyards and stored in the wheelhouse in special honeycomb boxes.

Rice. 2.13. Flags of MSS-65

The code is intended for negotiations on issues of ensuring the safety of navigation and the protection of human life at sea using one-, two-, and three-letter signals.

It consists of six sections:

1. Rules of use for all types of communication.
2. Single letter signals for urgent, important messages.
3. General section of two-letter signals.
4. Medical section.
5. Alphabetical indexes of defining words.
6. Loose-leaf attachments containing distress signals, rescue signals and procedures for radiotelephone conversations.

Single letter signals

Digital pennants

Replacement pennants

Arch pennant and counter pennant

Emergency radio equipment

Emergency communications include: emergency beacon of the COSPAS-SARSAT satellite system, radar beacons (Search And Rescue Transponder - SART) and VHF portable radio stations. Each crew member must be able to independently activate the radio equipment of life-saving craft.

The international satellite system COSPAS-SARSAT is designed to detect and determine the location of ships, aircraft, and other objects that have suffered an accident.

The COSPAS-SARSAT system consists of (Fig. 2.13):

• ship emergency radio beacons (ERB);
• geostationary and low-orbit satellites that allow you to detect signals and determine the location of the EPIRB with an accuracy of up to 5 kilometers;
• rescue coordination centers (RCCs), which receive information from satellites.

Rice. 2.13. COSPAS - SARSAT system

Emergency beacons

The EPIRB is installed on the open deck. When the vessel is immersed to a depth of about 4 meters, the EPIRB floats up freely, for which a special device is designed - a hydrostat, which releases the buoy. The EPIRB is automatically activated after surfacing; the buoy also has a manual activation.

The EPIRB is equipped with a floating line, suitable for use as a tug, and a light that automatically turns on at night. Withstands being dropped into water without damage from a height of 20 meters.

The power supply ensures operation of the EPIRB for 48 hours. On outside EPIRB housing is indicated brief instructions operating instructions and battery expiration date.

Radar beacon - transponder (AIS - SART)

The radar beacon is the main means of detecting the location of rescue equipment directly in the disaster area. The ship must have at least two SARTs, usually located on the navigation bridge.

When leaving the ship, the SART is installed in a boat or raft in a special mount, after which it turns on and is in standby mode. When the SART receiver is irradiated by a pulse from the rescue ship's radar station, it begins to emit a response signal, signaling this with an audio and light signal.

The SART signal on the search vessel's radar screen is indicated by a series of dots (12 or 20) located at equal distances from each other, and is also displayed on the electronic chart. SART detection range of ship radar is at least 5 miles; Radar of an aircraft located at an altitude of 1 km - 30 miles.

SART can withstand being dropped into water from a height of 20 meters, and is waterproof to a depth of 10 meters. The battery capacity is designed to operate in standby mode – 96 hours, in radiation mode – 8 hours. Easy to operate by untrained personnel.

Portable VHF radio

A man-portable VHF radio provides communication at a disaster site between rescue equipment and search vessels.

Each ship must have at least three VHF man-portable radios, which are permanently stored on the navigation bridge, from where they can be quickly transferred to the lifeboat or raft.

The VHF radio battery must have sufficient power to operate in active mode within 8 hours and 48 hours of operation in receive-only mode.

The ship's muster list must indicate those responsible for delivering emergency radio equipment to life-saving equipment.

Pyrotechnic communication and signaling equipment

Every ship must have the following warning signs: pyrotechnics: rockets, flares, smoke bombs, luminous and light-smoking buoys to indicate the location of a lifebuoy on the water in the dark.

Pyrotechnic products are moisture-resistant, safe to handle and store, operate under any hydrometeorological conditions and retain their properties for at least three years.

Pyrotechnics are stored in waterproof metal cabinets and boxes with compartments on the navigation bridge deck or in cabinets built into the bulkheads of the navigation bridge rooms, with a door to the open deck. Drawers and cabinets are always locked. One key should be kept by the senior (third) mate, the other in the chart room.

