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A Guide for Passage Planning for the Transit of the Straits of

Malacca and Singapore IT EP OPERATIONAL AREA (SECTORS 1 TO 9)

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A Guide for Passage Planning for the Transit of the Straits of

Malacca and Singapore

First Published in 2000 Society of International Gas Tanker and Terminal Operators Ltd

Published & Printed by WITHERBY& CO. LTD

32/36 Aylesbury Street, London ECI R OET, England Telephone: +44 (0)20 7251 5341 Fax: +44 (0)20 7251 1296

E-mail: books@witherbys.co.uk\rV.vVw:witherbys.com

ISBN 13: 9781856091954 ISBN 10: 1 85609 1953

1st Edition 2000

The Society of International Gas Tanker and Terminal Operators ,is a non-profit making organisation dedicated to -------- protect and promote the mutual interests of its members in matters related to the safe and reliable

operation of gas tankers and terminals within a sound environment. The Society was founded in 1979 and was granted consultative status at IMO in November 1983. The Society has over 100 companies in membership who own or operate over 95% of the world's LNG tankers and terminals and over 55% of the world's LPG tankers and terminals.

SIGTTO

Notice of Terms of Use While the information given in this guide has been developed using the best advice available at the time of publication, it is intended purely as guidance to be used at the owner's risk. No responsibility is accepted by the Society of Internationai Gas Tanker and Terminal Operators Ltd, or by any person, firm, corporation or organisation who or which has been In any way concemed with the furnishing of information or data, the compilation, publicatlcn, Or authorised translation, supply or sale of this guide for the accuracy of any information or advice given herein or for any omission herefrom or for any consequences whatsoever resulting directly or indirectly from the comp'ence with or adoption of guidance contained herein even if caused by a failure to exercise reasonable care.

SIGn"-'::'o ~ _

PREFACE

The Membership of SIGnO has, for some time, had considerable concerns on the Safety at Navigation through the Straits of Malacea and Singapore, These concerns are based on a growing number at near misses reportedn the area, in the recent past, and the ever increasing transportation of liquetied gas through one at the busiest and most congested seaways in the world,

The Membership decided that a rneeting should be held between Masters serving on vessels that had recent experience of transiting the area, This meeting was held in February 1998 and attended by seagoing Masters and experienced marine office based personnel. In addition to SIGTTO representatives, there wore additional repmsentatives from INTERTANKO, who are also concerned about the satety at navigation in the area, Prior to the meeting it had been assumed that the problems being expenenceo by SIGTTO Members were specitic to gas vessels, It soon became readily apparent that this was not the case and the findinqs and recommendations could be applied to ail vessels calling at ports or transmnq the Straits,

There were several agreed courses of action emanating from this meeting, One of these being that a Guide to Passage Planning should be compiled, based on passage plans currently in USe by ships that make reqular transits,

Another action that was agreed was to SUbmit a paper to the Internationai Maritime Organization, addressing the concerns of SIGnO and INTERTANKO, and suggesting some improvements, This paper was introduced in May 1998 and since this time considerable discourse has taken place between SIGTTO and the littoral states,

The SIGTTO Secretariat wishes to thank and acknowledge the assistance given by the masters of the ships that have submitted their plans for inclusion into this publication and tne welcome comments that have been received on the drafting, both trom the layout and technical viewpoint.

Additionally we wish to thank INTERTANKO for their valuable support from the outset of the project.

We also wish to thank Warsash Maritime Centre. Simulation Section, who have been at great assistance in compiling and subsequently reviewing the section on Passage Planning, Their assistance was sought to ensure that this section was in line with modern and practical passage planning procedures, currently being taught tor use in the industry, Their advice strengthened the feeling that this Guide to Passage Planning should concentrate on technologies availabie on all vessels, and should not address more advance electronic equipment and facilities that may be availabie on some vessels, Due to the vast array of new technology and equipment now available it would be difficult to compile a comprehensive "Guide" for all ships and the infenfion of this "Guide" is a publication that Can be used by all,

Finally we would like to acknowledge the publications produced by the International Chamber of Shipping and Nautical Institute, These publications are mentioned in the text at the "Guide" and should be referred to, individually, by navigators compiling a passage plan for transiting the area,

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Contents PeceNo.

iiiPreface

11. INTRODUCTION

7 Passage Planning Checklist 12

2. PASSAGE PLANNING NOTES

3. EASTBOUND TRANSIT - PASSAGE NOTES Malacca Straits Transit 15 Singapore Straits Transit 19

4. WESTBOUND TRANSIT - PASSAGE NOTES Singapore Straits Transit 25 Malacca Straits Transit 30

Annex 1 Rules for Vessels Navigating Through the Straits of Malacca and Singapore 35

Annex 2 Drafting of Radio Reports to the mandatory Ship Reporting System in the Straits of Malacca and Singapore (STRAITREP) 37

Annex 3 Assigned VHF Channels for Sectors in the Mandatory Reporting System in the Straits of Malacca and Singapore (STRAITREP) 39

Annex 4(a) STRArrREP Operational Areas (1-9) 41

Annex 4(b) STRAITREP Operational Areas (7-9) 43

Annex 5 Charts and Publications 45

Annex 6(a) Example Chacklist - Eastbound Transit 47 Annex 6(b) Example Checklist - Westbound Transit 49 Annex 7 Example of Information to be incorporated on Chart. 51

Annex 8 Example of 'Conning Note Book' 55

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1. INTRODUCTION Passage Planning is a way of minimising the risk of navigational error. In areas of high traffic density and restricted available water, the requirement for pre-planning becomes even more necessary.

The aim of passage planning is to prepare for the navigation of the ship so that the intended passage can be executed in a safe manner in respect of both the vessels and the protection of the environment, by ensuring the proper and positive control of the ship at all times. Without such planning, the time to process essential information may not be available at critical times when the bridge team is occupied in confirming a landmark, altering course, avoiding or monitoring traffic and carrying out other bridge duties, such as external communications and internal communications within the ship. Under these circumstances, unless there is an effective plan in piace, mistakes and errors may go undetected leading to disastrous consequences.

The construction of an effective passage plan encourages all those concerned to foresee potential problems and plan a strategy to minimise the risk.

SIGTTO Guide for Passage Planning The intention of this 'Guide to Passage Planning' is as a guide to information that is required to compile an effective, individual ship plan from the One Fathom Bank to the Horsburgh and from the Horsburgh to the One Fathom Bank. It is basically in the form of 'Passage Notes' that may be used by the navigator to supplement information either at hand or in use. In general, following present recommended practices much of the information should be included on the chart as a central point for information.

No specific courses are recommended as it is necessary for all vessels to plan, and lay down on the chart, their own course, following the IMO approved Traffic Separation Schemes, that may be amended from time to time. However, the 'Passage Notes' will assist in this planning of courses and the compilation and implementation of an individual ship's plan.

Where alterations of course are required, the latitude or longitude or approximate bearing to a navigational mark, which ever is more appropriate, is used singly to indicate an obvious change of direction in the traffic separation scheme, This to ensure that navigators are not using a set of advised, fixed positions thus avoiding vessels using exactly the same courses in their individuallydeveloped plans.

The majority of the information contained in the passage notes has been drawn from Masters of ships owned or operated by members of SIGDO that transit the Straits regulariy. Thus, the information contained herein is based on a great deal of transit experience. Additional information has been taken from the IMO approved Traffic Separation Scheme, Rules For NaVigating Through The Straits of Malacca and Singapore and the Mandatory Ship Reporting System (Annex 2,3,4), The plan also draws upon the International Chamber of Shipping (ICS) Bridge Procedures Guide (Third Edition 1998) and has been compiied in accordance with recommendations made in this publication. Also information has been drawn from the Nautical Institute publications "Bridge Watchkeeping", "Passage Planning" and "Bridge Team Management". Any passage plan that is drawn up by individual navigators should cross reference these publications and any other applicable nautical publications that have not been mentioned in this gUide.

The passage notes contain specific information on weather and traffic densities compiled in passage plans that were developed prior to the implementation of the revised Traffic Separation Scheme and Rules for Navigation and introduction of the Mandatory Ship Reporting System on the 1st December 1998. The traffic density notes in this plan may change slightly with these changes, however this is thought to be unlikely. Wherever possible, the information about traffic density has been made on assumec predicted changes, for instance the inclusion, in the revised TSS, Precautionary Areas have been introduced in certain places, and it is predicted that there may be a change in the traffic pattern in these areas.

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Checklists

The Checklists included in this publicetion are a basis for individual ships either amending or drawing up their own checklists. They should not be considered to be definitive but the basis for individual ships to expand upon. The checklists incorporate checks for readiness for transit and reporting. Also contained, are the SIGDO recommendations with regard to speed restrictions in the Singapore Straits and One Fathom Bank areas and storing areas.

In addition to the Checklists contained in this puolcatlon, it is recommended that the checklists contained in ICS Bridge Procedures Guide (Part B) be also consulted when drawing up individual ship checklists.

