ColreGs Violation

Just before midnight, own vessel was transiting the Alboran sea westbound, approximately 10 nm west of Cabo de Gata TSS. Traffic conditions were moderate with about eight to 10 other ships around. A strong westerly wind of Beaufort force 7 was raising very rough seas and a moderate swell, and visibility was good.

My vessel had reduced her speed to around 7.5 knots because of the weather and sea conditions.

Earlier, at about 23:30 hours, I had encountered a head-on-vessel and, in accordance with Colregs, I altered our original course from 259 degrees to a new course of 285 degrees in order to pass the other at a safe distance. After about 15 minutes the oncoming vessel had passed clear, I resumed our original course of 259 degrees. At the time, I noticed a large, speeding container vessel closing from astern, making about 22 knots, with a closest point of approach (CPA) of zero.

I kept monitoring the overtaking vessel which appeared to take no action to increase the CPA. When she was approximately 1.7 nm astern from our ship, I raised her on the VHF and after going to a working channel, I asked the duty officer what he considered to be a safe passing distance with other ships. He only 'instructed' me to keep our course and speed and scornfully said that he would pass us with no problem. I requested him to pass at a safe distance of minimum half a mile.

By this time, the local VTS, having observed the developing dangerous situation, instructed the overtaking container vessel on VHF to change course and pass at a safe distance. Then, much to my surprise and annoyance, the container ship's duty officer complained to VTS, accusing me of ignorance of Colregs and good seamanship.

I hope that the container ship's duty officer will improve his professional knowledge and conduct and show more courtesy to other vessels.

1. Answer the questions

1. What were the weather conditions in the Alboran sea?

2. Why had my vessel decreased her speed?

3. What was the reason for the OOW to alter our original course to a new one?

4. How did the OOW of the overtaking vessel act in the dangerous situation?

5. Who was accused of ignorance of the COLREGs?

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

1. The vessel was transiting the Adriatic sea westbound, approximately 10nm west of Triest._____

2. A strong westerly wind of Beaufort force 6 was raising very rough seas and a moderate swell.___

3. I had encountered a head-on-vessel and according to the COLREGs I altered our original course to a new course in order to pass the other at safe distance.________

4. A large, speeding container vessel was approaching from astern making about 22 knots._______

5. The local VTS, having observed the dangerous situation, instructed the overtaking container vessel on VHF to change course and pass at a safe distance.________

50

Metal objects in bulk cargo

I work in a port where coal is discharged from the vessel and transported to the stockyard on a conveyor belt system. Occasionally, the cargo has been found to be contaminated by foreign objects like pieces of metl scrap. (It has also been known for detached fittings from the discharging vessel's holds, like ladder rungs, manhole lids, hold bilge and ballast well rose plates, sacrificial anodes and other components, to have inadvertently entered the discharging grabs along with the cargo.

If these objects reach the conveyor belt, serious damage can result to the entire cargo handling system which could potentially put the terminal out of operation for days or weeks, for which the vessel will be held liable. Before beginning to load dry bulk cargoes, the ship staff must ensure that all hold fittings are in good condition and, if removable, are secured effectively. They must be extra vigilant against foreign materials mixed in the cargo.

During loading, it may not be possible to sight such contaminants, especially if the pour rate is high. Perhaps a written notification or protest letter could be handed to the shipper or terminal stating that the bulk cargo is being accepted on the basis that it is free of hard impurities and holding them liable should such extraneous matter be later found at the discharge port?

The local P&I club correspondent and/or an independent surveyor should also be called upon to examine the cargo and to witness the loading and discharge should there be subsequent claims.

51