Pyrotechnic devices of boats and rafts, placed in containers, must be kept at sea regular places in boats, and when moored at the port it is recommended to put them in a secure storage facility under lock and key.

Single-star red or green flares are intended for signaling during a rescue operation.

A red distress signal rocket throws out red stars at an altitude of 300–400 meters, which burn for at least 20 seconds.

The parachute flare is designed to send a distress signal. Take-off altitude is 300 – 400 meters, burn time is 45 seconds.

A flare is a sleeve in which a pyrotechnic composition and an incendiary device are located. The flare burns bright red for 1 minute and is a distress signal. White flares are used to attract attention.

The sound rocket is designed to send a distress signal, exploding at a height and simulating a cannon shot. A sound rocket is launched only from launch tubes mounted on the gunwale or railing on both wings of the bridge. If the rocket does not fire, it can be removed from the glass after no less than 2 minutes.

Floating smoke bombs are used to send a distress signal during daylight hours. A checker is a tin box containing an igniter and a mixture that produces thick orange smoke. Smoke emission time is 5 minutes, visibility range is up to 5 miles. Light-smoking buoys are attached to lifebuoys, which are located on the wings of the bridge. Main purpose lifebuoys with light-smoking buoys - marking the place where a person fell overboard.

Distress signals

The following signals, used or displayed together or separately, indicate that a ship is in distress and requires assistance (Appendix IV COLREG-72):

1. cannon shots or other explosive signals at intervals of about 1 minute;
2. continuous sound from any apparatus designed to produce fog signals;
3. rockets or grenades that emit red stars, fired one at a time at short intervals;
4. a signal transmitted by radiotelephone or any other signaling system consisting of a combination of sounds ... - - - ... (SOS) in Morse code;
5. a signal transmitted by radiotelephone consisting of the word "MAYDAY" spoken aloud;
6. International Code of Signals distress signal - NC;
7. a signal consisting of a square flag with a ball or something resembling a ball above or below it;
8. fire on the ship;
9. red light of a rocket with a parachute or red flare;
10. smoke signal - release of clubs orange color;
11. slow and repeated raising and lowering of arms extended to the sides;
12. radiotelegraph alarm;
13. radiotelephone alarm;
14. signals transmitted by emergency position indicating radio beacons;
15. established signals transmitted by radio communication systems, including signals from radar transponder beacons lifeboats and rafts;
16. an orange panel with a black square or circle or other appropriate symbol (for identification from the air);
17. colored spot on the water.

It is prohibited to use or display any of the above signals for purposes other than indicating distress and the need for assistance; The use of signals that may be confused with any of the above signals is also not permitted.

Thousands of people around the world do repairs every day. When performing it, everyone begins to think about the subtleties that accompany the repair: in what color scheme choose wallpaper, how to choose curtains to match the color of the wallpaper, arrange furniture correctly to achieve a unified style of the room. But rarely does anyone think about the most important thing, and this main thing is replacing the electrical wiring in the apartment. After all, if with old wiring something happens, the apartment will lose all its attractiveness and become completely unsuitable for living.

Any electrician knows how to replace the wiring in an apartment, but any ordinary citizen can do this, however, when performing this type of work, he should choose quality materials to get safe electrical network in room.

The first action to be performed is plan future wiring. At this stage, you need to determine exactly where the wires will be laid. Also at this stage, you can make any adjustments to the existing network, which will allow you to arrange lamps and lamps as comfortably as possible in accordance with the needs of the owners.

12.12.2019

Narrow-industry devices of the knitting sub-industry and their maintenance

To determine the stretchability of hosiery, a device is used, the diagram of which is shown in Fig. 1.

The design of the device is based on the principle of automatic balancing of the rocker arm by the elastic forces of the product being tested, acting at a constant speed.

The weight beam is an equal-armed round steel rod 6, having an axis of rotation 7. At its right end, the legs or the sliding form of the trace 9 are attached using a bayonet lock, on which the product is put on. A suspension for loads 4 is hinged on the left shoulder, and its end ends with an arrow 5, showing the equilibrium state of the rocker arm. Before testing the product, the rocker arm is brought into balance using a movable weight 8.

