Philippine Maritime Institute

Manila Campus

THE ADMIRALTY
DISCIPLINE AND LAWS
A thesis
Presented to
Mr. Eliseo Magtoto
A faculty of
Philippine Maritime Institute
In partial fulfillment
Of the requirement for the
Bachelor of Science
In
Marine Transportation

By
Junior 2 Alpha 3 (Group 3) cadets

i
THESIS APPROVAL SHEET
Philippine Maritime Institute
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This thesis is approved for the graduate faculty.
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ii

CHAPTER1.

CHAPTER 1: The Problem and its Background

1.0 INTRODUCTION
Admiralty law or maritime law is a distinct body of law that governs maritime
questions and offenses. It is a body of both domestic law governing maritime activities,
and private international law governing the relationships between private entities that

operate vessels on the oceans. It deals with matters including marine commerce, marine
navigation, shipping, sailors, and the transportation of passengers and goods by sea.
Admiralty law also covers many commercial activities, although land based or occurring
wholly on land, that are maritime in character.
Admiralty law is distinguished from the Law of the Sea, which is a body of public
international law dealing with navigational rights, mineral rights, jurisdiction over coastal
waters and international law governing relationships between nations.
Although each legal jurisdiction usually has its own enacted legislation governing
maritime matters, admiralty law is characterized by a significant amount of international law
developed in recent decades, including numerous multilateral treaties.

1.1 The significance of the study

The admiral is not a joke or a game, although the captain was not easy for others
once they minimize the captain followed the rules of their policy they violate it and makes its
own decisions so having accidents sailing.
According to the "collision regulations" be alert and be a useful everything and become
a disciplined so that travel has become corrupt properly and safely.
Also a problem of the captain is disciplined, behavior and so forth.
The captain has the responsibility to ship all work is passing him to check or adjust the job
but sometimes they are trendy and policies no longer observed .
Not the ships entire captain has successfully sail their ship at sea once they become
careless and slovenly mission becomes their possession, what are they must and should not
to be successful.
Once the captain has pride to be famous and proud to minimize else in the family,
relatives, friends or whoever.
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This happens often and often also their holding to be celebrated and famous.
problem also captain the capital ships used those devices not bought and saved the material
, hurrying sailing , produces its own route and mainly the survival of his fellow Marines.
The ship needs to be enough and not too much or not wanting to be exactly overflowing and
adequately used.
Let us consider one of them and discuss about The Admiralty Discipline and Laws

1.2 Statement of the problem

Most of the captains does not follow rules and maritime law. Because they think that their
experience will be their guidance. But they do not know that once they disobey these rules,
they are bringing the ships crew into danger. This can lead to accident and the ship might
sink. According to the Collision Regulation every situation has a proper action and this
measure shall be practice before they employ as a cadet. Every crew of the ship especially
the captain should memorize and understand these regulations. But the problem is they

dont even care about this rules. They are concentrating on the 2 rules of the ship. 1) The
Master (captain) is always right. 2) If you think that the master is wrong, go back to rule
number 1.
These are some procedures to maintain the behavior of admiral/captain:
1.2.1 Admiralty Code
The Admiralty System or NATO System is a method for evaluating collected items
of intelligence. The system comprises a two-character notation assessing the reliability of the
source and the assessed level of confidence on the information. The Admiralty system is
used by NATO member nations and members of the AUSCANZUKUS community.
1.2.2 Evaluation
Evaluation occurs in the processing stage of the intelligence cycle recognizing that
collected information cannot be accepted at face value. Each item of information used in the
creation of an assessment is given an indication of source reliability and assessed accuracy,
based on corroboration or other assessment. Each descriptor is considered in isolation to
ensure that the reliability of the source does not influence the assessed accuracy of the
report.
1.2.3 Reliability
A source is assessed for reliability based on a technical assessment of its capability, or in
the case of Human Intelligence sources their history. Notation uses Alpha coding, A-F:

Reliability of Source
A - Completely reliable
B - Usually reliable
C - Fairly reliable
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D - Not usually reliable
E - Unreliable
F - Reliability cannot be judged

1.2.4 Credibility
An item is assessed for credibility based on likelihood and levels of corroboration by other
sources. Notation uses a numeric code, 1-6.

Accuracy of data
1 - Confirmed by other sources
2 - Probably True
3 - Possibly True
4 - Doubtful
5 - Improbable
6 - Truth cannot be judged

1.2.5 Reporting

An assessment will provide a candidate course of action based on the coding of the
items of collected information used to compile the assessment. The hypothesis will not be
coded but the wording will caveat conclusions based on the levels of confidence indicated by
the code.

1.3 Backgrounds
1.3.1 Behavior-Based Control
In behavior-based systems, robot or vehicle control is the result of set of independent,
specialized
modules working together to choose appropriate vehicle actions. It can be viewed as an
alternative
to the traditional sense-plan-act control loop as shown in Figure 1, where decision-making
and planning are performed on a single world model that is built up and maintained over
time.

3.

