Living in a more digitalized world, we are constantly witnessing changes in the maritime industry; we are now talking about e-navigation, ECDIS and automation in the bridge. In general, much effort is being done to develop guidance that promote navigational safety, taking into consideration the digital era. Since always, ships had the need of data to navigate safely and therefore, the international shipping is well working to develop navigational data and information needs.
Also, many are those who revolutionize the navigational safety for vessels, using for example augmented reality (AR) technology. However the principles governing safety do not change and even though we use modern and automated technology, CORLEGs are never outdated and the human factor remains critical. Specifically, officers onboard should not rely on technology alone but make use of all their senses for good lookout.
In this regard, we present case studies to pinpoint best practices and those actions that can result to unpleasant situations.
Example to avoid: Collision during fog
Two vessels were about to meet at the end of a buoyed channel. Visibility was reduced by fog to about 100 meters. Vessel A had a Pilot on board and the pilot boat was secured on the port side ready to board the relief pilot. The vessel was making way at about 9 knots in order to match the speed of the pilot boat and used the appropriate sound signals as per COLREGs. The plotted track was indicated that the vessel planned to navigate near the outbound stbd side of the channel.
Vessel B was approaching from the south in order to enter the channel under a speed of 12 knots. The plan was to swing to stbd after passing the red first buoy of the channel and to keep the 12 knots speed in order to counter the 2 knots northeast current.
The plotted chart indicated that Vessel B planned to navigate near the inbound stbd side of the channel, which had a maximum width of 300 meters. The bridge teams on both ships were aware of each other. Despite the planned tracks both ships were navigating in the middle of the channel.
As the turn of vessel B brought the ship in the middle of the channel (which was not the plan) and vessel A was already out of planned course to the middle of the channel also, the situation in 45 seconds developed from normal navigation to collision. Both ships sustained substantial damages.
Lessons Learned
- Both bridge teams lacked adequate situational awareness. Both thought that their position was appropriate as planned, but both failed to verify it timely.
- Meeting in a narrow channel can be a challenge for bridge teams, especially when visibility is reduced. In the above situation, a combined closing speed of 20 knots, a pilot boat secured on one of the sips and the quick out of plan turning of the other, left a very small margin for errors and reactions.
- Navigators should be proactive instead of being reactive, which means to take substantial actions early in order to avoid situations that leave little margin for corrections.
Example to remember: Planning to navigate in narrow channel
Planning to navigate at the middle of a channel is not always a good idea. Many ships when approaching a two way narrow channel prefer to plan the navigation passage in the middle of it in order to have sufficient margin on both sides. This may seem a good idea under the condition that the ship will be the only one navigating in the channel.
What happens if an opposite lane ship had the same idea? Probably the two ships will meet in the middle of the channel and an avoidance manouvere will be required by both of them. The best navigational way is to plan the passage as safest as can be to the stbd side of the channel in order to avoid last minute’s avoidance maneuvering.
Best Practice Tips in Avoidance Maneuver
You do not have to wait until last minute to maneuver. In COLREGs Rule 16 states: ”Action by give-way vessel. Every vessel which is directed to keep out of the way of another vessel shall, as far as possible, take early and substantial action to keep well clear.”
Explaining the terms
Early: Before the expected or planned time. The vessel that gives way in early stages of a situation should maneuver to avoid dangerous situations occurrence. Last minute’s maneuvers always confuse nearby vessels and may be proved dangerous.
Substantial: Sufficient in size, notable from other vessel and not leading to dangerous situation. It is not advisable to change slightly your course or speed, when you are the give-way vessel. The other vessel may not notice the change, surely it is not noticeable on radar or on ARPA tracking, and may also lead to close quarters situation. Best way is to communicate with the other vessel, change your course in a safe but notable way, creating a CPA of more than 2 nm (if sea are permits to do so) and do not wait until last minute to take action.