Rice. 1. Diagram of a device for measuring the tensile strength of hosiery: 1 - guide, 2 - left ruler, 3 - slider, 4 - hanger for loads; 5, 10 - arrows, 6 - rod, 7 - axis of rotation, 8 - weight, 9 - trace shape, 11 - stretch lever,

12— carriage, 13—lead screw, 14—right ruler; 15, 16 — helical gears, 17 — worm gear, 18 — coupling, 19 — electric motor

To move the carriage 12 with the stretching lever 11, a lead screw 13 is used, at the lower end of which a helical gear 15 is fixed; through it the rotational motion is transmitted to the lead screw. Changing the direction of rotation of the screw depends on the change in rotation 19, which, using coupling 18 is connected to a worm gearbox 17. A helical gear 16 is mounted on the gearbox shaft, which directly imparts movement to gear 15.

11.12.2019

In pneumatic actuators, the adjustment force is created by the action compressed air onto the membrane or piston. Accordingly, there are membrane, piston and bellows mechanisms. They are designed to install and move the control valve according to a pneumatic command signal. The full working stroke of the output element of the mechanisms is carried out when the command signal changes from 0.02 MPa (0.2 kg/cm 2) to 0.1 MPa (1 kg/cm 2). The maximum pressure of compressed air in the working cavity is 0.25 MPa (2.5 kg/cm2).

In linear diaphragm mechanisms, the rod performs a reciprocating movement. Depending on the direction of movement of the output element, they are divided into mechanisms direct action(with increasing membrane pressure) and reverse action.

Rice. 1. Design of a direct-acting membrane actuator: 1, 3 - covers, 2 - membrane, 4 - support disk, 5 - bracket, 6 - spring, 7 - rod, 8 - support ring, 9 - adjusting nut, 10 - connecting nut

Main structural elements The membrane actuator consists of a membrane pneumatic chamber with a bracket and a moving part.

The membrane pneumatic chamber of the direct action mechanism (Fig. 1) consists of covers 3 and 1 and membrane 2. Cover 3 and membrane 2 form a sealed working cavity, cover 1 is attached to bracket 5. The moving part includes support disk 4, to which the membrane is attached 2, a rod 7 with a connecting nut 10 and a spring 6. One end of the spring rests against the support disk 4, and the other through the support ring 8 into the adjusting nut 9, which serves to change the initial tension of the spring and the direction of movement of the rod.

08.12.2019

Today there are several types of lamps for. Each of them has its own pros and cons. Let's consider the types of lamps that are most often used for lighting in a residential building or apartment.

The first type of lamps is incandescent lamp. This is the most cheap look lamps The advantages of such lamps include their cost and simplicity of the device. The light from such lamps is the best for the eyes. The disadvantages of such lamps include low service life and a large number of consumed electricity.

The next type of lamps is energy-saving lamps. Such lamps can be found for absolutely any type of base. They are an elongated tube containing a special gas. It is the gas that creates the visible glow. Modern energy saving lamps, the tube can have a wide variety of shapes. The advantages of such lamps: low energy consumption compared to incandescent lamps, daylight glow, large selection plinths. The disadvantages of such lamps include the complexity of the design and flickering. Flicker is usually not noticeable, but the eyes will get tired from the light.

28.11.2019

Cable assembly- a type of mounting unit. The cable assembly consists of several local ones, terminated on both sides in the electrical installation shop and tied into a bundle. Installation of the cable route is carried out by placing the cable assembly in the cable route fastening devices (Fig. 1).

Ship cable route- an electrical line mounted on a ship from cables (cable bundles), cable route fastening devices, sealing devices, etc. (Fig. 2).

On a ship, the cable route is located in hard to reach places(on the sides, ceiling and bulkheads); they have up to six turns in three planes (Fig. 3). On large ships, the longest cable length reaches 300 m, and the maximum cross-sectional area of ​​the cable route is 780 cm2. On individual ships with a total cable length of over 400 km, cable corridors are provided to accommodate the cable route.