Storing

Whilst the Singapore Port Authorities wish all ships to call within port limits to carry out storing operations, they have yet to introduce a reduced tariff anchorage for gas ships. Additionally, SIGDa members have expressed concern over close quarters situations that have occurred in the past due to ships storing in the traffic lanes, especially the lanes to the west of the Eastern Boarding Grounds. On this basis, as a SIGDa recommendation, all storing off port limits at Singapore will take place in the Precautionary Area to the south east of Changi, whether vessels are east or west bound. Vessels eastbound should, where possible, proceed as far to the South of the Precautionary Area as possible, whereas westbound vessels should proceed as far as to the north of the Precautionary Area as possible.

Areas for Special Precaution

An additional area of concem to the SIGDa members is the area to the north east of Horsburgh. Several members have reported near miss incidents in this area, and a proposal has been put forward to Singapore, Malaysia and Indonesia to extend the traffic separation scheme in this area. Until this has been implemented, we would recommend extreme caution when joining or leaving the scheme here.

It is apparent that, in several cases, near misses have occurred between deep draught vesselsand gas vessels due to a lack of awareness by the masters and officers of gas vessels on the constraints imposed upon these deep draught vessels, due to the restricted amount of available water. Therefore, the passage plan specifically highlights areas where deep draught vessels may be encountered, especially when departing or joining the generai fiow of traffic, to maintain the deep draft routes.

Bridge Management

It is realised, by SIGDa, that Bridge Team Management and Bridge Resource Management are two separate SUbjects. Both are taught as separate courses. Bridge Team Management being the preparation and implementation of a passage plan, normally carried out on a bridge simulator. Bridge Resource Management is, normally, more to do with the psychological approach to team work on the bridge and how to avoid accidents by effective interaction between bridge team members. SIGDO encourages training in both aspects of bridge management.

Mention is made in the Checklists and in the Passage Notes on when the Bridge Team should be strengthened for passage through areas of high traffic density and areas that require a high degree of teamwork, to ensure a safe passage is made. Although mention is made, for a review of bridge manning levels, the actual bridge manning levels must be in accordance with the written policies and procedures, required by the ISM Code, of the ships management, either ashore or onboard. Thus no firm recommendation is made on manning levels, just that they should be adequate for the envisaged task and that they meet the needs of the case.

Whatever is decided with regard to the number of personnel and their experience, for the composition of the Bridge Team, it is essential that all members are fully aware of their allotted tasks at different stages of the transit. All Bridge Team members must be fully conversant with the ships individual plan and all members must be willing to work as a team, checking the actions of other members and be open to questions about their actions. Additionally, as the majority of gas vessels transit the Straits

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regularly, after each transit, the Bridge Team should have a meeting to review the plan used for the transit and make suitable adjustments on the experiences gained, This may include changes to the courses, parallel index reference points, adding or changing the Passage Notes etc,

Further guidance on this subject can be obtained from the ICS 'Bridge Procedures Guide' and the Nautical Institute publication 'Bridge Team Management',

Engine Readiness The Rules For Navigation Through the Straits of Malacca and Singapore (Annex 1) advise, in Rule 8, that'All vessels navigating in the routeing system of the Straits of Malacca and Singapore shall maintain at all times a safe speed consistent with safe navigation, shall proceed with caution, and shall be in a maximum state of manoeuvring readiness', To comply with this regulation, on a ship without a fully operational bridge control, the engine room must be manned at all times during the transit of the straits, On vessels with a fully operational bridge control system, the management policies and procedures, required by the ISM Code, should cover the manning of the engine room, for instance when the engine room has to be on full stand-by status, The plan, therefore, does not address this aspect, but leaves the decision to individual management's,

The Checklists partially address the subject, but only in as far as testing and readiness of equipment prior to transit.

Areas of Reduced Speed The area between Batu Berhanti and the lonqnude passing through Racon (D) Buoy at the start of the Philip Channel has been identified as being an area of special concern, Due to the very restricted width of the traffic lanes in this area, SIGTTO recommends that the speed is restricted to 12 knots through the water. This recommended speed, however, is not intended to prevent a master increasing the speed of the vessel to avoid a close quarters situation, should this be deemed to be the most appropriate action, By following this recommendation, that is a rule for deep draught vessels, it is considered that the chance of a close quarter situation developing will be minimised, Also, at this speed, it is considered that more control of the vessel is achievable, At the time of compilation of this plan, the littoral states were considering the suggestion that all ships should limit their speed in these areas and would monitor the effectiveness of the SIGTTO recommendation, If proven to be effective, the Rules for Navigating may be amended accordingly,

Parallel Indexing This is the simplest and quickest pilotage technique that gives continuous monitoring of the track that the ship is making good, SIGTTO would recommend that parallel indexes should be used, whenever practicable, for the transit of the Straits, To this end, for every leg, suggested reference points have been included into the Passage Notes, These points are known to be radar conspicuous and likely to be available at all times, Buoys, especially buoys known to be prone to damage or movement, have not been used,

Wheel Over Positions

Course alteration positions should be chosen to allow for proper monitoring during the tum, Each ship usmq tbis plan Will have ItS own manoeuvring characteristics and the ships data must thus be consulted When planning a wheel over position,

Where possible, techniques for monitoring the turn should be used, This may be using a rate of tum indicator, parallel indexing or other suitable techniques,

Emergency / Contingency Plans

By preparing in advance for possible contingencies, a qu'ck and effective response can be made when the unexpected happens, Plans should be considered for coping with, amongst others, steering failure,

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power loss, loss of propulsion or any other type of accident or emergency that may occur on a ship that will affect the navigational ability.

To this end, the Passage Notes, for each leg, indicate the available depth of water to the starboard side of the relevant lane. These notes are generic and individual plans will need to be drawn up for each vessel. But, it is hoped that, by their inclusion each vessel will draw up its own plan for dealing with emergencies.

Reliance on the Correct and Timely Actions of Other Traffic

There is a warning in 'The Rules For Navigation Through the Straits of Malacca and Singapore', that states 'Mariners are warned that local traffic could be unaware of the internationally agreed regu',ations and practices of seafarers that may be encountered in or near the traffic separations schemes, and should take any precautions which may be required by the ordinary practice of seamen or by the special circumstances of the case'. Thus be aware of this caution. This is especially the case with local, small, fishing craft.

As an addition to this warning, SIGDa has had discussions with operators of other types of vessel, both shore and ship based. It is apparent that the ciosest possible approach allowed for on some types of vessel, especially on coastal trades, is significantly less than would be deemed acceptable for a, large, well managed deep sea ship. Thus, the master and navigators should not make any assumptions on the apparent inaction of another vessel encountered in the area. It may be assumed that late action may be being considered or about to be made. Thus, any actions, to avoid collision or a close quarters situation, followed by a ship transiting the Straits should always be on the assumption that some action may be taken by the other vessel, even if it is not the correct action.

Also of concern, is the fact that there is an increasing number of long, slow moving, tug and tow combinations crossing the Straits, especialiy the Singapore Straits. The tows are either poorly lit or in some cases not lit at all. Additionally, due to the length of the tow, it is difficult to identify which tug is attached to which tow. There are a number of reports of near misses that have occurred either with or because of these tug I tow combinations. This problem has also been recognised by the Singapore Port Authority who will introduce rsqutatlons from 1st June 2000 to restrict line-towed barges between the hours of 1900 and 0630.

Give all traffic as wide a berth as possible.

Use of VTIS (Vessel Traffic Information System) The new Vessel Traffic Information System, introduced on the 1st December 1998, is basically to monitor traffic movements and to issue warnings to users of the Straits. No direct instruction will be given to the transiting vessels and no instruction should be sought.

With the compulsory reporting, for all ships over 300 grt or 50 meters in length, the VTIS stations will be able to Identify individual ships and warn of any hazards, they will not however control traffic in any way. Thus, the VTIS should not be used by the navigator as another member of the bridge team. Also it should be remembered that the only persons to have responsibility for the safety of the ship, and life of those onboard. is the master and his bridge team.

Do not rely entirely on Information from other sources, even the VTIS operator, who may not be either a mariner or, if he is, experienced in your type of ship and may not be aware of problems that you are faced with.

GPS Positions, Accuracy of Charts and Navigational Aids

One of the requirements of IMO, before approving the schemes that commenced 1st December 1998, was that the whole of the area between Horsburgh and One Fathom Bank that is intended for use in the TSS, should be resurveyed. Also additional navigational aids were required to be installed.

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The benefits of this to transiting ships are:

the depths shown on charts are now correct. In some places the datum used to compile charts was very out of date

a full coverage of the area by Electronic Navigation Charts (ENG) that comply with the IMO requirement for ECOIS

the positions of dangerous wrecks have now been verified, thus, there are no "P.A." wrecks in the lanes. Additionally, some wrecks have been removed, reduced in height from the seabed or found not to be there at all

when re-surveying the area, the reference datum has now been standardised to WGS 84. Thus, all charts produced for the implementation of the new scheme will have the same system in use and no correction to GPS positions will be required. Additionally, Singapore has already installed a OGPS station for the Singapore Straits. Malaysia will shortly install two OGPS stations covering the whole of the Malacca Straits

the new navigational aids installed will be of greater assistance to the navigator as, in general, they have been positioned with the TSS in mind. For instance, new aids have been installed on the Fair Channel Bank, in the Malacca Straits, and in the vicinity of the Eastern Bank when clearing the Horsburgh TSS.

