UNIT 16

CLAIMS ON COLLISIONS

Vocabulary:

I. Read the text.

TEXT

The majority of accidents including collisions which occur to ships at sea result from the fact that inexperienced deck officers sometimes violate, disregard or neglect the official statutes for the merchant ships.

The deck officers should always follow the International Regulations for Preventing Collisions at Sea, 1972. To minimize the risk of collisions at sea, the deck officers should thoroughly study, perfectly understand and obey the International Regulations for Preventing Collisions at Sea, 1972. These Regulations are universally adopted and must be obeyed by all ships irrespective of flag, ownership, size, etc.

When a ship has sustained or caused some material damage or loss of the cargo as a result of an accident, it is natural for the Master to seek a guilty party to protect the ship's interests and make this party bear responsibility for the damage. According to laws of many countries a ship or her owners may be sued for damages due to fault in collision. The responsibility for the accident at sea or at the port rests with the guilty party. In cases when the damage is not great and it is quite evident which of the ships is guilty, the Masters of both vessels usually settle the dispute amicably. But if the damage is rather considerable and the circumstances of the collision are not

quite clear, the captains of both vessels should settle the dispute either referred to arbitration or brought before the court. The court hears the case, calls in the witnesses, examines and cross-examines them, inquires into the ship's log books, collects evidence and passes a decision. The Maritime Arbitration Commission settles disputes with regard to charter parties, contracts of carriage and marine insurance, arbitration agreements for cases of collisions and salvage contracts.

The knowledge of these Regulations will certainly help the Master to prove at any court that his actions were quite correct and reasonable. It will also help the Master to show and prove fault of the guilty party in the collision. In most cases the action against the opposing party is brought by the shipowners or by their representatives on behalf of the owners. The Master is to report at once to his owners of the accident. The captain of a ship is obliged to bring the suit to court himself.

II.Answer the following questions:

1.What do the majority of accidents including collisions at sea result from?

2.Why do accidents sometimes occur to ships at sea?

3.What Regulations should the deck officers know and obey?

4.What should they perfectly understand and obey?

5.What ships should obey the International Regulations for Preventing Collisions at Sea, 1972?

6.What responsibility does the Master of a ship make the guilty party bear?

7.How do the Masters of both vessels usually settle the dispute when the damage is insignificant?

8.What should they do when the damage to the ship is rather considerable and one of the ships sustained some material damage?

9.What Commission settles disputes of the Masters of ships?

10.What is the usual court procedure?

11.What may the knowledge of the International Regulations for Preventing Collisions at Sea, 1972 help the Master of a ship to prove at any court?

12.Who is the captain of a ship to report to of the accident at once?

13.Who is obliged to bring the suit to court?

III. Change the following sentences from Direct into Idirect Speech using the model:

Model: The Master of the Greek dry-cargo vessel "Sea Star" said to us, "Will you pay for the damage of the cargo?"

The Master of the Greek dry-cargo vessel "Sea Star" asked us if we would pay for the damage of the cargo.

1.The Chief-engineer said to the Superintendand, “Will you repair the main engine in dock?"

2.The agent said to us, "Will you call in the Customs officer and a surveyor to examine Hold No.1?"

3.The surveyor said to us, "Will you discharge your ship at berth No21 or No.25?

4.The Harbour Master said to the captain of a ship, “Will you bring the suit to court”?

5.The agent said to the Masters of bulkers, "Will you settle the dispute amicably or at court”?

6.The arbitrator said to us, “Will you prove that your actions are quite correct and reasonable?"

7.The judge said to the captain of a passenger ship. "Will you invite your witnesses at court next week?"

IV. Use the following word-combinations in the sentences of your own:

V. Read the following Master's claims on collisions and express your opinion on the subject.

I

MARINE CASUELTY

TOKYO. 17TH MAY. 2000

TO THE MASTER OF THE TANKER "SEA WAYS"

PORT OF TOKYO,

JAPAN

Dear sirs,

Re: Collision of the m/v "Sea Ways" and the m/v "Sea Bird".

We hereby advise you that your tanker "Sea Ways" collided with our m/v "Sea Bird" at 16.15 hrs. 17th May. 2000, in the passage of Uraga in the bay of Tokyo.

