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Precis File
SHIP NAME: New World KEY: NUM. ENTRIES: 3
source EMSA
type L
volume 11000T
material light crude oil
dead
link http://www.emsa.eu.int/end9002d003d008d001d023.html

source LINK
type D
volume
material
dead
link zhttp://www.iumi.com/Conferences/2001_genoa/Stampa/Prebble.rtf

Here we can see the YA MAWLAYA shortly after a collision and later on when she was undergoing repair. This was a 50,000 dwt vessel which was involved in a collision with the M/V NEW WORLD in December 1994 in the Mediterranean.

The YA MAWLAYA was refused entry into Spanish, French or Portuguese waters (although Valencia indicated that the vessel might be allowed in but imposed conditions with which the Owners could not comply). As a result of this refusal, the YA MAWLAYA Owners were compelled to sign an LOF with salvors. The salvors were able to effect the ship to ship transfer at sea whilst the casualty was under tow. Had the YA MAWLAYA been allowed into sheltered waters there would have been no liability to salvors and there would have been a significant reduction in the risk of loss of the hull and cargo.


source CTX
type D
volume 3000T
material C
dead 3
link

This is a bizarre collision. The New World, a Marpol single hull, was loaded, headed North from Gabon to Dunkirk. The Ya Mawlaya, a 55,000 ton bulk carrier, loaded with soy beans was headed east, from New Orleans to Ancona via Gibraltar. They met west of Gibraltar. The New World contacted the Ya Mawlaya when she was still 9 miles away. and they had several VHF communications. The Ya Mawlaya was clearly the burdened vessel and should have given way. But for some unfathomable reason she didn't. A Lloyds List article [1999-03-11] claims that the Ya Malaya's watch officer insisted that the New World give way in a conversation laden with racial slurs. The Ya Mawlaya hit the New World on the portside forward, a fire broke out, and eight of the New World's crew died, possibly at the port lifeboat station. A US court held in favor of the New World.

Here's a collision in which nothing would have helped. Both ship apparently knew exactly where the other was, the Rules of the Road were clear, there was communication. As Captain Woinin, who brought this source to CTX's attention, says: Clearly something very wrong happened in the mind of the [Ya Mawlaya's] office of the watch.

We need penetration depth and location. A picture in the Lloyds List article shows extensive damage to the Ya Mawlaya's bow, most of the way back to the collision bulkhead. Certainly more than 10 m.