Figure 1: Behavior-based control differs from conventional control by composing overall

vehicle
behavior into distinct modules that are developed and operate largely in isolation, and
coordinated through an action selection mechanism.
In this case, action selection is in the form of a new multi objective
optimization technique to overcome known difficulties associated with behavior-based
control.
Commonly cited virtues of behavior-based systems include: the ease of development
of the independent modules, the lack of a single complex world model, and the potential for
a highly
reactive vehicle with certain behaviors triggered by the appropriate events in a dynamic
environment.
The origin of such systems is commonly attributed to Brooks subsumption architecture
in (Brooks, 1986). Since then, it has been used in a large variety of applications including:
indoor
robots, e.g., (Arkin, 1987), (Arkin, Carter, and Mackenzie, 1993), (Hoff and Bekey, 1995),

(Lenser, Bruce, and Veloso, 2002), (Pirjanian, 1998), (Riekki, 1999), (Saffiotti, Ruspini, and
Konolige,
1999), (Tunstel, 1995), (Veloso, Winner, Lenser, Bruce, and Balch, 2000), land vehicles, e.g.,
(Rosenblatt, 1997), planetary rovers, e.g., (Ju, Cui, and Cui, 2002), (Pirjanian, Huntsberger,
and
Schenker, 2001), (Singh et al., 2000), and marine vehicles, e.g., (Lee, Kwon, and Joh, 2004),
(Benjamin, 2002b), (Bennet and Leonard, 2000), (Carreras, Batlle, and Ridao, 2000), (Kumar
and Stover, 2001), (Rosenblatt, Williams, and Durrant-Whyte, 2002), (Williams, Newman,
Dissanayake,
Rosenblatt, and Durrant-Whyte, 2000). Action selection, as indicated in Figure 1, is the
process of choosing a single action for execution, given the outputs of the behaviors. The
action
space is the set of all possible distinct actions. For example, all combinations of rotational
and
linear velocity for a robot, or all speed, heading and depth combinations for a marine vehicle.
1.3.2 Known Difficulties in Behavior-Based Control
The primary difficulty often associated with behavior-based control concerns action
selection namely how to ensure the chosen action really is in the best overall interest of the robot or
vehicle.
4.
An action generally is a vector of values, one for each actuator being controlled. For
example, the
rotational and angular velocity for a land robot, or heading, speed and depth for a marine
robot.
Generally there are two techniques used in practice. The simplest method is to pick (at every
iteration of the control loop) a single behavior to have exclusive control of the vehicle. Some
approaches, like (Bennet and Leonard, 2000), (Brooks, 1986), (Newman, 2003) assign a set
of
fixed priorities to behaviors, and conditions for their activation. The priorities do not change
dynamically.
In other implementations, like (Kumar and Stover, 2001), priorities may be determined
dynamically. Although using strict priority scheme is appealing due to its simplicity, it is
problematic
in applications where the outright ignoring of the secondary behaviors leads to gross
vehicle
inefficiency, as is the situation with task described in this work.
The other common form of action selection, known variably as action averaging,
vector
summation etc., takes the output of each behavior in the form of a vector and uses the
average
numerical value as the action sent to the vehicles actuators. Summation is typically
weighted
to reflect behavior priority. This method has been used effectively in a number of
applications,
(Arkin, 1987), (Arkin and Balch, 1997),(Balch and Arkin, 1998), (Carreras et al., 2000),
(Khatib,
1985).

When the preferred actions of two distinct behaviors disagree, this approach rests on the
idea
that the alternative actions degrade in effectiveness in a manner depicted in Figure 2.

Figure 2: In action-averaging, each behavior outputs a single best action. The best action
presumably
is the most effective among alternative actions for that particular behavior. The effectiveness
levels of alternative actions are rendered here only for illustration and do not participate in
the action
averaging process.
5.
When two behaviors are non-mutually exclusive and share common action
choices with high levels of effectiveness, as shown here, then action averaging typically
reflects an
appropriate compromise between behaviors.
In such a case, the action, or actuator setting, in between the two individually
preferred actions
may indeed be the most effective action overall. However, action averaging is
problematic in cases
when alternative actions degrade in effectiveness in a manner depicted in Figure 3,
where the numerical average does not represent an effective compromise between two
behaviors that are, in effect, mutually exclusive.

Figure 3: The average of the best action produced by two behaviors may have poor value for
both behaviors. The chooser of the action is oblivious to the error since the behaviors output
a
single preferred action and do not communicate the underlying effectiveness of their
alternatives,

rendered here only for illustration. In this case, interests being pursued by the two
behaviors are mutually exclusive, and the compromise is detrimental to both.

1.3 Scopes and limitations

This study for admiralty law is limited on maritime school. The respondents is
composed of 20 students in every school. 4 sections in every school, In each section has a 5
respondents to
Evaluate the maritime law or to survey the advantages and disadvantages of admiralty
administration
This are some evaluation procedure for admiralty law:

Surveying for maritime discipline

Surveying for maritime training
Surveying for maritime regulations
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Surveying for masters administration
Interview to each crew
Interview in officers administration

1.3 Definition of terms