In consequence thereof, our ship sustained considerable damage, details of which are not ascertained at this stage.

The above collision took place solely due to neglect and fault on the part of your ship. We therefore hold you responsible for the damage to our ship and all the consequences arising from the above collision.

Yours faithfully,

Captain.

Master of the m/v “Sea Bird”.

II

Tokyo, 1st July, 2000

To the Master and/ or Owners of the m/v "Victory",

Port of Tokyo, Japan

Dear Sirs,

This is to advise you that the English vessel "Victory" under your agency, collided with my ship, French tanker "Polar Star", in dense fog in the Uraga Channel on 1st July, at 16.10 local time.

Exact position by bearing and radar distance, taken immediately after the collision is: Kannansaki light buoy Number two, bearing 195 degrees, 0.7 miles off.

The m/t "Polar Star" was on passage from Kharg Island, to Yokohama {Kawasaki}, Japan, with a full cargo of crude oil. Maximum draft about 59 fee.

I have to draw your attention to the fact that the collision should not have occurred if the English vessel "Victory" had kept her course alongside the recommended route in the fairway. The collision took place on the East Side of the Middle Line of the Uraga Marking Buoys.

On the account of the foregoing, great damages have been sustained to the m/t "Polar Star".

Kindly contact and advise the Master of the m/v "Victory" and their Owners, that I on behalf of the Owners of this ship, the m/t "Polar Star", hold

you responsible for all damage to the ship and for all costs involved for surveys, repairs, time loss, and any other expenses arising from this incident.

Yours faithfully,

Captain.

Master of the m/v “Polar Star”

III

Hamburg, 11th July, 2000

To the Master and/or

Owners of the m/v "Panagiotis" Port of Hamburg.

Dear Sir(s),

I wish to inform you, that on the 10th inst, while proceeding to Hamburg under Pilot's direction we entered the area of dense fog and dropped anchor in position 63 61'N, 10 00 Е at 10.00 hours GMT, waiting for the visibility to improve. Immediately on anchoring we started giving prescribed fog signals and setting proper lookout.

At 11.25 GMT we heard fog signals of a vessel under way. To attract attention of the oncoming vessel we started giving signals prescribed by the International Regulations and showed flare-up light.

The approaching vessel which proved to be your ship "Panagiotis", as it was found later, collided my ship. Your ship struck the starboard side of my ship in way of Hold No5, causing a big hole and great damage described in detail in the enclosed Surveyor Report.

Under the circumstances I have to hold you and your Owners responsible for the damage caused and the consequences which may arise therefrom, of which please take due note.

Yours faithfully,

Captain.

Master of the m/v “Fantasy”

IV

Rotterdam, 15th August, 2000

Messrs. H.Hush & Co., Ship Agents

26 Rue Victoria,

Rotterdam,

Holland.

Dear Sirs,

I would ask you kindly to inform the Harbour Master and all concerned that by the present, I am in a position to protest against detention of my ship in connection with the collision with the French m/v "Princess". As you know, my vessel is a state-owned ship and has a priviledge of immunity, being exempt from liens.

I would ask you kindly to take all necessary measures to release my ship from detainment.

Yours faithfully,

Master of the m/v “Eleana”.

VI. Translate the Master’s statement into English.

НАВАЛ НА ПРИЧАЛ: ОБЪЯСНИТЕЛЬНАЯ КАПИТАНА

Настоящим сообщаю, что сегодня, 10.08.2000 в 15,45 местного времени при проведении по просьбе капитана порта перешвартовки моего судна от причала 3 к причалу 30 мое судно слегка навалило правой скулой на привальный брус причала 30 между кранцами и бетонной стенкой, причинив ему незначительные повреждения.

Обстоятельства происшествия следующие:

В15.00 с лоцманом на борту, при ясной, солнечной погоде, ветре с вест-зюйд-веста силой 6 баллов, при помощи 2 буксиров начал перешвартовку к причалу 30 с тем, чтобы разгрузить на нем 3000 т. зерна и подготовить трюмы к погрузке.

В15.41 судно приблизилось к причалу 30, при этом один буксир толкал судно с левого борта в скулу, второй толкал с левого борта в раковину. Скорость судна при этом составляла около 2-3 узлов.