Electronic Charts and Navigation Systems

It is realised that many ships are now or will be equipped with either ECOIS charts or other electronic navigational chart aids. This publication has deliberately not referenced this type of equipment as all systems will be ship specific or not commonly in use. We have therefore kept to the basic navigation equipment with which all vessels are required to be equipped with under the requirements of SaLAs.

Passage Planning Notes

The Passage Planning Notes included in this publication are as an aid to the navigator and are used to give a brief reminder on training that has either already been given or is contained in other, more comprehensive documents. These notes are not definitive and certain actions that would normally be taken on other passages have been omitted. For instance there is no mention made of deep sea passages or picking up or working with pilots.

Updating this Guide to Passage Planning

Whilst all available information has been used to compile this plan, it is the intention to update the plan from time to time. On this basis, any suggestions on either changes to the content or to the layout would be very much appreciated by the Secretariat of SiGDa. This would be of particular use with suggestions on changes from Masters who have recent experience of transiting the area, especially with regard to traffic densities and near misses etc. It is hoped that in maintaining the plan to the highest possible degree, the safety of navigation will be enhanced in the area.

Please contact SIGDa Secretariat on: Secretariat@Sigtto.org or fax: +44 (0)20 7628 1124

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2. PASSAGE PLANNING NOTES

It is not the intention of this publicafion to give in depth Instruction or a complete description of how to carry out passage planning for the Straits of MaJacca and Singapore. It is considered to be beneficial to give a resume of the basic points of passage planning and how the contents of this publication may be used in compiling an elfective passage plan for the area.

The requirement for an elfective plan is included in the STCW Convention that states - "The intended voyage shall be planned in advance taking into consideration all pertinent information and any course laid down should be checked before the voyage commences."

As a footnote to this document recommendations on further publications are given, as well as recommendations for training.

Purpose

The purpose of passage pianning is to ensure control over the safe navigation of the ship at all times. This is normally achieved by enfering ento the chart as much information as is available to enable immediate reference should the unexpected occur. Also to monitor the progress of the vessei along the intended tracks and within previously planned and agreed parameters.

'nformation Required to Formulate a Passage Plan

Prior to compiling a passage plan for the Straits of Malaoca and Singapore as a minimum, the following publications will be required in addition to this guide:

chart catalogue corrected navigational charts routeing and pilot charts IMO Ship's Routeing sailing directions and pilot books light lists tide tables tidal stream information Navtex local warnings and Notices to Mariners (Navareas, Hydropacs) radio signal information (including VTS and pilot service) owner's and other unpublished SOurces manoeuvring data Mariner's Handbook climatic information and weather forecasts electronic navigational systems information (as applicable) personal experience of ships navigating officers.

Additionally, when compiling the passage pian the availability and reliability of the foilowing have to be considered at the early part of the planning phase:

main propulsion system steering gear navigational equipment anchors thrusters (if equipped) auxiliaries trim and draught of vessel transverse stability the availability of manpower.

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Preparing the plan

When preparing the plan the navigating officer will need to take account of the following:

adequate underkeel clearance at all times, including allowances for squat, pitch, roll, swell, predicted tidal height and possible increase of draught due to heel and trim

safe distances off dangers, allowing for weather, tidal stream, anticipated traffic, availability of safe water and navigational systems in use

alter-course positions which can be monitored conveniently either visually or by radar management of chart changes, which should not occur at critical points of the passage The Traffic Separation Schemes, and the requirements of Rule 10 predicted tidal stream information, leading to the pre-working of allowances for set visibility of lights (especially in the Malacca Straits), rising/dipping distances, arcs and colours of

light sectors envisaged safe speeds along the route, taking into consideration the SIGTTO recommended area

of reduced speed, leading to a speed plan for the transit, and an ETA plan at the pilot station or storing position, making due allowance for posable reduced visibility. A plan for reducing speed under control should be considered

selection of depths for comparison with the echosounder, taking note of the predicted height of tide may be desirable for certain routes through the Straits

reporting points, VHF frequencies, VTS requirements, areas of special concern and pilot station frequencies if either requiring a pilot or areas of increased traffic density.

abort positions for specific sections and contingency plans in case of accident or emergency or bad visibility

the primary and secondary systems of navigation to be used requirements of any electronic chart systems all charts and publications available are up to date equipment status margins of allowable error, safety clearing bearings and ranges the making up of a bridge, or conning, notebook,

The master must satisfy himself that the passage plan meets all his requirements and he must then ensure that all watch-keeping officers are properly briefed; and that the plan is kept amended and upto-date for the intended passage,

Passage planning therefore should be a preparation for effective piloting by selecting, and marking in advance, those relevant navigational techniques which will lead to safe control of the ship and adherence to the plan.

Preparing the Chart 1. The first step when preparing a passage plan is to identify and mark the 'no-go' areas on the chart.

The charts supplied to ships are the same for everyone, whether for use on board a VLCC at 25 metres draught or on a coaster sailing at 3 metres draught. It is therefore imperative that the chart is made suitable for the specific condition of your vessel. This should be done by marking the 'limiting danger lines' - often referred to as marking out the 'no-go areas.'

These are valuable safety limits to any plan for a coastal. Lines must be drawn on the chart to highlight where the vessel cannot go, Proper allowance must be made for maximum draft and predicted tidal height and any other limiting condition. The concept of marking no-go areas has the following benefits:

it forces consideration of the factors affecting under keel clearance, which is always the high risk element

it forces a concentrated study of the chart, rather than just a glance

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it immediately highlights to anyone who looks at the chart the, often large, areas that must be avoided.

It is not enough to depend on, say, printed depth contour lines. The lines have to be prominent in order to highlight the immediate danger quickly and effectively at any time under any light condition.

It is important to draw the no-go boundaries as accurately as possible. They should show, for example, that the vessel can pass the wrong side of a mark, in an emergency, although this may not normally be desirable. It can be seen from the study of some recent incidents that had this information been immediately available, then a grounding or collision would most probably not have occurred. In this context passing the wrong side of a buoy is nothing compared with the consequences of even a minor incident.

2. Insert the 'limits of safety'. Normally this will be an area either side of the vessels intended track that may be acceptable to deviate within, under normal circumstances. In the Straits, however, this may be the traffic lanes already on the chart. However in certain areas, for instance around the Fair Channel Bank area, we wouid suggest that additional lines are marked on the chart to highlight where it has been considered that it is only safe to navigate under normal circumstances.

3. After these considerations have been made the vessels intended track should be inserted.

4. The wheel over positions should then be marked on the chart. When marking the wheel over positions consideration shouid be given to the amount of rudder that will be applied. the expected speed of the ship at the alteration position and also the depth of water due to the effect on the turning circle of shallow water.

5. It is often valuabie to insert the speed that is to be maintained along certain sections of a leg. This is especially true if an accurate ETA is required at a certain point, e.g. for picking up pilots or rendezvousing for stores.

6. The methods to be used for fixing the vessels position on different parts of the intended track should be entered onto the chart. The prime method should be by visual fix, whenever possible, backed by radar or electronic means. If, from experience, it is known that there are conspicuous landmarks or points for position fixing it is often worthwhile to identify these.

7. The timing of fixing the vessels position should be considered when passing though the Straits. The requirement for fixing the vessels position will vary considerably, based on the neamess of the most imminent danger and also while executing and completing a tum. As a back up to frequent fixing. the use of parallel indexing techniques wili assist in ensuring the vessei is maintaining the intended track and should be considered, especially in the more constricted parts of the Straits.

8. From experience of passing through the Straits it wiil become evident what identifiable marks are radar conspicuous. It is of value to mark these radar conspicuous targets on the chart for future reference. Weaker targets that may be usefully used in ciear weather may disappear in heavy rain and thus may not be avaiiable.

9. Clearing bearings for hazards, and to assist in maintaining the track should be inserted onto the chart. These give a very quick method of checking that the vessel is, at least, missing dangerous or noteworthy points.

10. Clearing ranges are another technique used by some vessels to ensure that a minimum and maximum distance is maintained from a identifiable mark. These should be considered on all vessels where parallel indexing is not being employed and may especially beneficial when completing a turn.

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11. Prior to entering a restricted section of the scheme abort points should be entered on the chart. At this point it must be agreed that to proceed any further all systems etc. have to be fully operational and the vessel is in readiness to proceed. As well as entering the abort point on the chart it is often recommended that the action to be taken to abort is also entered onto the chart. E.g. When reaching the abort point the engine speed is reduced and the direction of turn, with possibly the helm order, entered so that all personnel involved in navigating the vessel are fully aware of the agreed action to be taken.

