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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) I

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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: <20 mins on approach becoming <10 mins on entering scheme. PI off Racon Beacon (M) and One Fathom Bank Racon Beacon.

• on approaching One Fathom Bank TSS, report to Klang VTIS (VHF Channel 66) at the reporting position marked on the chart. Use the standard ' STRAITREP' format for reporting as contained in Annex 2. Note the time of reporting in the movement book.

• Monitor VHF Channel 66 throughout this section of the TSS, listening for warnings, navigational information and identifying other vessels entering TSS.

• ensure the vessel is on or near the track approaching the TSS. • the current in the area should be, more or less, along the course line laid on the chart, as indicated.

The set is up to 3 knots counter or 1.5 knots favourable, but flows in the direction of the banks. (When preparing the passage plan, the navigator should enter predicted tide direction, for the time of transit on the chart).

• watch and be aware of converging traffic, especially traffic with different relative speed and adjust if necessary to avoid close quarter situations.

• One Fathom Bank light is powerful and is easily identifiable at night. It also carries a Racon, identifying it quickly visually and on radar will prove helpful.

• note that the F1 (4) special rnark, in the middle of the lane is liable to drift and / or damage, and should not be relied upon for fixing.

• there is no concern with regard to draught in this area for ships drawing 12 meters or less but be aware of any deep draught ships in the area as their courses will be laid to avoid the two banks in the north west sector of the SE bound zone as well as the two shallow patches and 22 meter wreck towards the start of the scheme. Give deep draught vessels ample sea room so that they are able to maintain under-keel clearance, especially if they are taking avoiding action for fishing vessels.

• review abort position and actions prior to entering the scheme. • also be aware that, in the past, vessels in transit to the NW have been reported to have completely

ignored the TSS ruies, not altering from their original course, and proceeded across the separation zone. Thus, if this should occur, an end on or a ship fine on the port bow, situation may arise.

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

One Fathom Bank Racon Beacon (0) Bearing Approx. 090 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar <lOmins PI off Racon Beacon (M) and One Fathom Bank Racon Beacon

• when One Fathorn Bank bears 090 degrees, change to VHF channel 88 as the vessel has now passed into Sector 2 of the VTIS coverage.

• the 'goal-post' beacons are useful for fixing an alternative to the One Fathom Bank beacon, The southern beacon carries the Racon (M).

• traffic, by now, should be well organised, however, be aware of converging traffic, as the two banks, that act as a natural separation zone for deep draught vessels, are left behind. Also there may be a slight variation in the position of alteration on to the next course by other vessels.

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents containedin this Model Plan is for information purposes onfyand SfGTTO shallnot be responsible or

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

February 2000 16

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 <10mins PI off Racon Beacon (M) and One Fathom Bank Racon Beacon - Then switch PI to Sepat Beacon

which is reported to be radar conspicuous.

• this nex1 course will clear the TSS at the One Fathom Bank and will pass through the Precautionary

Area off Lumut. • note the bank, with a depths of approximately 7 meters. close to the south of the TSS and ensure

that the vessei either does not drift, or is forced to alter towards this bank. • approach the Precautionary Area off Lumut with caution. Crossing traffic or traffic joining or leaving

the scheme may be experienced within this area. • while transiting the Precautionary Area, the traffic and climatic conditions should be assessed and,

if safe to do so, the speed may be increased to the maximum commensurate with safe navigation, bearing in mind the 'Rules for Navigation' contained in Annex1.

• further down. the prominent Sepat Beacon is radar conspicuous and visually prominent. • the characteristics of the tidal current will have changed slightly in the area, in comparison to the

tidal streams off One Fathom Bank. Now a flow of up to 2.5 knots may be experienced in either direction, but still parallel to the course line.

• 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, except in a few places (that should be highlighted by the navigator on the chart as 'no-go areas') should IT be necessary. However, further south, from the start of the Precautionary Area to Sepal Beacon there is sufficient water to be able to leave the scheme and anchor without crossing any banks.

Sepat Beacon Bearing Approximately 220degrees

PRIMARY FIXING: Visual SECONDARY FIXING Radar/GPS <20mins PI off Raleigh Shoal beacon towards the southern part of this course.

• the first section of this leg, towards the Precautionary Area off Port Dickson, shouid be relatively quiet, with regard to traffic concentrations, as most transiting vessels will be maintaining a course in the direction of the scheme.