В15.44, когда расстояние до причала было около 30 метров, принимая во внимание сильный прижимной ветер, я отдал команду обоим буксирам одерживать судно для того, чтобы смягчить касание с причалом.

В16.47, когда расстояние до причала было 6 метров, буксирный конец носового буксира лопнул, нос пошел резко вправо к берегу, и в 15.48 он не совсем мягко коснулся причального бруса, причинив ему повреждения.

В 15.50 судно было ошвартовано правым бортом к причалу 30. Портовые власти считают капитана судна виновным за поврежде-

ния, причиненные причалу 30 во время перешвартовки. Приблизительная стоимость ремонта причала 500 долларов. Я со-

жалею о навале.

С уважением, Капитан.

VII. Translate rejecting a claim about contact.

ОТКЛОНЕНИЕ ПРЕТЕНЗИИ

ОНАВАЛЕ НА ДРУГОЕ СУДНО

Вответ на Вашу претензию о повреждении, причиненном Вашему судну нами в результате навала при швартовке по корме Вашего судна

кпричалу 2 терминала "Кэмден Марин терминал" в порту Филадедьфия в 02.30 утра 14.07.00, хотел бы сообщить следующее:

Я сожалею о навале, но корма Вашего судна и его морской борт не были освещены, как это требуется правилами, что, вместе с туманом, сделало для нас исключительно трудным определение расстояния до Вашей кормы с достаточной степенью точности при подходе к причалу. Я обратил на это внимание нашего лоцмана м-ра Карпентера и должным образом отметил это в судовом журнале. Уверен, что он подтвердит этот факт.

Что касается Вашего утверждения о том, что наше судно имело слишком большой ход при подходе к причалу, то заверяю Вас в том, что наша скорость в момент навала была не больше пол-узла. Это легко проверить, опросив нашего лоцмана. Я отвергаю Вашу претензию как необоснованную.

Суважением,

Капитан.

Приложения

INDIA

INDIAN REGULATIONS FOR FREE PRATIQUE BY CABLE PROCEDURE AND CABLE FORMAT REQUIRED FOR OBTAINING FREE

PRATIQUE

MASTER MUST SEND A RADIO MESSAGE TO HEALTH OFFICER AT DISCHARGING PORT FOR OBTAINING FREE PRATIQUE NOT LESS THAN 12 HOURS AND NOT MORE THAN 24 HRS PRIOR ARRIVAL DISCHARGING PORT IN THE FLWG FORMAT

QUOTE

VSLS NAME, FLAG, CALL SIGN, ETA (INSERT NAME DISCHARGING PORT AND ARRIVAL DATE/TIME) STOP TIME AND DATЕ DEP LAST PORT AND ALL PORTS CALLED IN THE LAST 30 DAYS WITH DATES OF DEPARTURE STOP MY MARITIME DECLARATION AF HEASTH ALL ANSWERS NEGATIVE STOP MEMBER OF CREW AND NATIONALITY STOP ALL HEALTHY SHIP NOT CALLED ANY EAST AFRICAN PORTS OR ANY OTHER YELLOW FEVER INFECTED AREA WITHIN 30 DAYS STOP NO RAT NO MONKEYS ON BOARD STOP NO PERSON EMBARKED AT ADEN DJIBOUTI STOP REQUEST FREE PRATIQUE STOP

MASTER

UNQUOTE

NOTE

CHARTERERS WILL NOT ACCEPT NOR INLESS FREE PRATIQUE IS GRANTED HENCE MASTER MUST SEND THE ABOVE MESSAGE DURING THE TIME STIPULATED AND IN THE EXACT FORMAT INDICATED ABOVE. MASTER FOR GOOD ORDERS SAKE TO SEND 2 CABLES FOR FREE PRATIQUE VIA 2 DIFFERENT COAST STATIONS TO ENSURE PORT HEALTH OFFICE RECEIVERS AT LEAST ONE OF THEM DEFINITELY

NOTE

SUBJECT TO REVISION IN ACCORDANCE WITH INDIAN RULES/REGULATIONS

INDIA

QUARANTINE..........................................