Cable routes and cables passing through them are divided into local and main, depending on the absence (presence) of compaction devices.

Trunk cable routes are divided into routes with end and feed-through boxes depending on the type of cable box application. This makes sense for the selection of technological equipment and cable installation technology.

21.11.2019

In the field of development and production instrumentation and automation devices The American company Fluke Corporation occupies one of the leading positions in the world. It was founded in 1948 and since that time has been constantly developing and improving technologies in the field of diagnostics, testing, and analysis.

Innovations from an American developer

Professional measuring equipment from a multinational corporation is used in the maintenance of heating, air conditioning and ventilation systems, refrigeration units, air quality testing, calibration electrical parameters. The Fluke brand store offers the purchase of certified equipment from an American developer. Full the lineup includes:

• thermal imagers, insulation resistance testers;
• digital multimeters;
• electrical energy quality analyzers;
• rangefinders, vibration meters, oscilloscopes;
• temperature, pressure calibrators and multifunctional devices;
• visual pyrometers and thermometers.

07.11.2019

Use a level gauge to determine the level different types liquids in open and closed storages and vessels. It is used to measure the level of a substance or the distance to it.
To measure liquid levels, sensors are used that differ in type: radar level gauge, microwave (or waveguide), radiation, electrical (or capacitive), mechanical, hydrostatic, acoustic.

Principles and features of operation of radar level meters

Standard instruments cannot determine the level of chemically aggressive liquids. Only a radar level gauge is capable of measuring it, since it does not come into contact with the liquid during operation. In addition, radar level gauges are more accurate compared to, for example, ultrasonic or capacitive ones.

Ship's fire alarm. The principle of operation of the alarm.

The purpose of the automatic fire alarm system is to notify about the outbreak of a fire and the introduction of volumetric fire extinguishing means. Automatic fire alarms are now becoming even more important due to the reduction in the number of watches in engine rooms and the organization of unattended maintenance of individual ship premises.

Vessels equipped with fire alarms for fire detection and warning have a central fire station (CFS). Receiving alarm stations alerting the crew, passengers and production personnel about a fire are concentrated at the control center.

The electrical fire alarm system and smoke alarm system are designed to detect fire (fire) and report the location of its occurrence. Electrical fire alarm systems can be automatic or manual action. Electrical fire alarm systems, depending on the type of detectors used, can be thermal (responsive to increased air temperature environment), smoke (reacting to the appearance of smoke), light (reacting to the appearance of an open flame), combined (reacting to heat, smoke and light). The main elements of an electrical fire alarm system are detectors, a receiving station, a power supply and linear structures.

Detectors are fire signal sensors. Receiving stations receive electrical signals detectors and convert them into light and sound. Linear structures connect detectors to the receiving station.

Residential and service premises, storerooms for storing ship supplies of explosives, flammable and combustible materials, control posts, and dry cargo rooms are equipped with automatic fire detection alarms.

An automatic fire detection alarm may not be installed: in dry cargo spaces not equipped with volumetric fire extinguishing systems; in residential, and office premises passenger ships or the first method of constructive fire protection (except for storerooms of explosives); in rooms in which there is no hot environment at all, on passenger ships with a gross tonnage of at least 100 per. i.e., without sleeping passenger seats, with a flight duration of no more than 12 hours; on dry cargo ships with a gross tonnage of 1000 per. t and on all non-self-propelled tankers.

Passenger and equivalent ships and other ships with a gross tonnage of more than 1000 per person are equipped with manual fire alarms. t (except for non-self-propelled vessels).

Fire alarm call points are installed in the corridors of residential, service and public premises, in machinery spaces, and on open cargo decks. Sensors should be located in easily accessible places and clearly visible. On passenger ships and similar ships, heat detectors have greater intensity than smoke and light detectors, and are used in relatively small spaces. Smoke detectors are used in rooms where a fire may occur from smoldering, as well as in rooms high altitude and where it is necessary to give an alarm at an earlier stage of the fire than can be achieved using heat detectors.