• with regards to position fixing, at night. the lights on the coast to the north may be visible for obtaining a visual fix. The GPS may be required as a check for radar range fixes as the coastline tends to be poor for obtaining ranges, especially towards the start of the leg. However, Raleigh Shoal Beacon will become visible, especially at night, and by radar as the vessel progresses south.

• when passing Pyramid Shoal, change to, and monitor, VHF channel 84 as the vessel has now passed into Sector 3 of the VTIS coverage.

• when approaching the Precautionary Area off Port Dickson, be very aware of traffic crossing, joining or leaving the scheme. An additional hazard in this area is the departure to the south of the Deep Water route. Thus, watch for deep draught vessels that are to the north of the track that may alter their course to cross ahead of the intended track, to enter the Deep Water route in this area.

• the current in the area is predicted to be of the same strength and direction as experienced in the previous section.

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for information purposes onlyand SIGTTO 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 17

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 <20mins PI off Raleigh Shoal Beacon at north of leg Rob Roy Beacon at south of leg.

• proceed with caution when transiting the Precautionary Area as traffic may be crossing, joining or leaving the general direction of flow in this area.

• as with the previous section, the current can be expected at a rate of a maximum of 2.5 knots, parallel to the direction of the course line. There are reported to be some tide rips and eddies, and these are marked on the charts. These may affect the relative track of slow moving craft such as fishing vessels.

• shortly after ieaving the Precautionary Area, change to VHF Channel 61 as the vessel has passed into Sector 4 of the VTIS coverage.

• within approximately 5 miles of regaining the TSS, from leaving the Precautionary Area, deep draft vessels will be rejoining the TSS, as the Deep Water route merges at a shallow angle. This should not be a problem, as the angle is shallow and there is plenty of sea room in the lane.

• Emergency I Contingency Anchorage - Generally. there is sufficient clear water to the south of the TSS, however be aware of the proximity of the Deep Water Route. It may well be necessary to cross this route into clear water. Also be aware of the Rob Roy Bank which is very extensive and cannot be crossed.

Rob Roy Bank Beacon Bearing Approximately 270 degrees

PRIMARY FIXING: Visual I Radar SECONDARY FIXING: GPS <20mins PI off Rob Roy Bank Beacon at the north end of leg -Tanjung Tohor on southern end of leg.

• this leg is quite straightforward with all traffic proceeding in the same direction. The only envisaged problems being with overtaken I overtaking ships and fishing craft.

• position fixing, in good visibility, especially at night, should be relatively easy from Rob Roy Bank beacon and then the coast. Additionally, new beacons are installed on Fair Channel Bank which should assist both with visual bearings and radar ranges.

• with Tanjung Tohor just forward of the port beam, change to VHF Channel 88 as the vessel has entered Sector 5 of the VTIS coverage.

• Emergency I Contingency Anchorage - Generally, there is sufficient clear water to the south of the TSS

T Laboh Bearing Approximately 050 degrees

PRIMARY FIXING: Visual I Radar SECONDARY FIXING: GPS <20mins PI Beacons on Fair Channel Bank and Pu Pisang followed by the Brothers on the southern section of the leg.

• this leg is quite straightforward, with all traffic proceeding in the same direction. The only envisaged problems being with overtaken I overtaking ships and fishing craft.

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for information purposes onlyand S/GTTO shallnot be responsible or

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

February 2000 18

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 <10mins PI off Brothers and Racon (D)

• when abeam of Pu Karimun Kecil change to VHF channel 73 and using the standard 'STRAITREP' format for reporting as contained in Annex 2 pass the Straitrep message. Thereafter, maintain a listening watch on Ch.73 as the vessel has entered Sector 7 of the VTIS coverage and is now under the control of Singapore VTIS. Note the time of reporting in the bridge movement book.

• consider the traffic and weather carefully at this time, with a special regard to information passed by the VTIS on deep draught vessels either transiting or leaving the scheme. The speed should be adjusted to ensure that it is suitable for a safe transit.

• shortly the vessel will be passing into the Precautionary Area south west of the Western Boarding Ground. Of special concern here will be ships, mainly tankers or dangerous cargo vessels, or ferries crossing the general flow of traffic to or from the Western boarding Ground. Large, deep draught, vessels are of particular concern as they will already be on reduced speed, for readiness to board the pilot at the Western Boarding Ground, and their swing to port and, thereafter, transit will at some stage restrict the flow of passage of through traffic. Navigation warnings wiil 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 smali and generally poorly lit. On occasion 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.

