1. Answer the questions

1.What was the course and speed of a laden deep-draught VLCC?

2.What was the passage plan?

3.Why did the vessel alter her course?

4.What types of ships collided while on this course?

5.What was the reason of the collision?What ship was guilty in this collision and why?

2. Decide if these sentences are true (t) or false (f). Correct the wrong ones.

1.A laden deep-draught VLCC, displaying the appropriate signals for a vessel constrained by her draught (CBD), was crossing a west -bound TSS lane from north to south, making about three knots over the ground.________

2. The vessel did not alter her course to an almost easterly heading.________

3. While on this course, a collision situation with a tug and tow, crossing from her starboard bow, on a southerly heading._________

4. The tug was not displaying signals to show that it was restricted in ability to manoeuvre and failed to take early avoiding action.____________

5. The tug drifted on to the vessels anchored with one of them, causing hull damage.________

3. Compose a claim on collision on behalf of the Master of a laden deep-draught VLCC.

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Overtake on Port or Starboard.(Comments )

1.

Rule 13 clearly states that the overtaking vessel shall keep out of the way of the vessel being overtaken. It does not say how. This depends on the circumstances and as far as I am concerned it can be any of the following three options:

1. Overtake to starboard

2. Overtake to port

3. Slow down

If both vessels are on exactly the same heading in open sea with no other factors involved then option 1 or 2 are equally correct. By overtaking on the starboard side, yes, your starboard side is clear but what about the other vessel. You have just blocked his starboard side. This is not the observance of good seamanship. We should treat others as we would like to be treated. The solution is that, irrespective of which side you choose to pass, you should pass at a distance which allows you or the other vessel to alter course to starboard should it become necessary.

If the vessel being overtaken is slightly crossing from port to starboard then common sense dictates that you should overtake on the port side. This means going around the stern and avoids crossing ahead. It also avoids a prolonged deviation from your track when there is only a small speed difference between the two vessels. Likewise in the opposite situation to the above, overtaking on the starboard side is more appropriate.

In a narrow channel overtaking should normally take place on the port side as the vessel being overtaken should be as far as practicable on the starboard side of the channel. Overtaking is therefore a situation that requires careful thought. You should never assume anything. Always pass at a safe distance. Try to avoid crossing ahead. Do not disturb the vessel being overtaken. This can all be summarised very easily by the application of “Good seamanship” and “Common sense”. Two qualities that are apparently in short supply nowadays.

2.

Firstly it amuses me to read that a master orders his officers not to overtake on starboard side and even more funny is his reason. It seems strange that he should want to create more room for the other vessel and less room for himself. Obviously this master hasn't got the safety of his own vessel as a priority. It is also sad to note from his report that he is attempting to limit the good judgment of his officers by not allowing them to go by the rules and pass the safest side of the overtaken vessel.

He should note that a third on coming vessel “head on” will always go to her starboard thereby putting the overtaking vessel which is on the port side of the overtaken in a nasty situation, should the overtaken refuse to go to starboard. This is a common occurrence these days.

3.

I vote firmly for the “overtake on the starboard side” school of thought (circumstances permitting). I was always taught that this is the more seamanlike approach and certainly in practise it leads to much less nail chewing throughout the manoeuvre.

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