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howardang

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  • Content Count

    1680
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Profile Information

  • Gender
    Male
  • Location
    East Yorkshire
  • Interests
    Anything to do with boats, ships and the sea.

Previous Fields

  • Occupation
    Retired seafarer/Ships operations manager
  • Boat Name
    58ft semi trad Winthorpe (Share)
  • Boat Location
    Wigrams Turn Marina

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9513 profile views
  1. howardang

    boat related humour - share your boating jokes

    On similar lines, and a perfectly true story, some years ago I was ops manager of a fleet of deep sea tugs/salvage vessels. All the tugs names ended in "Man" so I'm sure some of you will recognise them as United Towing Ltd. Our sister company, Humber Tugs Ltd. ran a fleet of tugs, all of who's names began with "Lady" and they worked on the Humber Estuary & Docks - Humber Tugs Ltd. The joint group management decided that it would be a great idea to have a tug that could work in either fleet, either deep sea or harbour, so they built it but could't decide whether it should be a "Man" Tug or a "Lady" tug. Which ever they chose they were concerned that either name might have some underlying sexual or sexist connotations. After a great deal of debate they compromised and guess what? They eventually decided to call it "Seaman" ! It looked great painted on the bow but sounded less so on the VHF.😲 Howard
  2. howardang

    Profile photo change

    I hope you have a rope attached to it, otherwise having lightened your boat you might go a bit faster!😊 Howard
  3. It is even more than just a seafaring tradition - it is an internationally accepted obligation, backed up by law "normally or commonly referred to as the "Law of the Sea" for a ship to go to the assistance of a ship or person in distress. As such I am sure it would not give rise to an insurance claim, for the reasons you mention, and similarly, the terms of the Charter Party would allow the rescuing ships master to claim Force Majeure against any claim against him/her by the shipper for any delay or deviation from the voyage which results in the late delivery of its cargo. Exrcat from Solas regulations on MCGA Web Site Regulation 33 - Distress Situations: Obligations and procedures Summary Masters obliged to respond to information that persons are in distress at sea received from any source. Ships can be requisitioned by the master of a ship in distress or the search and rescue authorities. Rescued persons to be treated humanely and delivered to a place of safety. Regulation 33 1. The master of a ship at sea which is in a position to be able to provide assistance on receiving information from any source that persons are in distress at sea, is bound to proceed with all speed to their assistance, if possible informing them or the search and rescue service that the ship is doing so. This obligation to provide assistance applies regardless of the nationality or status of such persons or the circumstances in which they are found. If the ship receiving the distress alert is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, the master must enter in the log-book the reason for failing to proceed to the assistance of the persons in distress, taking into account the recommendation of the Organization, to inform the appropriate search and rescue service accordingly. 1.1 Contracting Governments shall co-ordinate and co-operate to ensure that masters of ships providing assistance by embarking persons in distress at sea are released from their obligations with minimum further deviation from the ships' intended voyage, provided that releasing the master of the ship from the obligations under the current regulation does not further endanger the safety of life at sea. The Contracting Government responsible for the search and rescue region in which such assistance is rendered shall exercise primary responsibility for ensuring such co-ordination and co-operation occurs, so that survivors assisted are disembarked from the assisting ship and delivered to a place of safety, taking into account the particular circumstances of the case and guidelines developed by the Organization. In these cases the relevant Contracting Governments shall arrange for such disembarkation to be effected as soon as reasonably practicable. 2. The master of a ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the masters of ships which answer the distress alert, has the right to requisition one or more of those ships as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shall be the duty of the master or masters of the ship or ships requisitioned to comply with the requisition by continuing to proceed with all speed to the assistance of persons in distress. 3. Masters of ships shall be released from the obligation imposed by paragraph 1 on learning that their ships have not been requisitioned and that one or more other ships have been requisitioned and are complying with the requisition. This decision shall, if possible be communicated to the other requisitioned ships and to the search and rescue service. 4. The master of a ship shall be released from the obligation imposed by paragraph 1 and, if his ship has been requisitioned, from the obligation imposed by paragraph 2 on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary. 5. The provisions of this regulation do not prejudice the Convention for the Unification of Certain Rules of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by article 11 of that Convention.* 6. Masters of ships who have embarked persons in distress at sea shall treat them with humanity, within the capabilities and limitations of the ship. * International Convention on Salvage 1989 done at London on 28 April 1989 entered into force on 14 July 1996 Howard
  4. Great to hear she is safe, and congratulations to the master of the Chinese vessel for what appears to have been a good bit of shiphandling. Howard
  5. howardang