CODE ZS ZT AND IN PLAIN LANGUAGE HAVE NEGATIVE ANSWERS FOR ALL HEALTH QUESTIONS AND NO ABNORMAL MORTALITY RATS MICE NO MONKEYS ABOARD NEITHER TOUCHED NOR EMBARKED ANY PERSON AT ADEN OR DJIBOUTI OR WEST COAST AFRICA OR EAST COAST AFRICA OR BRAZIL OR BOLIVIA OR PERU OR NORTH CENTRAL AMERICA WITHIN LAST THIRTY DAYS STOP PORTS CALL WITHIN LAST THIRTY DAYS AND SAILING DATES ARE.........................................................................……………………………

……………........... STOP HEREBY REQUEST RADIO PRATIQUE MASTER

Note

WHEN DESTINED TO INDIAN PORT MASTER'S CABLE REQUEST FOR GRANTING

OF FREE PRATIQUE BY THE INDIAN QUARANTINE AUTHORITIES.

QUARANTINE.......................................

ETA………………..MY MARITIME DECLARATION TO HEALTH HAS NEGATIVE ANSWERS TO ALL QUESTIONS. NO MON-

NOTE

WHEN DESTINED TO INDIAN PORT

MASTER'S CABLE REQUEST FOR GRANTING OF FREE PRATIQUE BY THE INDIAN QUARANTINE AUTHORITIES.

NOTE

SUBJECT TO REVISION IN ACCORDANCE WITH INDIAN RULES/REGULATIONS

BRAZIL

CODIFIED FORM OF MESSAGE TO BE TRANSMITTED PRIOR ENTERING BRAZILIAN TERRITORIAL WATER

QUOTE

TO: CONCONTRAMAR RIO DE JANEIRO

CODIFIED MESSAGE

A)CALL SIGN

B)ABBREVIATION COUNTRY OF REGISTER

C)VESSEL'S NAME

D)VESSEL'S TYPE (BLK)

E)TYPE OF MESSAGE (F)

F)DEPARTURE PORT

G)PORT OF DESTINATION

H)ETA

I)SPEED

J)DOCTOR STATUS =N

K)STARTING POINT OF THE ROUTE

L)ALTERATION OF ROUTE

M)POSITION MESSAGE, ON EXTRAORDINARY OCCURRENCES – DE VIATION MORE THAN 25 MILES

UNQUOTE___________________________________________

NOTE:

SUBJECT TO REVISION IN ACCORDANCE WITH BRAZILIAN RULES AND REGULATION.

Standard form of undertaking to be given by cargo owners in return for delivering cargo without production of the bills of lading.

To

The Owners of the S.S/M.V.--------------------------------------

Goods -------------------------------

No -------------------------------

Description-------------------------------

Marks-------------------------------------

Dear Sirs,

The above goods were shipped on che above vessel by Messrs (and consigned to us) but the relevant bills of lading have not yet arrived.

We hereby request you to deliver such goods without production of the bills of lading.

In consideration of your complying with our above request we hereby agree as follows:

1. To indemnify you, your servants and agents and to hold all of you harmless in respect of any liability loss or damage of whatsoever nature which you may sustain by reason of delivering the goods to in accordance with our request.

2. In the event of any proceedings being commenced against you or any of your servants or agents in connection with the delivery of the goods as aforesaid со provide you or them from time to time with sufficient funds to defend the same.

3. If the vessel or any other vessel or properly belonging to you should be arrested or detained or if the arrest or detention thereof should be threatened, to provide such bail or other security as may be required to prevent such arrest or detention or to secure the release of such vessel or property and to indemnify you in respect of any loss, damage or expenses caused by such arrest or detention whether or not the same may be Justified.

4.As soon as all original bills of lading for the above goods shall have arrived and/or come into your possession, to produce and deliver the same to you whereupon our liability hereunder shall cease.

5.The liability of each and every person under this indemnity shall be ioint and several and shall not be conditional upon your proceeding first against any person, whether or not such person is party to or liable under this indemnity.

6This indemnity shall be construed in accordance with English Law and each and every person liable under this indemnity shall at your request submit to the jurisdiction of the High Court of Justice of England. (This clause may be amended to show another jurisdiction where appropriate).

