Loss Prevention Advice
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A Russian-flagged cargo ship damaged in an attack off the Russian port of Novorossiysk drifted across the Black Sea before running aground on Türkiye’s coast on 31 August, Turkish news agency DHA reported.
The 108-metre vessel, Omskiy-107, ran aground near Alacalı Beach in Istanbul’s Şile district after drifting toward the Turkish shoreline. According to DHA, the crew abandoned the ship in lifeboats following the attack. Photographs released by the agency showed extensive fire damage to the vessel’s bridge.
Furthermore, Turkish Coast Guard teams were dispatched after authorities were alerted that the vessel was drifting toward shore. Security forces cordoned off the area and began inspecting the ship.
Watch the video at the following link.
https://twitter.com/i/status/2094382079798583568
The incident comes as Türkiye seeks to strengthen security for commercial shipping in the Black Sea. On 8 August Turkish Foreign Minister Hakan Fidan said Ukraine had received a proposal to establish a mechanism for a moratorium on attacks against ships in the Black Sea, with a similar appeal conveyed to Russia.
Reuters later reported, citing sources, that Ukraine had proposed a mutual halt to attacks on civilian targets in the Black Sea. Moscow had not publicly responded to the proposal at the time.
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Two Turkish-flagged commercial vessels collided off Istanbul in the Sea of Marmara early on September 2, with one vessel and its 10 crew members believed to have gone missing, according to Turkish authorities.
The bulk carrier Tugberk Imamoglu, carrying around 4,200 tonnes of coiled steel and sailing towards Karadeniz Ereğli, collided with the chemical tanker Alsu, which was carrying approximately 3,000 tonnes of engine oil and was bound for Aliaga. The collision occurred at around 3:15 a.m. local time near Istanbul’s Silivri district, in a busy shipping lane.
The maritime authorities received an emergency signal from the Tugberk Imamoglu at 3:26 a.m. and subsequently lost contact with the vessel and its 10 crew members.
Authorities said the crew could not be reached by radio or mobile phone and assessed that the vessel had likely sunk.
The Alsu sustained no visible damage, while its captain reported the collision to the rescue centre. Turkish authorities deployed 14 coastguard vessels and a helicopter to conduct search and rescue operations for the missing crew.
According to the Istanbul Chamber of Maritime Commerce, the Tugberk Imamoglu is owned by Zeybe Denizcilik and operates as a bulk carrier, while the Alsu is owned by Ozpulathane Deniz Tasimaciligi and operates as a chemical tanker, Reuters reports.
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The Nautical Institute draws lessons learned from an incident where two bulk carriers collided in dense fog after the overtaking vessel went undetected and both crews failed to take timely action to avoid the collision.
A loaded bulk carrier, Vessel A, was underway in a Traffic Separation Scheme (TSS) in fog, making about 7.6 kts. Visibility was about 350 m, so the Master had put in place a heightened bridge watch regime. The Master had the con, assisted by two other navigation officers, and there was a helmsperson at the wheel.
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Vessels heading to Indian ports to load iron ore fines and other Group A cargoes should note the revised procedure for loading, sailing clearance and surveys.
Following the very recent loss of the Panama-flagged bulk carrier Ocean Winner, the Principal Officer, MMD Kolkata has, with immediate effect, imposed additional controls on the loading and sailing of vessels carrying iron ore fines, sand and other Group A (liquefiable) cargoes from ports under Kolkata Port jurisdiction, this would include Kolkata, Haldia, Budge Budge, Diamond Harbour, Paradip, Dhamra, Gopalpur and Port Blair.
Vessels loading, or due to load, such cargoes at these ports — Paradip in particular — should anticipate additional permissions, port-conducted risk assessments, mandatory multi-stage surveyor attendance. Detailed procedures are stated to be under preparation and the position is evolving.
The controls invoke the existing framework under MS Notice 9 of 2010 (safe loading, stowage and carriage of iron ore fines in fair and foul season), read with the shipper’s declaration requirement the authority attributes to MS Notice 2 of 2017. Para 5(iv) of MS Notice 9 of 2010 sets out port/terminal responsibilities, including covering of stockpiles liable to be affected by monsoon precipitation.
Revised requirements as presently notified:
As communicated by the Principal Officer, MMD Kolkata:
(a) Explicit prior loading permission — permission must be obtained from the PO, MMD Kolkata before commencement of loading of the subject cargoes;
(b) Explicit departure / sailing permission — separate permission from the PO must be obtained prior to departure;
(c) Port risk assessment — a Risk Assessment is to be carried out by the port and submitted to the PO for any liquefiable cargo, addressing at least expected rainfall, jetty condition (open or closed) and cargo storage arrangements;
(d) Shipper’s declaration — to be submitted as per MS Notice 2 of 2017;