Light detectors are used in rooms with large area and in especially critical premises.

To protect explosive ship premises, fire alarm sensors of the type DPS-038, DPS-2 with actuators of the type PIO-17, PIO-028 are used, through which the detectors are connected to the existing receiving stations of the electric fire alarm system of the radial system.

Automatic fire detectors are installed in indoors vessels, manual - both indoors and outdoors. Detectors installed in places where mechanical damage is possible are equipped with protective devices.

Automatic heat detectors can be of maximum and differential action. Automatic heat detectors of maximum action are triggered when the ambient air temperature rises above a predetermined limit. Automatic differential fire detectors are triggered by a sharp increase in ambient air temperature. Differential action detectors are usually installed in rooms where there are usually no sudden increases in air temperature.

Heat detectors installed in an area more likely to catch fire, in places where there is a possible accumulation of warm air, heated by a fire source, as well as taking into account convection air flows caused by supply and exhaust ventilation. Heat detectors are not installed near heat sources that could affect the operation of the detectors.

Automatic fire detectors that respond to the appearance of smoke are used in cases where the occurrence of a fire is accompanied by abundant smoke (burning of wood-fiber and rubber products and materials, electrical equipment).

Smoke detectors are installed in rooms with possible air temperature fluctuations from -30 to +60°C with a relative air humidity of 80% at 20°C. Smoke detectors are also installed in rooms where the air contains vapors of acids or alkalis. The number of smoke detectors installed in the protected room depends on the configuration of the room, the design of the ceiling, the load of the room with materials and equipment, and a number of other conditions.

Ionization-type smoke detectors are installed at an average rate of one detector per 100 m2 of room area.

In cases where, for technical reasons, install smoke detectors in protected areas is not possible, the air sampling method is used using ventilation system or special devices for air suction.

The speed of air movement in pipelines at the places where detectors are installed should not exceed 0.5 m/s; the length of the pipeline from the air intake point to the detector should be as short as possible and should not exceed 15 m.

Automatic fire detectors that react to the appearance of a flame are used in enclosed spaces with air temperatures from -10 to +40°C and relative humidity up to 80%.

In the rooms where light detectors are installed, there must be no sources ultraviolet rays, gamma radiation and open flame (working welders, electrical sparking). Light detectors cannot be installed in rooms where the air contains vapors of acids and alkalis.

Light detectors are installed on the ceiling so that the detector “sees” the entire room, especially the most likely places of fire. The distance from the light detector to the most distant point “visible” by it should not be more than 30 m. Light detectors are protected from direct sunlight and direct exposure to lighting lamps.

Manual fire call points are divided into push-button, operating in beam alarm systems, and code, operating in ring systems.

In electrical fire alarm systems, push-button detectors can be used to duplicate the operation of automatic detectors. Manual call points installed both indoors and outdoors at ambient temperatures from -50 to +60°C and relative humidity 98%. Indoors, manual call points are installed in passages and corridors. The locations where detectors are installed must have sufficient illumination. Manual call points are installed on bulkheads so that the push button is 1.3 m above the floor level and is freely accessible.

In a radial system, up to five push-button detectors serving one address are allowed to be connected to one pair of wires. IN ring system Up to 50 coded fire detectors will be connected to the line.

Fire detection alarm receiving stations show from which room or group of rooms the signal came from when the detector sensor was triggered. These stations are equipped with a mnemonic diagram indicating the premises served by each beam. The effect of the sound signal on the CPP does not depend on the light signal. The effect of the light signal does not stop until the causes that caused it are eliminated. On passenger ships, fire signals received at the control center are duplicated to the watch or fire officer's room.

Smoke alarm automatic system consists of a camera with a photocell that detects smoke. This chamber continuously analyzes the transparency of the air supplied from the protected premises through a network of pipelines thanks to the vacuum created by the suction fan. Depending on the type of device, it can perform fire protection of individual premises located at a distance of 300 m from the detection camera. The appearance of traces of smoke in any of the premises protected by equipment instantly triggers a signal in the fire alarm system.