• piracy was once a problem in this area. In recent years it has declined, but there is concern that It may increase again due to the financial predicament the Far Eastern Countries are presently in. Piracy watches should be instigated.

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for informatIon purposes onlyand SIGTTO shallnot be responsible or

tiable in any way for any costs, damage, liability or losses that may be incurred from the rel/ance on or use by anyone of the information contained therein.

February 2000 20

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 <10mins PI South Cardinal buoy (Racon D) - Helen Mar Beacon (Racon M)

o the turn around this mark is quite tight, thus, it IS advisable to use parallel indexing to monitor this

iarge alteration, • traffic joining tile TSS from Seiat Durian may be encountered here in addition to the locai fislling

craft and the risk of rimcy, as mentioned for the previous leg. There should be little other crossing traffic and the deep draught vessels will be in the Deep Water Route to the north

• it has been reported that strong, transverse currents occur in this area and aiowance should be made for these when preparing the plan. (Navigators should insert, on the chart, the expected current direction and speed for the time of transit).

• further aiong this leg is the small island of Takong Keel, to the south of it is another south cardinal which carries a Racon.

o Emergency I Contingency Anchorage - Generally there is sulficient clear water to the south of the TS8.

Takong Kecil Island bearing Approximately 000 degrees

PRIMARY FIXiNG, Visuai SECONDARY FIXING: Radar <1Omins PI off Helen Mar reef (racon M) and Buffalo Rock (racon K)

o ali three islands to the north of track are useful fnr positions. Approaching the next WP, there are severai shoo! patches to the east of track, ciose outside the limits of the traffic lane. The closest is H~en Mar Reef, which is guarded by a cardinai mark and racon (the mark is reported to be prone to damage and on occasion it has been painted white - not black and yellow as charted)

• traffic bound for, or from, the Shell SBM, may be crossing the traffic lanes in this vicinity. Any such traffic will be broadcast as a warning by the VTIS service. Otherwise the traffic will be as in the previous leg.

o tidal currents in this area can be strong, up to about 4 knots. 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 when due south of Raffles Light, change to VHF channel 14 as the vessel has now passed Into Sector 8 of the VTIS coverage.

• Emergency I Contingency Anchorage - Generally, tnere is a limited amount of ciear water to the south of the TSS that may be used in an emorgency. The ilvaiiability of ciear water, however, diminishes approaching the Helen Mar reef, but there is room available to anchor clear of the lane should it be necessary.

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The ccotovs contained in fh:s MeJdel P!Ar is tor information purposes only and SIGTTa shalf not be responsible or

liahle in anv way for8ny costs; damage, liability or losses met may be incurred frOIT! the reliance on or use by anyone of the intotmation contained therein.

February 2000 21

SIGDO

Helen Mar Reef bearing Approximately 140 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar <5mins PI off Helen Mar Reef (racon M) and Buffalo Rock (racon K)

• this short leg leads to a position west of Buffalo Rock. • the traffic. in the main, should continue to be proceeding in the direction of the lane. There is a

slight possibility of tankers crossing the lane, to join or leave the system, proceeding to or from the Shell SBM. Warnings of this crossing traffic will be transmitted by VTIS. This possibility is remote, however, as a fully loaded VLCC will leave the lane from the deep water route, to the north of the track being followed.

• again, the tidal currents in this area can be strong, up to about 1.5 knots. The general ~ow is in the direction of the track. (Navigators should insert, on the chart, the expected current direction and speed for the time of transit).

• Emergency / Contingency Anchorage - Generally, there is a limited amount of clear water to the south of the TSS that may be used in an emergency.

Buffalo Rock bearing Approximately 140 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar <5mins PI Buffalo Rock (racon K) and Batu Berhanti (racon B)

• shortly after altering course off Buffalo Rock is another Precautionary Area where crossing traffic may be encountered, bound to or from the Jong Fairway and the Southern Boarding Ground Pilot Station. A great deal of caution is required here, especially with outbound ships that will have sufficient time to build up a good speed, from dropping the pilot. The fact that these ships will be increasing speed will not assist in predicting their track and, as mentioned in the introduction, their idea of a reasonable CPA may not be the same as yours. Additionally, be aware of ships about to leave the scheme to proceed to the north. They may be reducing speed to arrive at the pilot station and also they may alter course, by gO degrees, possibly without regard for overtaking traffic.

• 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 refineries in the foreground, it Is often very difficult to see or identify ships lights or to notice a vessel leaving the port or anchorage.

• approaching the reef at Batu Berhanti, positions can be obtained using the light on Lazarus Island, which gives a good cross with Batu Berhanti and Buffalo Rock. Also radar ranges off the islands, and Racon on Batu Berhanti itself.

• note the shoal patch, guarded by an isolated danger mark close to track at Batu Berhanti. Unfortunately the buoy is often reported to be damaged and sometimes out of position, thus do not rely on it, either for fixing positions or for marking the danger.

• the tidal stream can be strong in this area, up to 5 knots, especially as approaching Batu Berhanti, but the flow is in the general direction of the track. (Navigators should insert, on the chart, the expected current direction and speed for the time of transit).

• Emergency / Contingency Anchorage - Generally, there is a limited amount of clear water to the south of the TSS that may be used in an emergency until approaching Batu Berhanti when there is very limited available water, right to the edge of the lane.

SIGTTO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents contained in this Mode! Plan is for information purposes only and SIGTTO shall not be responsible or

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

February 2000 22

SIGDO

Batu Berhanti bearing Approximately 150 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar <5mins PI off Batu Berhanti

o immediately after altering course off Batu Berhanf is another Precautionary Area where crossing traffic may be encountered, bound to or from the East Keppel Fairway and the East Boarding Ground (A) Pilot Station. A great deal of caution is required here, especially with outbound ships that have had sufficient time to build up a good speed, from dropping the pilot. The fact that these ships will be increasing speed will not assist in predicting their track and, as mentioned in the introduction, their idea of a reesonable CPA may not be the same as yours. Additionally be aware of ships about to leavethe scheme to proceed to the north. They may be reducing speed to arrive at the pilot station and also it has been reported they may alter course, by gO degrees, without regard for overtaking traffic.

o an additional hazard, that has been reported in this region, is ships stopped, or proceeding very slowly, waiting on the availability of a Pilot. Due to the strength of the tide, the heading of these ships may not be in compliance with the expected heading. Also be aware that such ships may, at any time, make large alterations to their course and / or speed if summoned by the Pilot station. Eastern Boarding Ground (A) is the busiest boarding ground for Singapore port, and thus a great deal of traffic may be experienced in the area.

o 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 at the commencement of the Precautionary Area, the Deep Water Route ends and thus expect deep draft ships to move to the south.

o at the end of the Precautionary Area, the lane widens and there is more room for manoeuvring. Additionally, a review of the traffic density and weather conditions should be made and, if suitable, the speed may now be increased from the recommended SIGDO speed limit of 12 knots. (This is unless storing is to take place, in which case the ship has to start preparing for this operation).

o Emergency / Contingency Anchorage -There is a very limited amount of clear water to the south of the TSS that may be used in an emergency until well clear of Batu Berhanti. Whilst there are some areas where the water depth is sufficient, there are also some isolated patches where there is insufficient water. (Navigators should identify these areas clearly on the chart).

Lagoon beacon bearing Approximately 000 degrees.

PRIMARY FIXING: RadarNisual SECONDARY FIXING: GPS <10mins PI off Lagoon Beacon then Changi Beacon (Racon reported to have been fitted)

o if it is the intention to store in the area recommended, by SIGDO, it is advisable to now move to the southern part of the lane, keeping clear of other traffic. Should this be the case, be aware of the 14.6m patch SSE of the alteration of course and make sure the alieration will not take the vessel too close to it.

o as progress is made along this leg, fixing becomes a little difficult. Bedok Jetty usually provides a good radar target, but may be obscured by vessels anchored in its vicinity. Given reasonable visibility, the tower at Changi airport gives an opportunity to get a visual bearing. Additionally, the Changi Beacon has reportedly been fitted with a Racon. However, GPS may have to be used. If this is the case, check with other means whenever the chance anses. As the next alteration of course is approached, the light and Racon at Horsburgh will become visible.

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

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

February 2000 23

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 <Smins PI off Horsburgh Lighthouse then Tombok Utara Ught beacon (new installation)

• note that the track passes close to rocks and other dangers which lie to the east of the traffic lane in the vicinity of Horsburgh Lighthouse.

• also be aware, in the region of this alteration of course, that there have been several reports of ships, especially small ships, not following the scheme to the north east but maintaining the ENE course and proceeding either north or south of South Ledge.

• at the North East extremity of the TSS, be very aware of traffic that is not proceeding north east but proceeding, more or less, due north to pass Inside the Eastern Bank. There have been several reports of near misses in this area as these ships alter their course to pass to the west of the Eastern Bank, with little regard for other traffic. (SIGDa has recommended that the TSS be extended to the North East by approximately 7 miles to ensure that such traffic has to obey Rule 10 of the collision regulations, and thus ensure that such vessels make bold alterations of course that are immediately apparent This recommendation is currently under consideration).

• Emergency I Contingency Anchorage - Generally, there is plenty of clear water to the south east of the TSS that may be used in an emergency except in the area, previously mentioned, in the vicinity of the Horsburgh Lighthouse.

SIGITO Passage Notes for Eastbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for information purposes onlyand SIGTTO shallnot be responsibfe or

liable in any way for any costs, damage, Iiabilfty or tosses thai may be incurred from the reliance on or use by anyone of the information contained therein.

February 2000 24

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: <20rnins on approach becoming <10mins on entering scheme. PI off Horsburgh Light House, Tombok Utara Beacon (New Installation) or P. Mungging

• the Primary fixing method on approaching the TSS will be by GPS until either the Hosburgh Light House or Tombok Utara become detectable by sight or by radar. Once identified these should take over as the prime method of fixing, backed by Parallel Indexing.

• ensure the vessel is on or near the track approaching the TSS. • review abort position and actions prior to entering the scheme. • on entering the Horsburgh TSS, report to Singapore VTIS (VHF Channel 10) at the reporting

position marked on the chart. Use the standard 'STRAITREP' format for reporting as contained in Annex 2. Note the time of reporting in the movement book.

• monitor VHF Channel 10 throughout this section (Sector g) of the TSS, listening for warnings, navigational information and identifying other vessels entering TSS.

• the current in the area should be, more or less, along the course line laid on the chart, as indicated. The set is up to 3 knots counter or 1.5 knots favourable, but flows in the direction of the banks. (When preparing the passage plan, the navigator should enter predicted tide direction, for the time of transit on the chart).

• watch and be aware of converging traffic, especially traffic with different relative speed. Also be aware of traffic using the eastbound lane altering course, at the end of the eastbound lane, to port to pass inside the Eastern Bank. This is a common course for traffic proceeding to the north and to ports in Malaysia, and on rnany occasions has caused embarrassing situations in this area. These vessels are not required to follow Rule 10 and thus the alteration made will not be at right angles to the general flow of traffic and may not be immediately noticed.

• The Horsburgh Lighthouse and Tombok Utara Beacon are both equipped with powerful lights and are thus easily identifiable at night. They also carry a Racon, identifying them quickly visually and on radar will prove helpful.

SIGITO Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents contained in this Mode} Pfan is for information purposes only and SIGTTO shalf not be responsible or

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

February 2000 26

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 <10mins.PRIMARY FIXING: Visual SECONDARY FIXING: GPS I Radar PI off P Mungglng - Changi Beacon - Lagoon Beacon

o initially on this leg tixing can be carried out trom the coast to the north of the track. However the opportunity to obtain good tixes, by radar, as progress is made down this leg, and as the coast recedes, is not so reliable as it is generally low tying.

o if it is the Intention to store In the area, as recommended by SIGTTO for vessels not entering port limits for this purpose, it is advisable to move clear of the general flow of traffic whiist reducing speed. Be aware of traffic overtaking from astern as the speed is reduced. Be sure that all storing I crew change activities have been completed and that the vessel is fully manoeuvrable and at a speed that is reasonabie prior to leaving the precautionary area and entering the traffic iane.

o keep a good iookout for traffic in this area, sspecially vessels crossing to or from the Johor Pilot Stations, the Tanker storing area, and ferry traffic.

• note that the south coast tends to be very poor for fixing, and the GPS may be needed to check fixes obtained by radar and/or visual means.

• when passing due south of Changi Beacon change to and monitor Singapore lITiS on VHF Channei 14 - the vessei has now passed into Sector 8 of the Mandatory Reporting Scheme,

• towards the end 01 this leg fiXing becomes easier with the tower at Changi Airport providing a good opportunity to get a good visual bearing. Bedok Jetty usually shows well on radar, but can sometimes be obscured by vessels anchored In its vicinity.

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

Lagoon Beacon bearing Approx. 315 degrees

PRIMARY FIXING: Visual/ Rad" SECONDARY FIXING: GPS FREOUENCY <5 mlns,

Pi off - Lagoon Beacon - Batu Berhanti

the width of the traffic lane slowly reduces on this ieg and decreases to 3 cabies in width, at the • resumption of the traffic iane off Bahtu Berhanti. Extreme caution must be exercised with converging traffic at different speeds. Additionaily, when passing the Eastern Boarding Grounds, especially, traffic may cross or ioin the westbound 'ana,

o a groat deal of caution is required here, especially wrth outbound ships that will have started to buiid up speed, from dropping the pilot The fact that these snos will be increasing speed will not assist in predicting their tracik and, as mentioned in the introduction, their idea of a reasonable CPA may not be the same as yours. Additionally be aware of Ships about to leave the scheme to proceed to the north. They may be reducing speed to arrive at the pilot station and also they may alter course, by 90 degrees, without regard for overtaking traffic.

• an additionai hazard that has been reported in thiS region is snps stopped, or proceeding very slowly, waiting for the availability of a Piiot. Due to the strength of the tide, the heeding of these ships may not be in compliance with the expected heading. Also be aware that such ships may, at any time, make iarge alterations of course and I or speed if summoned by the Pilot station. Eastern Boarding Ground (A) is probably the busiest boarding ground for Singapore Port, and thus a great deal 01 traffic may be experienced in the area, This traffic is most likeiy to be encountered in the Precautionary Area.

• be aware 01 traffic using the Southern Fainway, eastbound inshore traffic iane, that is close to the north of the westbound iane.

SJGTTOPassage Notes for Westbound Transit of Straits of Malacca and Singapore The contents contafrJea' in this Model Plan is for information purooses cnlvand SIGTTO shaH not be responsible or

liable in any way for Clny costs, damage, liability or Io."ises that may be Incurred from the reiiance on or useby anynne of the information contained therein.

February 2000 27

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: <5 rnins. PI off - St. Johns Isiand - Gusong Beacon - Raffles Light House

o this short leg leads to a position SSW of Gusong Beacon, o this course is very close to any east bound traffic following the deep water route. o shortly after altering course off St. Johns Island is another Precautionary Area where a

concentration of crossing traffic may be encountered, bound to or from the Jong Fairway and the Southern Boarding Ground Pilot Station. A great deal of caution Is required here, especially with outbound ships that may have had sufficient time to buiid up speed, after dropping the pilot. The fact that these ships will be increasing speed will not assist in predicting their track and, as mentioned in the introduction, their idea of a reasonable CPA may not be the same as yours. Additionally, be aware of ships about to leave the scheme to proceed to the north, They may be reducing speed to arrive at the pilot station and also they may alter course, by 90 degrees, without regard for overtaking traffic,

o 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 refineries in the foreground, it is often very difficult to see or identify ships lights or to notice a vessel leaving the port or anchorage,

o after this Precautionary Area the traffic, in the main, should be proceeding in the direction of the lane, There is a possibility of tankers crossing the lane, to join or leave the system, proceeding to or from the Shell SBM. Additionally ferries operate in this area. Again, the tidal currents in this area can be strong, up to about 1,5 knots. Again 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 Emergency I Contingency Anchorage - Generally, there is a limited amount of clear water to the north of the TSS that may be used in an emergency (See above),

SIGTTO Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents contained in this Model Plan is for information purposes onlyand SIGITO shall not be responsibfe or

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

February 2000 28

SIGTTO

Gusong Beacon bearing Approx. 020 degrees

FREQUENCY: <5 rnms.PRIMARY FIXING: Visual SECONDARY FIXING: Radar PI off Gusong Beacon - Raffles Light House

this course continues to be very close to any NE bound traffic tollowing the deepwater route, Also • small fishing vessels, sornet.rnes poorly lit, are prevalent in this area, visual fixes can be obtained from the Gusong Beacon and Raffles Lighthouse. These may be • backed up with radar ranges, again, the tidal currents in this area can be strong. up to about 1.5 knots. Again 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), Emergency I Contingency Anchorage - Generaily, there Is a limited amount of clear water to the • north of the iSS that may be used In an emergency (See above)

Raffles Lighthouse bearing Approl<. 020 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar FREOLIENCY: <5 mlns.

PI off - Raffles Light House - Nortn Nipa Beacon

• When passing due south of Raffles Lighthouse change to and monitor Singapore VTIS on VHF Channel 73 - the vessei has now passed Into Sector 7 of the Mandatory Reporting Scheme,

• Raffles Lighthouse should provide good fixes on this course, • care should be taken, on this sharp turn, with regard to other ships in the vicinity as, due to the

expansion in width of the scheme, they may be following a different passage plan and may alter to be nearer the south west or north east of the lane and thus their alteration point may be different.

• be aware of setting towards the shoals to the north of the track, especially at the outer Imit of the lane.

• Emergency I Contingency Anchorage - rhere :s sufficient space to the north of the zone, between the lane and Singapore Port limits, so long as the shoais do not present a problem. To the south is the separation zone, this shouid bo available in an emergency, although anchoring as a normal operation is restricted,

North Nipa Beacon bearing Approx. 230 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar FREOUENCY: <5 mins. PI off - North Nipa Beacon - Tanjong Pial Beacon (Racon M)

• this course leads to the entrance to the Malacca strats, Low-lying coastline here provides very poor targets for radar, The lights at Iyu Kecil and at Taniunq PIai are easiiy identifiable by day or night. PI's can be used off ianjung Pial. The traffic lane continues to broaden from this alteration of course,

• westbound traffic will be diverging, other than vessels that are making towards the Western Boarding grounds that will be moving to the north towards the 'Westem Buoy'

• very soon after passing North Nipa Beacon the SIGTTO recommended area of restricted speed Will be left and consideration should be given to increasing to a safe speed. This speed will be dependent on traffic density, expected crossing traffic to and from the Westem boarding Grounds and visibility,

• shortly the vessel will be passing into the Precautionary Area south west of the Westem Goarding Ground, Of special concern here will be ships, mainly tankers, or dangerous cargo vesseis, or ferries crossing the general now of trarnc to or from the Western boarding Ground. Large, deep draught, vessels are of particular concern as they will already be on a reduced speed, for readiness to board the pilot at the Westem Boarding Ground and their transit will at some stage restrict the

SIGTTO Passage Notes for Westbound Transit of Straits 01 Malacca and Singapore The contents contained in this Model Plan is for ir:formation purposes onlyand SIGn0 shall not be respor:sibfe or

liable in any way forany costs, damage, liability or losses t/~at meJy be incurred from the refi8ncR on or use by ar:yone of the intotmeton contetned therein

February 2000 29

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: <5 mins. PI off - P Iyu Kecil (The Brothers) - P Tunda

• this leg is qulte straightforward, with all traffic proceeding ill the same direction, however the flow of the traffic is constrained by and may diverge around the Fair Channel Bank. The only envisaged problems being with overtaken! overtaking ships and fishing craft.

• lhis course passes the Fair Channel Bank. The coastline here is poor for radar and visual fixes. The islands of Pu Pisang and Pu Tunda can be used, until further up the channel when the coast becomes less conspicuous. The lights and radio mast around Datu Pahal are also identifiable further up. Care should be taken to keep the vessel on track due to the many shoals around. Navigation around the Bank should be assisted by the newly installed beacons on Fair Channel Bank which are reported to be fitted with Racons.

• when approaching the Fair Channel Bank, if proceeding south of the bank, be aware of the separation zone diminishing in width, and thus traffic proceeding in the opposite direction may be in close proximity.

• when abeam of Pu Pisang remain on VHF channel 88 but be aware that the vessel has now passed into Sector 5 of the VTIS coverage and is under coverage from Klang VTIS.

• Emergency! Contingency Anchorage - Generally, there is restricted clear water to the north of the TSS if passing to the north of Fair Channel Bank, except in places Where shoals of less than 12 metres exist. If passing to the south of the bank lhere is no clear water to the south as the separation zone is narrow. To the north it may be possible to anchor on parts of the Bank with extreme caution.

(To be used if passing to the North of the Fair Channel Bank - otherwise go to next way point).

FI.7 Sec Beacon (Near Senggarang) bearing approx. 030 degrees

PRIMARY FIXING: Visual! Radar SECONDARY FIXING: GPS FRE'QLJE'NCY: <10 mins. PI oft- