Chapter 7: Voyage Planning for Master

7 – 01 All vessels at sea have to alter course to starboard side 

7-01 Roundabout for collision avoidance

7-02 If Stand on vessel had the obligation to alter course to starboard side

7-03 If both vessels had altered course to starboard side 

7-04 Should Slow Speed Stand on vessel A/C 10⁰ to Starboard?

7-05 If stand-on vessel altered course 10 degrees to starboard side already?

7-06 Should Fast Speed Stand on vessel A/C 10⁰ to Starboard?

7-07 Create a new no-go area around original collision position in multi ship situation

7 – 02 BRM or HELM in collision avoidance 

7-08 Case study Seamanship and Traffic Management

7-09 Inadequate risk management

7-10 Seconds before the collision when alerted by the port control

7-11 frustrated at being off the channel entrance earlier than was necessary 

7-12 When our conscious waiting the clues from our subconscious

7-13 Handle ownship in safe heading, speed and position   

7-14 Assertive in our accountability    

7-15 Missing link in communication chain  

7-16 Don’t leave ownship in any ground where we have no choice but to wait

7-17 Wrong approaching position and timing: unnecessarily close to the channel entrance

7-18 No BRM skill and overlook human element influences

7-19 What contingency plan can solve this situation? 

7-20 Alexandra 1 already in collision position and occupied the exit of channel. 

7-21 Positive feedback in an open communication environment.

7-22 Focused on clearing the channel and commencing the sea passage.

7-23 In just 2.5 ship lengths distance, a collision was unavoidable.

7-24 Alexandra 1 should not wait in the middle of buoyed channel.

7-25 Introduced practical training in emergency manoeuvring of rudder cycling

7 – 03 Some operational considerations in collision avoidance  

7-26 Local instructions have overriding authority over COLREG or Port Rules.

7-27 Would the VTSO have to instruct either master to change their plans?

7-28 Assertion or positive communication: “urge Pilot to do something we are worry about”.  

7-29 Refer to authority who had relaxed their vigilance more or less. 

7-30 Safety Cultures on board are Accountabilities to each other.

7-31 Safety Cultures on board “Alexandra 1”.

7-32 Safety Cultures on board “Ever Smart”.

7-33 The pivotal role in Maritime safety is the training to master in HELM aspects.

7-34 Three principal frameworks concerning ship movements decisions.

7 – 04 Some legal considerations in collision avoidance  

7-35 The principal issue goes to the applicability of the “crossing rules”.

7-36 Which rules are to apply “COLREG” or rules of Jebel Ali Port.

7-37 The Pilot has utmost authority in “Right of Way” situation by port rules.

7-38 Relinquish their “Right of Way” situation to masters.

7-39 COLREG need to review and revise with new technologies and theory.

7-40 COLREG Paramount clause: consult the onboard pilot and Jebel Ali VTS/port control.

7-41 COLREG Paramount clause: All rules should be applied.

7-42 COLREG Responsibility clause: All dangers of navigation...

7-43 COLREG Crossing clause: sufficiently constant direction or heading...

7-43 SOLAS requirement: Operational AIS signal is compulsory 24 hours...

7-44 Pilot boarding area is very unappropriated.

7-45 More safer speed slower than 2 knots. Turtle win the game.

7-46 Proactive safety culture is based on competency of bridge team.

7 – 05 Defensive Navigation in Narrow Channel 

7-47 Making static voyage planning to get rid of dynamic collision risk.

7-48 Collision still happened in Good Master’s command.

7-49 Traffic crossing zone with recommended course line arrangement.

7-50 Transit Traffic crossing zone close by.

7-51 Separate channel exit point and entry point permanently.

7-52 Ownship has in wrong position at entrance of inner harbour

7-53 Collision with dock or docking vessel

7-54 Wash damage is kind of collision in broader term

7-55 Collision Location in river passage: Bow wave and Stern wave

7-56 Collision Location in river passage: bottleneck of channel width

7-57 Collision Location in river passage: head on situation

7 – 06 Defensive Navigation inside Traffic Separation Scheme

7-58 Code of conduct inside Traffic Separation Scheme 

7-59 Deconflict collision inside TSS by course line concepts

7-60 Deconflict collision inside TSS by collision point concepts

7-61 Deconflict collision outside TSS 

7-62 Make lee around pilot station

7-63 Wait pilot longer inside the waiting area

7 – 07 Conclusion of Defensive Navigation

Figures: 

Figure 7- 01: Roundabout for collision avoidance in multiple targets

Figure 7- 02: illustration: Stand on vessel A/C to Starboard

Figure 7- 03: Collision position shift after Stand on vessel A/C 100 to Starboard

Figure 7- 04: Collision position shift by Fast Stand on vessel A/C 10⁰ to Starboard

Figure 7- 05: Collision position shift after Stand on vessel A/C 20⁰ to Starboard

Figure 7- 06: Collision position at 2342 hours

Figure 7- 08: Tug boat ” Zakheer Bravo “ and Alexandra 1 at 2329

Figure 7- 09: Radar Picture of Ever Smart when pilot and master discussed pilot’s disembarkation

Table  4 – Conversation between the pilot and Ever Smart’s master at 2331

Table 5 – VHF radio exchange between Alexandra 1 and Jebel Ali port control at 2341 

Table 6 – VHF radio exchange between Jebel Ali port control, Ever Smart, the pilot and Alexandra 1 at 2341 (continued) 

Figure 7-10: collision point shown on MAIB report at 2342:19 hours

Figure 7-11: Relative Manoeuvrability of Ever Smart at 2340 hours

Figure 7-12: Collision position at 2342:07 hours

Figure 7-13: Vessel east bound of Singapore Strait has Collision Risk

Figure 7-14: Safe Side of precautionary area for Eastbound Vessel

Figure 7-15: Safe Side of precautionary area for Westbound Vessel

Figure 7-16: Leading lights for harbor entrance and different outbound course line 

Figure 7-17: Leading lights 078.5 degrees inside the harbor 

Figure 7-18: Water Pressure around ship underway

Figure 7-19: ship heading change caused by bow wave first then stern wave 

Figure 7-20: ship heading change to port side by bow wave in line with bank direction  

Figure 7-21: ship unmovable due to ship’s hull interaction

Figure 7-22: vessels stick together in the straight part of the Canal

Figure 7-23: Possible cause of vessels stick together 

Figure 7-24: centerline is best position for canal passage 

Figure 7-25: Hard Port rudder to counter bow wave, Starboard rudder to counter stern wave 

Figure 7-26: Hard Starboard rudder to avoid across channel and counter stern wave 

Figure 7-27: Head on situation in Channel transit 

Figure 7-28: Possible collision zone inside Traffic Separation Scheme 

Figure 7-29: Throughout course arrangement inside Traffic Separation Scheme 

Figure 7-30: Make Lee for pilot inside Traffic Separation Scheme 

Figure 7-31: Waiting for pilot outside Traffic Separation Scheme