The use of a special circuit that detects smoke in the air using the method of an electric pulse of a photocell obtained by comparing the transparency of the air guarantees high sensitivity and reliability and at the same time automatically indicates the room in which the fire (smoke) appeared, with sound and light alternately operating fans installed near the receiving station . The fans create a vacuum that ensures the passage of smoke from the most distant receiver to the control center in no more than 1.5 minutes.

The air sucked from the premises is discharged into the atmosphere when passing through the receiving device. However, part of it, going through the smoke alarm pipeline, goes directly to the control center so that if smoke appears in the protected area, it can be detected there. All pipelines of the smoke alarm system have a device for periodically blowing them with compressed air (once a month).

47. Requirements related to lights, must be observed from sunset to sunrise (at night). At the same time, other lights should not be displayed that could be mistakenly taken for those prescribed by these Rules, impair their visibility or interfere with observation.

Rules related to signs, must be observed from sunrise to sunset (daytime).

A comment

In this paragraph, interference with observation means interference with identification. ships and their positions.

48. During the day, when visibility conditions require, boatmasters must use the signaling prescribed for the night.

A comment

During the day, when visibility is limited, you should turn on navigation lights. Such visibility conditions may occur due to fog, smoke from forest fires, or intense precipitation.

49. The location of the lights must comply with the requirements of Appendix No. 2, and the visibility range must not be less than those specified in Appendix No. 3 to these Rules.

A comment

The arrangement of lights provides visibility of one or more lights from any direction, it provides for the visibility of a specific combination of lights, or a single light to determine the position of the vessel. In any position of the vessel from any angle (from any side), either a group of lights or one light must be visible.

By the color and location of the lights, you can determine the type of vessel: single, pushed or towed, tanker or dredger, etc. By the lights, you can determine the position of the vessel and the direction of its movement.

The visibility range of the lights is indicated in Appendix Table 3. In this table, for small vessels the visibility of some lights is allowed to be much less than for large vessels. The lights of small ships are sometimes lost against the background of coastal lights or their reflections from the water surface and become difficult to distinguish or completely invisible, which can pose a danger when diverging from ships.

Lights on pushed trains may have their own characteristics. On the pusher the lights are very bright, but on the train, on the bow of the front barge, the fire may be weak, powered by a portable battery that does not provide full heat. If you detect the top lights of a pusher in the form of a triangle, you must immediately look for a light on the bow of the front barge of the convoy, which may be ahead of the pusher by long distance(up to 200-250 meters).

When overtaking a towed train, especially in the dark, it should be borne in mind that from the stem of the front barge to the yellow towing light of the towing vehicle there is a towing cable, the length of which can be from 25 to 250 meters. This circumstance must be taken into account and not cross the shipping channel under the stern of the tug, which carries two masthead lights on the mast, and at the rear, from the stern, there are yellow towing lights and lower white stern lights.

50. Vessels vessels undergoing repairs or lay-up in water areas located outside the navigation channel and not creating obstacles for other moving vessels may not display the prescribed lights and signs.

51. Signal lights:

• masthead light - a white or red light located in the centerline of the ship, emitting a continuous light along a horizon arc of 225° and located so that this light is visible from a direction directly along the bow of the ship to 22.5° abeam of each side;
• onboard lights - a green light on the starboard side and a red light on the port side, each of these lights emitting a continuous light along a horizon arc of 112.5° and must be so located that the light is visible from a direction directly ahead of the vessel up to 22 .5° behind the beam of the corresponding side;
• stern light - a white light located at the stern of the vessel, emitting a continuous light along a horizon arc of 135° and positioned so that this light is visible from a direction directly astern to 67.5° on each side;
• all-round light - a fire that emits light continuously along a 360° arc of the horizon;
• towing light - a yellow light emitting a continuous light along a horizon arc of 135° and located so that this light is visible from a direction directly astern to 67.5° on each side;
• light-pulse signal color or white - a flashing light emitting light along a horizon arc of 112.5° from the beam of the vessel to the bow or stern, overlapping the centerline plane of the vessel by 22.5°. The light pulse signal is a night and day alarm. In the absence of a light pulse signal, it is permitted to use a signal light (flashing white light) at night, and a signal flag during the day;

Note. The light pulse signal may have a flash of white light or a light in the color of the side - red or green.