ORIGINAL

CODE WORD FOR THIS

CHARTER PARTY

ASBATANKVOY

TANKER VOYAGE CHARTER PARTY

PREAMBLE

KERCH 27TH JANUARY, 1995

Place Date

IT IS THIS DAY AGREED between MESSRS. "MARINE FISHING PORT OF KERCH " chartered owner/owner (hereinafter called the "Owner") of the BUILT 1988, UKRAINIAN FLAG

SS/MS "BURAN" ereinafter called the "Vessel")

and MESSRS. "KAYMAK ISTANBUL" (hereinafter called the "Charterer") that the transportation herein provided for will be performed subject to

the terms and conditions of this Charter Party, which includes this Preamble and Part I and Part II. In the event of a conflict, the provisions of Part I will prevail over those contained in Part II.

PART I

C. Loading Port(s): 1 S ANCHOR-

AGE/BOUY SAMSUN

Charterer's Option

D. Discharging Port(s): 1 SB RA-

VENNA

Charterer's Option

E. Cargo: 2,000 MTS ONE GRADE FISH OIL; 5 PCT MORE OR LESS

CHARTERER'S OPTION

F:Freight Rate: USD 26.50 (TWENTY SIX DOLLARS FIFTY CENTS)

PER MT

G:Freight payable to: THE OWNER'S ACCOUNT BEFORE BREAKING

BULK

H. Total Laytime in Running Hours: 60 HRS TOTAL SHINC LOAD SHEX

DISCH +6 +6

I. Demurrage per day: USD 3,000 PD/PR

J. Commission of 5.00 PCT is payable by Owners to POLYPROMSERVICE KIEV including address PLUS 2.50 PCT TO ISTANBUL SHIPPING LTD. on the actual amount of freight, deadfreight and demurrage when and as freight is paid, deductable at source.

English Law.

K.The place of General Average and arbitration to be London/ New York (strike out one).

L.Tovalop: OWNERS WARRANTS VESSEL TO BE A MEMBER OF

TOVALOP SCHEME AND WILL BE SO MAINTAINED THROUGHOUT DURATION OF THE CHARTER

M.Special Provisions:

- VESSEL TO HEAT PRODUCT AT +30 DEG C.

N.N.O.R. TO BE TENDERED DURING LOCAL OFFICE HOURS AND TIME TO START COUNTING AFTER 6 HRS

O.YORK/ANTWERP RULES 1974 AS AMENDED 1990

P.CHARTERER'S AGENTS AT LOADPORT/OWNER'S AGENTS AT DISPORT

Q.OWNERS TO CLEAN TANKS AT CHR'S INSPECTOR SATISFACTION

R.ALL TAXES ON FREIGHT/CARGO FOR CHARTERER'S ACCOUNT

S.CONOCO WEATHER CLAUSE TO APPLY

T.BILLS OF LADING TO BE SIGNED/RELEASED TO CHARTERER'S REPRESENTATIVES AND INSERT AT THE END PROVIDED REPRESENTATIVES WILL HAVE SUPPORTING DOCUMENTS

U.NEGOTIATIONS AND FIXTURE TO REMAIN STRICTLY PRIVATE AND CONFIDENTIAL

IN WITNESS WHEREOF, the parties have caused this Charter, consisting of Preamble, Parts I and II, to be executed in duplicate as of the day and year first above written.

Witness the signature of: Witness the signature of:

DRAUGHT SURVEY REPORT OF CARGO IN BULK LOADED UNLOADED CORPORATE IDENTIFICATION : SGS DE MEXICO

VESSEL M/V : ______________ SURVEY NO: _________

CARGO STATEMENT

METRIC TONNES

STARTING DISPLACEMENT CORRECTED ______________________

FINISHING DISPLACEMENT CORRECTED _______________________

DIFFERENCE IN DISPLACEMENT = TOTAL CARGO IN BULK IS: _________

OBSERVATIONS: SHORE SCALE QUANTITY (if available) M.Т —

NOTE ON ANY UNUSUAL SITUATIONS, EXCEPTIONS FROM REQUIRED UNIFORM CODE STANDARD, SPECIFIC IDENTIFICATION (SOURCE, DRAWING №, DATE, TITLE, CERTIFYING AUTHORITY) OF EACH SHIP'S DOCUMENT USED IN TRASLATING RECORDED MEASUREMENTS INTO WEIGHTS AND, WHEN APPLICABLE, REASONS FOR SURVEYOR'S REFUSAL OR IMPOSSIBILITY TO PERFORM THE SURVEY:__________________________________________________________