12. In addition to the abort positions contingency pianning should also take place whilst compiling the passage plan. By marking the "no-go areas" on the chart, as suggested above, it should be readily apparent if there is sufficient water outside the traffic lanes in which to anchor. By preparing in advance for possible contingencies, a quick and effective response can be made when the unexpected happens. Pians should be considered for coping with, amongst other things, main engine failure, steering loss. port or channel closures, radar failure, reduction in visibility, heavy traffic at crucial points, movement or closure of a pilot station, or any of the accidents and emergencies that can occur to a ship on passage.

13. The tidal streams and heights at the time of expected transit should be marked on the chart. The depth of water, in general, in the Straits should not pose a problem for vessels of 12 metres draft or less, but if the height of tide is marked on the chart it will assist in contingency planning. The direction and strength of the tide and current in certain parts of the Straits, especially the Singapore Straits, can be very strong and should be marked on the chart in prominent positions. This will assist, not only, in predicting and understanding the movement of your own ship but also the movement of others, especially slow moving vessels and tugs with tows.

14. In addition to the above it is suggested that the reporting points for the STRAITREP are clearly marked on the chart, in addition to the positions where it is necessary to change VHF channels.

15. Also the position of expected high traffic density should be marked on the chart along with any other relevant information. Some additional piloting techniques are mentioned below. These are further covered in detail in the recommended publications and are only touched on here.

Transits (ranges) Transits (also known as ranges by some navigators) - i.e., the line on the chart upon which an observer would see two identifiable objects in line - can be used to give the navigator a quick indication of his position. Although a transit is only a single position line, it has the advantage that it does not require the use of special equipment. For accuracy the distance between the observer and the nearer object should be no more than three times the distance between the objects observed, though transits at distances greater than this can be used to advantage. Transits can be used effectively as a cue within the passage plan, and also as limiting danger lines.

Leading Lines and Head Marks Leading lights are useful as an aid to naviqation but not available in the Straits, therefore not mentioned in detail. Additionally head marks may be used but their use in the Straits may be very limited and therefore are not discussed in detail.

Parallel Indexing

As mentioned previously this is the simplest and quickest pilotage technique, and is highly recommended as it gives continuous monitoring of the track that the ship is making good.

February 2000 10

SIGITO

As with all radar techniques, parallel indexing should be practised in clear weather during straightforward passages so that personnel become thoroughly familiar with the technique before attempting to use it in confined or difficult passages, at night or in restricted visibility. Great care should be taken in identifying and confirming reference points on the chart and on the radar; and also in verifying the radar range when using the parallel index.

Monitoring the Passage Plan

It is common practice to fix the ship's position and then make an allowance for set and drift depending upon offset from the previous fix. This approach to navigation is REACTIVE, being based upon past observations. if either of these is wrong, then any predictions using them will be erroneous. When using fixes in this way, it is usually better to make the fixes at regular and appropriately frequent intervals. This enables a simple check to be made with respect to speed. It also helps the quick and effective calculation of short-term EPs (Estimated Positions), using the latest course and speed made good, to warn of any immediate problems developing.

However, in narrow and restricted waters, such as the Straits, techniques need to be used which enable the navlqator to maintain a forward outlook, that is to be PROACTIVE, whilst monitoring the deviation from the intended track being made good. Frequent, hurried visits to the chart table to fix the vessel's position may not be the most effective use of the time available. Also, whilst doing this the overall sense of awareness can be interrupted and it is easy, during critical phases, to become disorientated.

It is worth remembering to monitor the echo-sounder. This instrument can often provide the first warning signs that the vessel is standing into danger, since in almost all situations the nearest land is beneath the vessel.

Error Management

It is human nature to make mistakes. Experienced people can make mistakes, usually through slips or lapses caused by preoccupation or distraction, through short cuts in procedures or through applying 'standard' routines unthinkingly in unexpected or unusual circumstances.

Inexperienced people are more likely to make mistakes through lack of knowledge, lack of training, not using safe procedures, or through over confidence.

Similarly, everyone can make mistakes through fatigue, or as a result of ambiguous information. Rarely is an accident caused by a single error. Usuaiiy small errors build up into an error chain. In most situations the correction of any single one of the small errors in the error chain will lead to the safe resolution of the situation. People should organise their actions to minimise the possibility of an error chain developing sufficientiy to lead to an accident,

This shouid be done by adopting self-checking procedures such as always verifying position with more than two position lines, monitoring the depth recorder or checking the track and compass course particularly after an alteration of course. Similarly, navigational systems must not be relied upon implicitly and one system must be checked against another regularly.

The strength of a passage plan is that it can be checked before implementation, and provides a basis for monitoring the passage. Encouraging the habit of obtaining an independent cheek by another member of the bridge team prior to executing any action set out in the passage plan will minimise the risk of errors going undetected. An unexpected deviation from the pian may indicate the development of an error chain. Any such dev'ation, for whatever reason, should alert the bridge team to the possibility of equipment failure, a human error or an unexpected current. When the deviation might arise from a variety of causes then the plan provides the best framework for resolving the problem.

February 2000 11

SIGDO

PASSAGE PLANNING CHECKLIST

Charts Comments

Are the charts the largest scale available? Yes No ...................................................... ... Are they corrected for the latest Notice to

Mariners and local navigational warnings? Yes No , ......... , ..... ", ........ "., .................. " ....... Do the charts cornpletely cover the area? Yes No ..........................................................

Sailing Directions

Is the planned track following recornrnended routes? Yes No ..........................................................

Is the plan following local regulations? Yes No .......................................................... Are all potential hazards known? Yes No ..........................................................

Port I Storing Information

Are local conditions known? Yes No ......... ................................................. Is berthing / storing information available? Yes No ..... .................................................... Is a VTS rnanual available? Yes No ..........................................................

Tidal AtlasfTables

Have the strearn strength and directions been discussed? Yes No ........., ..... ..........................................

Have the tidal heights been discussed? Yes No ................ " ........................................

List of Radio Signals

Where is the pilot boarding area? Yes No .................................................... ..... Are VHF Port working channels and

procedures noted? Yes No ................ ...................... .................. Where are the required calling in points? Yes No ................. .... , ...................................

Weather Reports

Is the local forecast available? Yes No , .., ......................................................

Local Agent

Has the agent advised of berth and berthing/stores and storing requirements? Yes No ..........................................................

February 2000 12

SIGDO

Vessel Condition Comments Comments

What is the draft and air drat? Metres What is the minimum acceptable underkeel

clearance? Metres

Manoeuvring Data

Have considerations for squat been made and are tables available? Yes No

Chart Information

No-go areas Yes No Margins of safety plotted Yes No Plotted tracks Yes No Have we calculated the wheel-over points

and what are they? Yes No Paraliel index references Yes No Required speed at differing way points Yes No VTS calling points Yes No Tidal stream anticipated Yes No Crew call out position Yes No Tug meeting area Yes No Abort positions Yes Nu Contingency plans available? Yes No

Briefing

Were all naviqaiors present? Yes No ................................................. " ... Have the fixing intervals been determined? Yes No Have nxing points been determined? Yes No Have the primary naviqatlon aids been

determined? Yes No ........... , , , ", . Have the secondary means been

discussed? Yes No ....................... , , " . Have the areas of high risk been

determined and discussed? Yes No ........... , , , , . Has the bridge team discussed the

information flow and has it been agreed? Yes No .. .. ................... .. .. ....... , .................. Has the charted plan been discussed? Yes No .. .. .. ........... .... .. .. ................ .. ... ". Has the watch condition been

determined? Yes No "p """" " " " .

Have duties been assigned and understood? Yes No ................................. , .

Have the conditions for increasing the watch been determined? Yes No ........ " , .

Have team members been made aware of any defective equipment? Yes No

., .. , , " , ' , .

February 2000 13

SIGTTO

3. EASTBOUND TRANSIT - PASSAGE NOTES

MALACCA STRAITS TRANSIT (Approaching One Fathom Bank to the Singapore Straits)

WEATHER AND GENERAL NOTES

Tidal Effects

Due to the relatively shallow water in the Straits, there is some tidal effect on the current in the area, especially south of One Fathom Bank where the Strait becomes narrower and shallower, However, the prevailing set is north-easterly at no more than 1/2 knot. At the north end of the Strait south-easterly sets may be encountered as the Indian Ocean currents meets the outflow from the Strait. These sets are generally very light.

Weather

The wind is usually light and variable, with a high percentage of calms reported. Rain may occur at any time. Most rainfall comes in showers and passing thunderstorms. These are usually of short duration, but the rain can be very heavy and in these torrential showers visibility and the effective use of radar can be seriously impaired.

Additionally, at certain times of year the clearing of forests by fire has led to very restricted visibility due to smog. This reduction has been reported, at times, of less than one nautical mile.

Waterspouts are reported to be a common feature in the Malacca Strait. Sailing Directions advise that, where possible, they should be given a wide berth.

Traffic

Expect traffic to be heavy after passing One Fathom Bank. Before this, the greater available sea-room means that traffic tends to be lighter. The area between Tanjung Jambuair and One Fathom Bank are obviously good fishing grDunds because tishing boats are often encountered here in very large numbers. Elsewhere they tend not to gather in such large numbers, but keep a qood lookout for them (they are sometimes poorly lit) throuqhout this section of the passage.