• flashing light - a light that flashes at regular intervals.

VI. DAY ALARM
VII. SPECIAL ALARM
VIII. SOUND ALARM
IX. SIGNALING AND NAVIGATION EQUIPMENT OF THE WATERWAY
X. TRAFFIC OF VESSELS ON INLAND WATERWAYS
XI. PARKING RULES
XII. APPLICATIONS
Minimum Inventory
Requirements for the placement of visual signaling signs on ships
Visibility range of ship lights
Sound signals
Signs

VII. SPECIAL ALARM

95. Vessels of supervisory authorities may, without violating the signaling requirements of other provisions of these Rules, display a flashing blue light at night and during the day.

96. When a ship in distress requires assistance, it may indicate:

• a flag with a ball or similar object above or below it;
• frequent flashing of a circular light, a spotlight, vertical movement of the fire;
• red rockets;
• slow, repeated raising and lowering with arms extended to the side.

97. A dredging projectile of any design and purpose when working on a ship's course must carry one green all-round light on the mast; when working on the right side of the navigation channel - two red all-round lights (canopy), located on the bow and stern parts at the height of the awning on the navigation side; when working on the left side - two green all-round lights, respectively; when working across the ship's passage (development of trenches for underwater passages, etc.), the two above-mentioned awning lights must be located on the bow or stern of the dredgers, respectively, on the edge.

98. When working on a ship's channel, the refuller projectile must carry, in addition to the signals specified in paragraph 97, all-round lights on the floating soil pipeline of the refuler projectile every 50 m (red when the soil is dumped beyond the right edge of the vessel channel, white - to the left).

99. Bottom cleaning equipment and vessels engaged in underwater work (lifting vessels, laying pipes, cables, etc. without diving work) must carry one green all-round light on the mast, and during the day - signal flag “A”.

100. Floating cranes excavating soil on or off the ship's channel, and dredging equipment when working only outside the ship's channel, must carry the same lights as non-self-propelled vessels of the same size when anchored.

101. A vessel engaged in diving operations must carry two green all-round lights located vertically at night, and two signal flags “A” during the day.

102. When collecting soil while moving, a self-propelled dredging equipment with a dragging soil receiver must carry:

• during the day - three signs located vertically: two black balls and a black diamond between them;
• at night, in addition to the signaling provided for by these Rules, two green all-round lights located horizontally on the yard of the aft mast at a distance of at least 2.0 m from each other.

103. Dredging and bottom-cleaning equipment, diving vessels and vessels intended for underwater work that are not engaged in their main operations must carry the same lights and signs while moving and at rest as self-propelled and non-self-propelled vessels. In this case, white all-round lights should be placed on the dirt pipeline every 50 m.

104. A vessel engaged in trawling a shipping channel and when working near floating navigation equipment signs must carry one signal flag “A” (shield) on the mast during the day, and one green all-round light at night.

105. A vessel engaged in hauling trawl nets or other fishing gear must, in addition to the signaling prescribed by other provisions of these Rules, carry:

• at night – two all-round lights located vertically (upper – green, lower – white, at a distance of at least 1 m in front and below the masthead light);
• during the day - two black cones connected by their tops, located one above the other.

106. A fishing vessel underway or stationary, not engaged in fishing, must carry the same lights as self-propelled and non-self-propelled vessels.

107. Vessels engaged in eliminating deviations carry a two-flag signal consisting of the letters "O" and "Q" of the international code of signals ("O" is a two-color panel of red and yellow, divided diagonally and raised above the signal "Q", "Q " – yellow cloth). Vessels are required to give way to them.