______________________________________________________________

______________________________________________________________

IN MY JUDGEMENT THE WEATHER CONDITIONS, THE SEA CONDITIONS, AND THE CONDITIONS OF THE SHIP AT THE TIMES THE DRAUGHT SURVEYS WERE CONDUCTED, WERE WITHIN ACCEPTABLE LIMITS AND DID NOT ADVERSELY AFFECT THE ACCURACY OF THIS SURVEY. THIS BONA FIDE REPORT CONSISTING OF 6 PAGES, INCLUDING THIS PAGE, ALL DULY INITIALLED OR SIGNED IS ISSUED WITHOUT PREJUDICE AND IS FOR THE BENEFIT OF WHOM IT MAY CONCERN.

CORPORATE IDENTIFICATION: SGG DE MEXICO

SURVEYOR NAME:_____________________________

SURVEYOR SIGN:______________________________

CHIEF MATE SIGN:_____________________________

STAMP:_______________________________________

INTERIM

Carriage of Solid Bulk Cargoes

Certificate of Compliance

•with the Code of Safe Practice for Solid Bulk Cargoes (ВС Code).

Issued

This is to certify:

That the ship is suitable for the carriage in bulk of all cargoes listed in Appendixes “A” and “C” of the Code of Safe Practice for Solid Bulk Cargoes as amended, in all cargo holds, and the Appendix “B” cargoes listed below in the cargo holds stated, subject to:

I) the cargo being loaded and carried in accordance with the "Approved Conditions" in the "Loading Manual" approved and stamped on 12 August 1998; II) the cargo being loaded and carried in accordance with the "Approved Condition" "Trim, and Stability Manual" approved and stamped on 12 August

1998;

III) the Master ensuring that die remaining requirements of the Code of Safe Practice for Solid Bulk Cargoes are complied with as applicable.

This document is valid for one voyage from Yuzhny to Ho Shi Min directly with the vessel’s tanks NOS 5P, 5STBD empty .

Issued at ____________ on______________

THROUGH LLOYD’S REGISTER PIRAEUS

"PANAGIOTIS" LR, 7378535 MARPOL 73/78 - ANNEX I

I enclose herewith the new International Oil Pollution Prevention Certificate for placing on board the vessel.

Please arrange for the short term I.0. P. P. Certificate (PPOST) and Record of Construction and Equipment, at present on board the vessel, to be withdrawn and destroyed.

Please note that the next Survey will be an Intermediate Survey due on 31st January 1997, and is to be held after 1st November 1996 but before 31st January 1997.

It should be ensured that Type Approval Certificates, issued by a National Authority, are placed on board for the:

For compliance with Regulation 20, it should be ensured that an Oil Record Book, in the form specified in Appendix III of Marpol 73/78 Annex I, is on board the vessel.

Your attention is drawn to the following amendments to the Regulation that come into force for this vessel as indicated.

1.Regulation 16

Requirement to fit 15ppm Equipment; Viz:

V/L of 10,000 G.R.T. are to be fitted with 15ppm Oil Filtering equipment a 15 ppm Alarm and Automatic Stopping Device.

6th July 1998 Yours faithfully Master

N.L. Leclercq (Mrs)

Fleet Services Department cc: LR. Piraeus

Enc.

THROUGH LLOYD'S REGISTER PIRAEUS

Dear Sirs

"PANAGIOTIS" LR. 7378535

Further to the Survey held on the above named vessel, I enclose full-term Load Line. Safety Construction and relevant Classification Certificates for placing on 3 board.

Please arrange for any previous Load Line and Safety Construction Certificates, at present on board, to be withdrawn and destroyed.

For your guidance the original Classification Certificate should be placed on board the ship since Port Authorities may wish to check the Certificate as evidence of the vessel being in class.

Yours faithfully

N.t. Leclercq (Mrs)

Fleet Services Department

cc: LR. Piraeus

Encs.