    Matthew Hedges (UAE)

    Well, hush my mouth This is,after all, called Canalworld Forum so silly me, I thought I was in the right place for chat about boaty subjects. You certainly wouldn't find me looking on Farce Book! Howard
  6. howardang

    Matthew Hedges (UAE)

    But isn't that exactly what frequently happens to threads like this, on this premier, supposedly CANAL, forum?😧 Maybe it is time to have a separate, dedicated forum section, devoted to semantics and point scoring and one-upmanship etc, where those who wish to discuss political and non waterway themes can play quietly to their hearts content. I live in hope! Howard
  7. howardang

    What's up with the Canal and River Trust?

    There is an easy solution to your thoughts; don't take a narrow boat to sea in the first place. Howard
  8. howardang

    Transport Boat River Soar to London

    Welcome to the forum. First things first. Have you any boating experience? If not, may I suggest that you hire a narrowboat while your new purchase is being refitted and then you may be able to judge for yourself whether you can handle a boat or whether you will need to look at more expensive ways of getting the boat to it's ultimate destination. Howard
  9. howardang

    Read the rules

    The Brexit thread on this forum. has never had any appeal to me. I always thought it would provide a platform for those members who consider themselves experts in anything and everything and I think that may have been the case - we get enough punditry already on all the other subjects which crop up on this forum! I have always assumed that the sentence quoted - "Exceptions to this rule may be made in special circumstances with prior approval of the Site Administration." concerned any political subject which may have a direct bearing on waterway matters. However, the political pundits may say that Brexit, may well fall into that category. Howard
  10. howardang

    Read the rules

    I think they must be the rules that say that politics are not a subject for discussion on this forum, (but we still had one of the longest threads in recent CDF history before it was closed!😕 Howard
  11. howardang

    Read the rules

    I was asked to read them this morning; I am glad someone else seems to ave been sent them. Has something happened to trigger this? Howard
  12. howardang

    Is this what we call BAD SEAMANSHIP?

    I don't think the workboat/launch is towing the ferry clear. I think the ferry has cleared the quay using her own engines which may point to a steering gear problem? Howard
  13. howardang

    Is this what we call BAD SEAMANSHIP?

    I agree that if the crane hadn't been knocked over we may well have been unaware of the incident. I said in post 4 that it could well be a failure of some sort, which is not bad seamanship by the master. I mentioned a similar case that I was indirectly involved in some years ago, also in Spain, where a ship also knocked down a crane. It didn't catch fire but it did fall across a warehouse, flattening it! Very fortunately there were no injuries, and it wasn't made into a news story. When I was informed as Marine Ops Manager, by the ships master, both myself and the Engineering Superintendent were sceptical of the master's story that both engine controls had failed at the crucial moment, which was supposed to be impossible. However, after a lot of investigation it was discovered that there was a very remote chance of this happening given the right exceptional conditions, which had happened in this case, and the master was exonerated. However, what could well be described as bad seamanship in this recent case is not using one or both anchors to try to avert a collision. Courts of enquiry will often criticise a master for not at least trying to slow the ship down by letting go an anchor or anchors, even if, realistically, it is too late to have a real effect. What may also be possible bad seamanship is not taking the weather into account (strong wind blowing onto the quay) and making sure a tug is ordered before approaching anywhere near the berth, something that happens routinely when the wind may cause an issue. The small launch seen in the video looks too too small to be used as a tug but tugs are available in Barcelona. Howard
  14. howardang

    Is this what we call BAD SEAMANSHIP?

    Actually, there were two tugs were standing by but not used; the court martial found him guilty of not using either of them, and of departing Belfast incorrectly. (I believe he departed with a flood tide, heading upstream, and didn't take notice of advice of the pilot to wait until slack water. He didn't have enough room to complete his 180 degree turn in time - an expensive and embarrassing lesson, all watched by the pedestrians crossing London Bridge as he hit it broadside! Howard
  15. howardang

    Boat safety surveyor required

    I think it was made clear when the Op originally asked for a Boat Safety Surveyor, post 10 & 11 also mention Boat Safety. As sometimes happens on this forum, there is a tendency to be too helpful but by straying away from the original question it can sometimes cloud the issue. However, I see the OP has now clarified the point so all is good! Howard
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