Note that the Sailing Directions for the area (NP44) gives a warning that applies equally to the Malacca and Singapore Straits. Mariners are warned that local traffic, could be unaware of the internatiDnally agreed regulations and practices of seafarers, may be encountered in or near traffic separation schemes, and should take any precautions which may be required by the ordinary practises of seamen, Dr by the special circumstances of the case'. In other words, don't expect local craft to do what they should do, and make plans accordinqly,

Be aware that much of the traffic in the area is used to ooeratinq in the close proximity to other vessels. From conversations with masters of non-gas vessels, even large ships have a different idea on what is a reasonable CPA than may be the case on a well run, deep sea, gas vessel. Therefore a ship that is required to alter course to avoid collision may leave their actions to a seemingly unreasonably late stage. Additionally they may alter onto a course to pass other traffic at what may seem to be unreasonab'y close. Thus any action taken by your ship should always bear in mind these facts, and alterations should always be made on the basis of the Collision RegulatiDns.

SIGTTO Passage Notes for Eastbound Transit 01 Straits 01 Malacca and Singapore The contents contained in this Model Plan is for information purposes onlyand SiGITO shall not be responsible or

liable in any way forany costs, damage, liability or losses that may be incurred from the reliance on or use by anyone of the information contained therein.

February 2000 15

SIGTTO

With regard to very deep draught vessels, be aware that they may well be, 'staging' through the Malacca and Singapore Straits to maintain a maximum underkeel clearance. Warnings of these slow moving vessels, hampered by their draught will be broadcast by VTIS.

Approaching and Entering One Fathom Bank TSS PRIMARY FIXING: RadarNisual SECONDARY FIXING: GPS FREQUENCY:

SIGDO

Maintain VHF watch on Channel 88. Emergency I Contingency Anchorage - Generally. there is clear water to the south of the TSS,

however, be aware of the bank, marked by a flashing yellow buoy, and the explosives dumping ground to the west of this bank. Once clear of these areas, there is sufficient clear water and bottom to anchor in an emergency.

RACON (M) Bearing Approx. 090 I 270 degrees PRIMARY FIXING: Visual SECONDARY FIXING: Radar

SIGDO

Emergency I Contingency Anchorage - Generally, there is sufficient clear water to the south of the TSS and the vessel will be able to cross the banks at slow speed should it be necessary, except in the vicinity of Pyramid Shoal (that should be highlighted by the navigator on the chart as 'no-go areas'). However, further south, from the end of the Precautionary Area to Raleigh Shoal Beacon, there is sufficient water to be able to leave the scheme and anchor without crossing any banks.

P Batu Besar Bearing Approximately 065 degrees. (Off Raleigh Shoal) PRIMARY FIXING: Visual SECONDARY FIXING: Radar/GPS

SIGno

when approaching the next alteration of course, be aware of the separation zone diminishing in width, and thus traffic proceeding in the opposite direction may be in close proximity, especially traffic staying to the west of Fair Channel Bank,

when abeam of Pu Pisang change to VHF Channel 88 as the vessel has passed into Sector 6 of the VTIS coverage,

navigation should be relatively straightforward, on this leg, as the newly installed beacons on Fair Channel Bank, fitted with racons, will be of assistance and the Pu Pisang and the Brothers are radar conspicuous, Whilst Pu Pisang is not very clearly visible, and thus a visual bearing may be difficult in the day, the light is powerful and will prove useful.

Emergency / Contingency Anchorage - Generally, there is sufficient clear water to the south of the TSS until abeam of T Lahoh when Long Bank commences, The depths over this bank are insufficient to pass safely over, however, anchorage in suitable depth of water can be found immediately adjacent to the south east bound lane as the closest that Long Bank comes to the lane is 2 miles,

SINGAPORE STRAITS TRANSIT (The Brothers to the Horsburgh)

WEATHER AND GENERAL NOTES

Tidal Effects

Tidal streams in the Singapore Straits can be strong and set in either direction, especially in the vicinity of Batu Berhanti, where rates of 4~6 knots can be experienced, However, the direction of set is, in general, parallel to the direction of the traffic lanes, Predictions are tabulated in Admiralty Tide Tables Vo1.2, Predictions at various salient points for the expected times of transit are shown on the charts concerned.

Weather

The climate table for Singapore shows that the weather in this area hardly varies throughout the year. Fog is almost unheard of, however in recent years problems have been experienced with smoke haze, reducing visibility to less than one mile at times, due to the forest fires on the Indonesian mainland. This is seasonal and navigational warnings by NAVTEX and VTIS will advise in advance, Additionally, heavy rain can occur at any time of the day or night and this can severely restrict visibility and, on occasion, have a very detrimental effect on the radar display, especially where the rain is at its heaviest.

Traffic

Naturally, a high concentration of traffic can be expected throughout the Straits transit, but due to the revised traffic schemes, crossing traffic should be more concentrated in the Precautionary Areas, Where the likelihood of encountering vessels crossing the general flow of through traffic is higher this is mentioned in detail later, Be aware that much of the traffic in the area is used to operating in the close proximity to other vessels, From conversations with masters of non-cas vessels, even large ships have a different idea on what is a reasonable CPA than may be the case on a well run, deep sea, gas vessel. Therefore a ship that is required to alter Course to avoid collision may leave their actions to a seemingly unreasonably late stage, Additionally they may alter onto a course to pass other traffic at what may seem to be unreasonably close, Thus any action taken by your ship should always bear in mind these facts, and alterations should always be made on the basis of the Collision Regulations,

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for information purposes onfy and SIGTTO shEJ/I not be responsible or

liable in any way for soy costs, damage, liability or losses that may be incurred from the reliance on or use by anyone of the information contained therein.

February 2000 19

SIGDa

Of particular concern in this area of the Singapore Straits is the number of tugs and tows. They tend to be very slow moving and may have difficulty maintaining a course in compliance with Rule 10 of the collision regulations. Additionally, at night, it has been reported that the tows are not well lit, if at all, and sometimes it is difficult to identify which tug is attached to which tow. (From 01 June 2000 the movement of line tows will be restricted, at night by regulations imposed by Singapore MPA.)

The time of transit can also have a marked effect on the amount of traffic encountered. It is believed that early morning, between 0500 and 0700 are the worst times, especially on a Monday, due to the container traffic entering the port of Singapore. It is suggested, therefore, that transits are timed, whenever possible, to miss this period.

With regard to very deep draught vessels be aware that they may well be, 'staging' through the Malacca and Singapore Straits to maintain a minimum underkeel clearance. Warnings of these slow moving vessels, hampered by their draught, will be broadcast by VTIS.

If necessary, VTIS will identify other ships on request, but, unless the vessel is bound for Singapore Port, they can only advise its destination as 'in transit'.

Speed

At all times throughout the transit of the Singapore Strait, the speed should be adjusted to meet the traffic requirements and visibility available. There is a recommended speed of transit, by SIGDa, in the Philip Channel. (All vessels foilowing the guidance of this plan are requested to maintain this speed limit).

The Brothers bearing Approximately 220 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar

SIGTTO

o navigation on this leg will normally be by visual bearings, backed up by radar ranges. There are several beacons and buoys that will be better seen, visually, at night. The notable beacons being Nipa that is equipped with a Racon and P Cuia. Of particular use is the south cardinai buoy at the southern extreme of the separation zone, marking the start of the Deep Water Route. This lias a Racon (0).

o be aware that transiting deep draught vessels wil! be moving towards the northern part of the lane in order to enter the Deep Water Route at this buoy. Additionally they will be reducing speed to 12 knots to comply with the Ruies For Navigation (See Annex 1).

o commence reducing speed, if necessary, to ensure that the speed at the next alteration of course is in line with the SIGTTO recommendation of a maximum speed of 12 knots through the water

o Emergency I Contingency Anchorage - Generally, there is sufftcient clear water to the south of the TSS.

South Cardinal Mark, Racon (0) bearing Approximately 000 degrees PRIMARY FIXING: Visual SECONDARY FIXING: Radar

SIGDO

Helen Mar Reef bearing Approximately 140 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar

SIGDO

Batu Berhanti bearing Approximately 150 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar

SIGna

when Changi Beacon bears 000 degrees, change to VHF channel 10 as the vessel has now passed into Sector g of the VTIS coverage.

if intending to rendezvous WITh the stores launch on this leg, ensure the correct shapes are ready and remember to check astern for vessels which may be catching up as the vessel slows down.

the track then passes into the Precautionary Area where crossing or merging traffic tolfrom the Johor Strait to the north, and Selat Riau to the south, may be encountered. A careful watch will have to be maintained on this traffic, especially with a change of own vessels speed. If storing, the operation may commence once clear of the traffic lane and the vessel has entered the Precautionary Area. All storing operations should be completed prior to re-entering the TSS at the end of the Precautionary Area, and the vessel should be back to a normal, safe speed.

Emergency I Contingency Anchorage - Generally, there is plenty of clear water to the south of the TSS that may be used in an emergency.

