Challenges faced and Lessons to be learned
Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report related to a near-miss occurence, involving three large container vessels.
Report Text:
“I was approaching the E bound lane of the TSS and observed a very near-miss involving three large container vessels; two were about to join the east bound lane and the third had left the west bound lane and altered course to the south. There were several exchanges between these vessels on VHF Ch. 16; on the radar screen it looked like a collision had occurred and on the AIS the range and bearing of two of ships was the same!! After several more VHF exchanges the southbound ship apologised.
“I have never seen anything as close yet as these 3 large container vessels.
CHIRP Comment
The following account of the incident was received from the managers:
Incident occurred during morning watch, while transiting the west bound TSS, en-route to XXX. As the vsl was delayed in her ETA, course had been charted to alter south and cross the TSS earlier. At the time of commencing alteration to port to cross the TSS, A observed B on her stbd bow, in the Northeast bound TSS.
Close on B’s stbd bow was C, overtaking B. A, contacted B, and requested permission to cross ahead of her. Apparently B declined the request, and instructed A to pass on her stern. As A had already altered to port to make the crossing, she continued the port alteration with a hard -over helm and made a round about turn. Once B and C had passed, A continued with the crossing, passing both the vsls on their sterns.
The onus of safe navigation is on each vessel whether container or non-container. Feel that in a developing close quarter situation the stand onvessel should also be more flexible (in taking avoiding action) especially so in restricted waters.
| Maritime Advisory Board comments |
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The response to the incident from the managers was forwarded to corporate management, along with the Boards comments and resulted in the following Circular being sent to all managers and ship masters.
The Company places the highest importance on strict compliance with the COLREGS (and any other regulations issued by local Authorities) by our vessels using or crossing traffic separation schemes.
All Masters and Officers of the Watch should remind themselves of the requirements of Rule 10 and remember to apply ALL of the relevant COLREGS while using or crossing traffic separation schemes, in particular:
1. Always maintain a safe speed as per COLREG Rule 6. In addition do not hesitate to reduce speed if more time is needed to assess the situation in heavy traffic or to wait for the appropriate gap in the traffic to cross a traffic separation scheme or a separation lane;
2. Always cross traffic separation schemes at a right angle per COLREG Rule10(c):
A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.
Crossing of a traffic separation scheme or lane should only be undertaken IF IT IS SAFE TO DO SO and if it is not safe your vessel must wait until a crossing at right angles can be safely undertaken. High traffic density is not a reason to take a route that is not at a right angle.
It must be your regular practice to cross traffic separation schemes at a right angle even if the traffic separation scheme is empty (many monitoring stations, for example Dover, will prosecute if you not cross at right angles in such circumstances) and you MUST, as good practice, have your passage plan drawn to cross a traffic lane always at a right angle.
COMMERCIAL REASONS ARE NOT A VALID REASON FOR YOU TO IGNORE YOUR OBLIGATIONS UNDER THE COLREGS AND RULE 10, AND SAFETY AND COMPLIANCE WITH COLREGS MUST ALWAYS COME FIRST.
3. When using traffic separation schemes all vessels should maintain a high degree of alertness and be prepared to act and react very quickly by using the rudder and the engines, especially:
Near pilot stations, when other vessels may unexpectedly cross a traffic lane to reach the pilot station, e.g. The Dardanelles.
When the traffic separation scheme passes near busy anchorages in port approaches where other vessels exiting the anchorage to cross the traffic separation scheme may not be seen until very late when they are about to cross the lane, e.g. approaching Singapore.
When your vessel will reach the turning point/alteration of course in a traffic separation scheme at the same time as another vessel, especially for a vessel proceeding in the opposite direction when there is a separation line but no separation zone, e.g. The Great Belt.
4. Remember that when a close quarters situation is developing or has developed in a traffic separation scheme there are no special privileges to the vessel using the traffic separation scheme and the normal COLREGS Rules for vessels in the open sea must be applied safely to resolve the close quarters situation.
We also remind our Masters and OOW to keep a sharp look out at all times, to think and plan ahead about traffic situations that are developing and into which your own vessel will shortly enter, and to take early and effective action that is clearly recognisable as such by all other vessels to avoid close quarters situations developing with other vessels. Always reduce speed if more time is needed to assess the situation.
The Board believes this is an appropriate Safety Management System response, but wishes to emphasise that Circulars represent only one of the actions required to bring about the changes in behaviour required. The International Rules for Prevention of Collisions at Sea should be complied with and the temptation to negotiate derogations from the Rules by VHF, even in the AIS era, should be avoided. If the Rules are applied properly, such communications are unnecessary in any event
Source:CHIRP
