The recent collision between the Cayman Island registered chemical tanker “Stolt Commitment” and Antigua and Barbuda registered freighter “Thorco Cloud” on 2014 LT, 16 Dec 2015 at Singapore strait which resulted to loss of life and crew missing.

The incident happened in Indonesian waters 6 nautical miles north-west of Batam, Indonesia. The chemical tanker sustained minor damage and is in stable condition. The freighter carrying 560 metric tons of bunker fuel sank.

As of press time, there were loss of life already and four (4) crew still missing.

Analyzation:

Incident of this nature once again proved that navigation is being considered as an unimportant task onboard. When will we learn this kind of incident? We have numerous guidelines, regulations (SOLAS, STCW, COLREGS to name a few) but still incident of this nature happen. For the sake of good order, I have listed below some of the sound navigational practices to ensure safe navigation:

• Adherence to applicable COLREGS, SOLAS, STCW and company SMS regulations
• Using a variety of navigational aids
• Not relying solely on any Global Navigation Satellite System for navigation, particularly when navigation can also be conducted visually and/or by radar;
• Using radar parallel index techniques wherever possible to monitor the ship’s track;
• Predicting the track of the ship, taking into account set and drift;
• Using soundings, clearing bearings and transits as cross-checks for position fixes and course alteration points;
• Fixing the ship’s position at frequent and regular intervals, including when a pilot is on board as per the passage planning;
• Ensuring that the ship has the latest Maritime Safety Information for the area by configuring the INMARSAT SafetyNET Enhanced Group Call (EGC) receiver correctly;
• Maintaining awareness of human factors, including fatigue and Bridge Resource Management techniques; and
• Cooperating with any available Vessel Traffic Service in the area.

Owners and Masters are reminded that:

New ship personnel are to be given proper familiarization with their watch-keeping duties and with the ships’ navigational equipment (see relevant sections 6 and 7 of the International Safety Management (ISM) Code).

SOLAS Chapter V navigational requirements for navigation in particular waters. It gives effect to:

• Regulation 19, which addresses ship borne navigational equipment and systems;
• Regulation 27, which provides that nautical charts and nautical publications necessary for the voyage are adequate and up to date; and
• Regulation 34, which requires planning of the intended voyage.

Voyage planning and execution:

Masters or officers in charge of a navigational watch preparing voyage plans should refer to IMO Resolution A.893 (21) Guidelines for voyage planning (and any other IMO guidance) which provides detailed advice on voyage planning.

As we all know, the components of voyage planning are as follows:

• appraisal which involves gathering all information relevant to the intended voyage;
• planning of the entire voyage from berth to berth, including those areas requiring a pilot;
• execution of the plan; and
• monitoring the progress of the ship during the execution of the plan.

Masters must ensure that at all times:

Voyage planning must always takes into account the reasonable unplanned vessel’s diversions (due to change of commercial orders or emergencies) that may occur during a passage.

Any changes made to the voyage plan are consistent with the IMO guidelines and clearly marked and recorded in the ship’s official documents. Where ECDIS is used, the voyage plan should be validated by the route-checking function, using appropriate safety parameters, as applicable for a particular ship.

Practice “challenge and response” especially when the Pilot is on board and conning prior to commencement of pilotage, Master should make it a habit of discussing with the Pilot regarding his intentions during the passage to the berth and mooring/tug arrangement.

Charts and publications On-board:

1. Nautical charts

a) Using appropriate charts

An appropriate nautical chart is one of a suitable scale for the navigational task at hand, noting that the scale determines the level of detail that is provided.

Smaller scale charts are used to depict large areas. They are suitable for overall voyage planning and ocean transit purposes. Small scale charts have reduced levels of detail on aids to navigation, dangers, coastal features and infrastructure (particularly where larger scale charts exist). Significant depth detail is omitted. This makes small scale charts unsuitable for navigation in areas less than 30 meters depth, adjacent to the coast or near charted hazards. Small scale charts show the limits and identity of larger scale charts. Whether in paper or electronic format, small scale charts are neither intended nor suitable for coastal navigation.

Large scale charts should be used when navigating closer to the coast, reefs and other offshore hazards. These charts cover smaller areas and provide more detail on depth, dangers, aids to navigation and coastal features. Generally, Australian charts provide continuous coverage at a scale of 1:150,000 or larger when navigating within 24 nautical miles of land or major offshore features (except in particularly remote areas).

For coastal navigation, including when navigating near charted hazards, the largest scale charts produced should be used.

When using Electronic Chart Display and Information Systems (ECDIS) with Electronic Navigational Charts (ENC), officers in charge of a navigational watch should be familiar with the use and operation of ECDIS and electronic charts.

b) BA nautical charts

Mariners should not assume that chart coverage does not exist simply because it is not indicated in the British Admiralty chart catalog.

c) Chart accuracy and reliability

The accuracy and reliability of a nautical chart depends on the quality of hydro graphic and topographic surveys and other relevant information, noting that charts are made up from diverse sources of supplied information of potentially widely differing quality. In addition, the following below should be adhered to:

Availability and appropriate use of nautical charts, updated and corrected to the latest available updates and notices to mariners;

use of largest scale charts for coastal navigation; and;

carriage and use of up to date nautical publications, necessary for the intended voyage.

I remember the ship I visited recently (before this incident occurred) to conduct navigational audit and from day one (in my 3 days audit) on the bridge, it was obvious that OOW’s does not adhere to safe navigation practices and the following are just some of the observations noted:

Crossing/joining the TSS not on 90 degrees angle.

OOW were taking positions only from GPS and no other independent position fixing method carried out.

Ratings were ordered and allowed to change the ships heading when at sea at auto mode steering.

Observed in one crossing situation, OOW (own ship) alter course to starboard in a slow manner rather than the required bold alteration in order for the other vessel to see your actions timely.

Passage plan were not adhered to accordingly

Few times observed the navigating bridge were left unattended by the OOW due the he was busy correcting publications in the chart room

So having said all the above, I strongly believe the solutions to eliminating navigational incidents are free of charge.

We just need to make “Navigation” an important task again.

What’s your take guys?

Have a safe voyages ahead and always!