Mungging Light bears Approximately 335 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar

SIGTTO

4. WESTBOUND TRANSIT - PASSAGE NOTES SINGAPORE STRAITS TRANSIT

(Horsburgh to The Brothers)

WEATHER AND GENERAL NOTES

TIdal Effects Tidal streams in the Singapore Straits can be strong and set in either direction, especially in the vicinity of Batu Berhanti, where rates of 4-6 knots can be experienced. Predictions are tabulated in IIdmiralty Tide Tables Vol. 2. Predictions at various salient points for the expected time of transit are shown on the charts concerned.

Weather The climate table for Singapore shows that the weather in this area hardly varies throughout the year. Fog is almost unheard of, however in recent years problems have been experienced with smoke haze, reducing Visibility to less than one mile at times, due to the forest fires on the Indonesian mainland. This is seasonal and navigational warnings by NAVTEX and VTIS wili advise in advance. Additionaliy, heavy rain can occur at any time of the day or nigllt and this can severely restrict visibility and, on occasion, have a very detrimental effect on the radar display, especialiy where the rain is at its heaviest. Winds are generaliy light and variable.

Traffic Naturally, a high concentration of traffic can be expected throughout the Straits transit, but due to the revised traffic schemes, crossing traffic should be more concentrated in the Precautionary Areas. Where the likelihood of encountering vessels crossing the general flow of through traffic is higher this is mentioned in detail later.

Be aware that much of the traffic in the area is used to operating in close proximity to other vessels. From conversations with masters of non-gas vessels, even large ships have a different idea of what is a reasonable CPA than may be the case on a well run, deep sea, gas vessel. Therefore a ship that is required to alter course to avoid collison may leave their actions to a seemingly unreasonably late stage. Additionally they may alter onto a course to pass other traffic at what may seem to be unreasonably close. Thus any action taken by your ship should always bear in mind these facts, and alterations should always be made on the basis of the Collision Regulations.

Of particular concern in this area of the Singapore Straits is the number of tugs and tows. They tend to be very slow moving and may have difficulty maintaining a course in compliance with Rule 10 of the collision regulations. Additionally, at night, it has been reported that the tows are not well lit, if at all, and sometimes it is difficult to identify which tug is attached to which tow. (From 1st June 2000 the movement of line tows will b8 restricted at night by regulations imposed by Singapore MPA).

The time of transit can also have a marked effect on the amount of traffic encointered. It is believed that early morning, between 0500 and 0700 are the worst times, especially on a Monday, due to the container traffic entering the port of Singapore. It is suggested, therefore, that transits are timed, whenever possible, to miss this period.

With regard to very deep draught vessels, on a westbound transit, few problems will be encountered

SIGTTO Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents :onteinedin this Model Plan is for information purposes only and SIGTTO 8111;1/1 not be responsible or

liable in any way for any costs. damage, ,'lability or iosses that may be rcunea from the reliance on or use by anyone of the information contained therein.

February 2000 25

SIGTTO

except with vessel crossing from the eastbound deep-water route into the port of Singapore. However, be aware of the possibility of encountering these vessels in the vicinity of the boarding grounds and also in the Precautionary Areas to the South of the port of Singapore. Warnings of these slow moving vessels, hampered by their draught and crossing the routing, will be broadcast by VTIS.

If necessary, VTIS will identify other ships on request, but uniess the vessel is bound for Singapore Port, they can only advise its destination as 'in transit'.

Note that the Sailing Directions for the area (NP44) gives a warning that applies equally to the Malacca and Singapore Straits. 'Mariners are warned that local traffic, could be unaware of the internationally agreed requlations and practices of seafarers, may be encountered in or near traffic separation schemes, and should take any precautions which may be required by the ordinary practices of seamen, or by the special circumstances of the case'. In other words, don't expect local craft to do what they should do, and make plans accordingly.

Speed

At all times throughout the transit of the Singapore Strait, the speed should be adjusted to meet the traffic requirements and visibiiity available. There is a recommended speed of transit, by SIGTTO, between the longitudes passing through Batu Berhanti and the Racon (D) buoy. (All vessels follOWing the guidance of this plan are requested to maintain this speed limit).

Approaching and entering the Horsburgh TSS

PRIMARY FIXING: Visual I Radar SECONDARY FIXING: GPS FREOUENCY:

SIGno

Emergency I Contingency Anchorage - Generally. there is sufficient clear water to the north of the

TSS.

P Mungging (Racon K) bearing Approx. 320 degrees FREOUENCY

SIGno

o tidal currents in this area can be strong, up to about 4 knots as the lanes narrow. The general flow is in the direction of the track. (Navigators should insert, on the chart, the expected current direction and speed for the time of transit).

o commence reducing speed, if necessary, to ensure that the speed when passing to the North of Batu Berhantl is in line with the SIGnO recommendation of a maximum speed of 12 knots through the water.

o especially at night, a very careful watch should be kept on all traffic, both on radar and visually. With the background of the city of Singapore and the vast conglomeration of ships in the foreground, it is often very difficult to see or identify ships lights or to notice, until clear of anchored ships, a vessel leaving the port or anchorage.

o radar ranges are initially very poor on this ieg due to the shipping within the port limits. until approaching Lazarus Island and St. Johns Island, which are good firm radar targets. GPS may be needed to confirm visual fixes.

o Emergency I Contingency Anchorage -There is a limited amount of clear water to the north of the TSS that may be used In an emergency, Whilst the water depth is sufficient, space available between the port limit and the west bound lane Is restricted, (Navigators shouid identify these areas clearly on the chart).

St.Johns Island bearing approx. 000 degrees

PRIMARY FIXING Visuai SECONDARY FIXiNG: Radar FREQUENCY:

SIGTTO

Gusong Beacon bearing Approx. 020 degrees FREQUENCY:

SIGTIO

ftow of passage of through traffic. Navigation wamings will be transmitted by VTIS advising of vessels crossing here.

also of concern, especially at night, on this leg of the passage, will be the large concentration of small fishing craft in the lanes. The majority of these craft are small and generally poorly lit. On occasions they do not show a light until the last minute, either because it is obscured or not on, and are generally undetectable by radar. especially in heavy downfalls of rain. A great deal of caution should be exercised here.

after the recommencement of the separation scheme, after the Precautionary Area, the traffic lane again commences to narrow, so be aware of other vessels converging on the track.

when crossing the line between Tanjung Piai and P Karimun Kecil change to and monitor Johor VTIS on VHF Channel 88 - the vessel has now left the Singapore VTIS area and passed into Sector 6 of the Mandatory Reporting Scheme. Use the standard ' STRAITREP' format for reporting as contained in Annex 2. Note the time of reporting in fhe movement book. It is necessary to repeat the STRAITREP passed to Singapore VTIS as the vessel has passed into Malaysian jurisdiction.

Emergency / Contingency Anchorage - There is sufficient space to the north of the zone, between the lane and Singapore Port limits, and as previously mentioned to the south is the separation zone. Both areas are available until the commencement of the Precautionary Area. In this area anchoring should only be considered in dire emergency.

MALACCA STRAITS TRANSIT (Singapore Straits to the One Fathom Bank)

WEATHER AND GENERAL NOTES

Tidal Effects

Due to the relatively shallow water in the Straits, there is some tidal effect on the current in the area, especialiy south of One Fathom Bank where the Strait becomes narrower and shallower. However. the prevailing set is north-easterly at no more than 1/2 knot. At the north end of the Strait south-easterly sets may be encountered as the Indian Ocean currents meets the outflow from the Strait. These sets are generally very light.

Weather

The wind is usually light and variable, with a high percentage of calms reported. Rain may occur at any time. Most rainfall comes in showers and passing thunderstorms. These are usually of short duration, but the rain can be very heavy and in these torrential showers visibility can be seriously impaired. Additionally, at certain times of year, the clearing of forests by fire has led to very restricted visibility due to smog. This reduction has been reported, at times, of less than one nautical mile.

Waterspouts are reported to be a common feature in the Malacca Strait. Sailing Directions advise that, where possible, they should be given a wide berth.

Traffic

Expect traffic to be heavy after passing the Brothers until the Fairchannel Bank. After this, the greater available sea-room means that traffic tends to be lighter. The area between Tanjung Jambuair and One Fathom Bank are obviously good fishing grounds because fishing boats are often encountered here in very large numbers. Elsewhere they tend not to gather in such large numbers, but keep a good lookout for them (they are sometimes poorly lit) throughout this section of the passage.

SIGno Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for information purposes only and S/GTTO shall not be responsible or

liable in any way forany costs, damage, /lability or losses that may be incurred from the reliance on or use by anyone of the information contained therein.

February 2000 30

SIGTTO

Note that the Sailing Directions for the area (NP44) gives a warning that applies equally to the Malacca and Singapore Straits 'Mariners are warned that local traffic, could be unaware of the internationally agreed regulations and practices of seafarers, may be encountered in or near traffic separation schemes, and should take any precautions which rnay be required by the ordinary practises of seamen, or by the speciai circumstances of the case'. In other words, don't expect local craft to do what lhey should do, and make pians accordingly.

Be aware that much of the traffic in the area is used to operating in the close proximity to other vessels. From conversations with masters of non-gas vessels, even large ships have a different idea on what is a reasonable CPA than may be the case on a well run, deep sea, gas vessel. Therefore 8 ship that is required to alter course to avoid collision rray leavetheir actions to a seemingly unreasonably late stage. Additionally they may alter Course to pass other traffic at what may seem to be unreasonably close. Thus any action taken by your ship should always bear in mind these facts, and allerations should always be made on the basis of the Collision Regulations.

Tanjung Piai Beacon bearing approx. 080 degrees PRIMARY FIXING: Visual SECONDARY FIXING: Radar FREQUENCY:

SIGDO

o Emergency / Contingency Anchorage - After the alteration of course there is clear water to the north of the lane, with sufficient room for anchoring in clear water, except in the region of Nares Bank, which has restricted depth of water at the south-eastern part.

(To be used if passing to the South of the Fair Channel Bank).

Tanjong Telaga bearing approx, 040 degrees PRIMARY FIXING: Visual/ Radar SECONDARY FIXING: GPS FREQUENCY:

sicrro

Emergency / Contingency Anchorage - Generally, there is sufficient clear water to the north of the TSS.

Tanjung Gabang Lt bearing approx, 030 degrees PRIMARY FIXING: Visual SECONDARY FIXING: Radar/GPS Frequency:

SIGno

One Fathom Bank Lighthouse bearing approx. 100 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar Frequency:

SIGno

Annex 1

RULES FOR VESSELS NAVIGATING THROUGH THE STRAITS OF MALACCA AND SINGAPORE

Definitions

For the purpose of these Rules the following definitions shall apply:

A vessel having a draught of 15 metres or more shall be deemed to be a deep draught vessel.

2 A tanker of 150,000 dwt and above shall be deemed to be a very large crude carrier (\/LCG).

Note: The above defindians do not prejudice the definition of "vessel constrained by her draught" described in Rule 3(h) of the International RegUlations for Preventing Collisions at Sea, 1972.

II General Provisions

Deep draught vessels and VLCCs shall allow tor an under keel clearance at at least 3.5 metres at all times during the entire passage through the Straits at Malacca and Singapore and shall also take all the necessary satety precautions, when navigating through the traffic separation schemes.

2 Masters at deep draught vessels and VLCCs shall have particular regard to navigational constraints when planning their passage through the Straits.

3 All deep draught vessels and VLCCs navigating within the traffic separation schemes are recommended to use the pilotage service at the respective countries when they become available.

4 Vessels shall take into account the precautionary areas where crossing traffic may be encountered and be in a maximum state of manoeuvring readiness in these areas.

III Rules

Rule 1 Eastbound deep draught vessels shal! use designated deep water routes.

Rule 2 Eastbound deep draught vessels naVigating in the deep-water routes in Phillip Channel and Singapore Strait shall, as tar as practicable, avoid overtaking.

Rule 3 All vessels navigating within the traffic separation scheme shall proceed in the appropriate traffic lane in the general direction at traffic tlow for that lane and maintain as steady a COurse as possible, consistent with sate navigation.

Rule 4 All vessels having detects affecting operational satety shall take appropriate measures to overcome these defects betore entering the Straits at Malacca and Singapore.

Rule 5 In the event of an emergency or breakdown of a vessel in the traffic lane, it shall, as far as practicable and safe, leave the lane by pulling out to the starboard side.

Rule 6(a) Vessels proceeding in the westbound lane of the traffic separation scheme "In the Singapore Strait" when approaching Raffles Lighthouse shall proceed with caution, taking note of the local warning system, and, compliance with Rule 18(d) of the International Regulations for Preventing Collisions at Sea, 1972, avoid impeding the safe passage of a vessel constrained by her draught which is exhibiting the signals required by Rule 28 and which is obliged to cross the westbound lane of the scheme in order to approach the single point mooring facility (in approximate position 0111' ,42N, 10347'.50E, from Philip Channel).

February 2000 35

IV

SIGno

Rule 6(b) Vessels proceeding in the traffic separation schemes when approaching any of the precautionary areas shall proceed with caution, taking note of the local warning system, and, in compliance with Rule 18(d) of the International Regulations for Preventing Collisions at Sea, 1972, avoid impeding the safe passage of a vessel constrained by her draught which is exhibiting the signals required by Rule 28 and which is obliged to cross that precautionary area.

Rule 6(c) Information relating to the movement of ships constrained by their draught as referred to in paragraphs (a) and (b) above will be given by radio broadcasts. The particulars of such broadcasts are promulgated by Notices to Mariners. All vessels navigating in the area of the traffic separation scheme should monitor these radio broadcasts and take account of the information received.

Rule 7 VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore shall, as far as it is safe and practicable, proceed at a speed of not more than 12 knots over the ground in the following areas:

Rule 7(a) At One Fathom Bank traffic separation scheme;

Rule 7(b) Deep-water routes in the Phillip Channel and in Singapore Strait; and

Rule 7(c) Westbound lanes between positions 01'12'.51N 103'52'.25E and 01'11'.59N 103%O'.31E and between position 01'11'.13N 103'49'.18E and Oi'08'.65N 103'44' AOE.

Rule 8 All vessels naviqatinq in the routeing system of the Straits of Malacca and Singapore shail maintain at all times a safe speed, consistent with safe navigation, shall proceed with caution, and shall be in a maximum state of manoeuvering readiness.

Rule 9(a) Vessels which are fitted with VHF radio communication are to participate in the ship reporting system adopted by the Organisation.

Rule 9(b) VLCCs and deep draught vessels navigating in the Straits of Malacca and Singapore are advised to broadcast, eight hours before entering the traffic separation schemes, navigational Information giving name, deadweight tonnage, draught, speed and times of passing One Fathom Bank Lighthouse, Raffles Lighthouse and Horsburgh Lighthouse. Difficult and unwieldy tows are also advised to broadcast similar information.

Rule 10 All vessels navigating in the Straits of Malacca and Singapore are requested to report by radio to the nearest shore authority any damage to or malfunction of the aids to navigation in the Straits, or any aids out of position in the Straits.

Rule 11 Flag States, owners and operators should ensure that their vessels are adequately equipped in accordance with the appropriate international conventions/recommendations.

Warning

Mariners are warned that local traffic could be unaware of the internationally agreed regulations and practices of seafarers and may be encountered in or near the traffic separations schemes, and should take any precautions which may be required by the ordinary practice of seamen or by the special circumstances of the case.

36 February 2000

SIGTTO

Annex 2

DRAFTING OF RADIO REPORTS TO THE MANDATORY SHIP REPORTING SYSTEM IN THE STRAITS OF MALACCA AND SINGAPORE

(STRAITREPj

Designator Function Information Required

A Ship Name and call sign

C Position A 4-digit group giving latitudes In degrees and minutes suffixed with N (north) or S (south) and a 5-digit group giving longitudes in degrees and minutes suffixed with E (east) or W (west); or

D Position True bearing (first 3 digits) and distance given in nautical miles from an clearly identifiable point (state landmark)

E True course A 3-digit group

F Speed in knots and tenths of knots

A 3-digit group

P Hazardous cargo on board Indicate "Yes" or "No" to whether vessel is carrying hazardous cargo. If "Yes" the class if applicable.

Q Defects/damage/deficiencies/ other limitations

Brief details of defects, deficiencies or other limitations

I

R Description of pollution or dangerous goods iost overboard

Brief detail of type of pollution (oil, chemicals, (etc.) or dangerous goods tost overboard; position expressed as in (C) or (D)

February 2000 37

SIGTTO

Annex 3

ASSIGNED VHF CHANNELS FOR SECTORS IN THE MANDATORY REPORTING SYSTEM IN THE STRAITS OF MALACCA AND SINGAPORE

(STRAITREPj

SECTOR VHF CHANNELS VTS AUTHORITIES

Sector 1 VHF Channel 66 KLANG VTS

Sector 2 VHF Channel 88 KLANG VTS

Sector 3 VHF Channel 84 KLANG VTS

Sector 4 VHF Channel 61 KLANG VTS

Sector 5 VHF Channel 88 KLANG VTS

Sector 6 VHF Channel 88 JOHOR VTS

Sector 7 VHF Channel 73 SINGAPORE VTS

Sector 8 VHF Channel 14 SINGAPORE VTS

Sector 9 VHF Channel 10 SINGAPORE VTS

February 2000 39

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SIGno

Annex 4(a) STRAITREP OPERATIONAL AREAS

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February 2000 41

SIGTIO

Annex 4(b) STRAITREP OPERATIONAL AREAS

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February 2000 43

SIGTTO

Annex 5

CHARTS AND PUBLICATIONS - USED FOR THE TRANSIT OF THE STRAITS OF MALACCA AND SINGAPORE

(Please note that all Charts and Associated Publications listed are produced by the UK Admiralty - Hydrographic Office - being the foremost supplier of Nautical Charts to the World - Wide Fleet of Ships. However this list is not intended to recommend or restrict a vessel or company from using publications from other recognised hydrographic authorities.)

NAVIGATIONAL CHARTS:

1358, 3946, 3947,2570, 2598, 2556, 2569, 3831

PASSAGE PLANNING CHARTS:

5502 - Mariners Routing Guide - Malacca and Singapore Straits (new edition yet to be published, with revised TSS etc.)

Pilot Book:

Admiralty Sailing Directions - Volume 44

Light Lists: Admiralty List of Lights - Volume F

Tide Tables:

Admiralty Tide Tables - Volume 2

Radio Signals: Admiralty List of Radio Signals - Volumes 2, 3, 6 & 7 (Part2)

OTHER PUBLICATIONS: Navigational:

NP100 The Mariners Handbook (Admiralty)

NP136 Ocean Passages of the World (Admiralty)

Pirates and Armed Robbers - A Masters Guide (ICS)

Bridge Procedures Guide - 3rd Edition (lCS)

Bridge Team Management (Nautical Institute)

Bridge Watchkeeping (Nautical Institute) Passage Planning (Nautical Institute)

Straits of Malacca and Singapore - A Guide to Planned transits by Deep Draught Vessels. (lCS & OCIMF) - (as information for expected actions)

Guide to Port Entry (or similar) (gives information on actions and types of vessels entering or leaVing ports in area)

February 2000 45

SIGDO

General Discussion Information

Seaways (Nautical Institute) or Nautical Institute Internet web site 'http://www.nautinst.org' (for incident! near miss reports MARS - many reports for the area and much can be learnt from these reports).

Collisions and Their Causes (Cahill)

Strandings and Their Causes (Cahill)

February 2000 46

SIGDa

Annex 6(a) EASTBOUND TRANSIT OF SINGAPORE AND MALACCA STRAITS

CHECKLIST

ONE FATHOM BANK AND MALACCA STRAIT TRANSIT STEERING SYSTEMS CHECKED

ALIGNMENT OF GYRO REPEATERS CHECKED

ECHO SOUNDER, COURSE RECORDER AND ENGINE ORDER RECORDER CHECKED, PAPER SUPPLIES OK., CLOCKS SYNCHRONISED, RADAR

PERFORMANCE CHECKED

CHECK TIDAL STREAM INFORMATION FOR PASSAGE

ENGINE ROOM READINESS AS AGREED

ANCHORS CLEARED

BRIDGE TEAM COMPOSITION AND NUMBERS - TASKS ASSIGNED

CALL VTIS ON AND PASS TRANSIT DATA TO KLANG VTS CHANNEL 66 - SECTOR 1

CHANGE VHF CHANNEL AND MONITOR KLANG VTIS CHANNEL 88 - SECTOR 2

TRAFFIC I WEATHER REVIEWED INCREASE SPEED? ENGINE ROOM STATUS AND BRIDGE TEAM COMPOSTION CHANGE?

CHANGE VHF CHANNEL AND MONITOR KLANG VTIS CHANNEL 84 - SECTOR 3

CHANGE VHF CHANNEL AND MONITOR KLANG VTIS CHANNEL 61 - SECTOR 4

CHANGE VHF CHANNEL AND MONITOR KLANG VTIS CHANNEL 88 - SECTOR 5

CHANGE VHF CHANNEL AND MONITOR JOHOR VTIS - CHANNEL 88 - SECTOR 6

SINGAPORE STRAIT TRANSIT 1 HOURS NOTICE OF READINESS TO DUTY ENGINEER

CALL AND PASS TRANSIT DATA TO SINGAPORE VTS - CHANNEL 73 - SECTOR 7

BRIDGE TEAM COMPOSITION AND NUMBERS - TASKS ASSIGNED

STANDBY ENGINES

REDUCE SPEED TO 12 KNOTS (SIGDO RECOMMENDATION) - FOR TRANSIT BETWEEN RACON (D) AND BATU BERHANTI

CHANGE VHF CHANNEL AND MONITOR SINGAPORE VTS - CHANNEL 14 - SECTOR 8

REVIEW TRAFFIC AND WEATHER CONDITIONS WITH REGARD TO SPEED ON LEAVING PRECAUTIONARY AREA BY BATU BERHANTI - INCREASE IF NOT STORING

CHANGE VHF CHANNEL AND MONITOR SINGAPORE VTS - CHANNEL 10 - SECTOR 9

COMMENCE STORING ONCE CLEAR OF SEPARATION SCHEME

COMPLETE STORING PRIOR TO RE ENTERING SEPARATION SCHEME

REVIEW WEATHER AND TRAFFIC CONDITIONS - INCREASE SPEED? - REVIEW BRIDGE TEAM AND ENGINE ROOM STATUS

OFF ENGINE ROOM STAND BY SECURE ANCHORS AFTER PASSING HORSBURGH TSS

DATE: .

February 2000 47

SIGno

Annex 6(b) WESTBOUND TRANSIT OF SINGAPORE AND MALACCA STRAITS

CHECKLIST

SINGAPORE STRAIT TRANSIT STEERING SYSTEMS CHECKED

ALIGNMENT OF GYRO RFPEATERS CHECKED

ECHO SOUNDER, COURSE RECORDER AND ENGINE ORDER RECORDER CHECKED, PAPER SUPPLIES OK. CLOCK SYNCHRONISED, RADAR PERFORMANCE

CHECKED

CHECK TIDAL STREAMS INFORMATION FOR PASSAGE

ENGINE ROOM READINESS AS AGREED

ANCHORS CLEARED

BRIDGE TEAM COMPOSITION AND NUMBERS - TASKS ASSIGNED CALL SINGAPORE VTIS EAST AND PASS STRAITREP DATA ON VHF CH 10

WHEN PASSING HORSBURGH UHO. MONITOR VHF 16 AND 10 COMMENCE SroRING ONCE CU,AR OF SEPARATION SCHEME

COMPLETE STORING PRIOR TO RE ENTERING SEPARATION SCHEME

ReVIEW TRAFFIC AND WEATHER CONDITIONS WITH REGARD TO SPEED ON LEAVING PRECAUTIONARY AREA

BRIDGE TEAM COMPOSITION AND NUMBERS - TASKS ASSIGNED CHANGE VHF CHANNEL AND MONiTOR SINGAPORe VTS - CHANNEL 14 - SECTOR 8 ~

REDUCE SPEED TO 12 KNOTS (SIGno RECOMMENDATION) - FOR TRANSIT BETWEFN BATU BERHANTI AND RACON (D)

CHI\NGE VHF CHANNEL AND MONITOR SINGAPORE VTS ~ CHANNEL 73 - SECTOR 7 REVIEW TRAFFIC AND VISIBILITY ON PASSING RACON(D) WITH REGARD TO BRIDGE

TEAM COMPOSITION, ENGINE ROOM MANNING AND SPEED CHANGE VHF CHANNEL PASS STRAITREP TO JOHOR VTIS - CHANNEL 88

SECTOR 6

MALACCA STRAIT TRANSIT CHECK TIDAL STREAM INFORMATION FOR PASSAGE

CHANGE VHF CHANNEL AND MONITOR KLANG VTIS - CHANNEL 88 - SECTOR 5 CHANGE VHF CHANNEL AND MONITOR KLANG VIIS - CHANNEL 61 - SECTOR 4 CHANGE VHF CHANNEL AND MONITOR KLANG VTIS - CHANNEL 84 - SECTOR 3

TRAFFIC SOLUTION ASSESSED AND DUTY ENGINEER INFORMED OF REOUIREMENTS FOR OFB TRANSIT: MANNED/SBE

CHANGE VHF CHANNEL AND MONITOR KLANG VTIS - CHANNEL 88 - SECTOR 2 CHANGE VHF CHANNEL AND MONITOR KLANG VTS - CHANNEL 66 - SECTOR 1

ENGINE ROOM STATUS AND BRIDGE TEAM COMPOSITION CHANGE? OFF STAND BY ENGINES / SECURE ANCHORS

DATE: .

February 2000 49

SIGTTO

Annex 7

EXAMPLE OF INFORMATION TO BE INCORPORATED ON CHART

(Please note that the examples shown are not accurate and should not be followed exactly - the purpose is as an example only.)

February 2000 51

SIGno

AREA IN THE REGION OF HELEN MAR REEF (As an example of information that should be included on the Chart)

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February 2000 53

SIGTTO

AREA IN THE REGION OF BATU BERHANTI (As an example of information that should be included on the Chart)

February 2000 54

SIGno

Annex 8

EXAMPLE OF THE CONTENTS OF A CONNING NOTE BOOK

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X TRACK LIMIT PORT X TRACKLIMIT STBD MINDEPTH

be before Deeowater route ~.5C before TSS II 5.7 i DISTANCE TIME

045 COURSE

PARALLEL INDEX'S IsCardinal Racon TK Helen Mar reef 045'0.75045'0.5 I ~ S cardinal 045"0.64 srao rr('I" mac "", 045"0.5 STBO I WHEEL OVER BEARINGS I_~__,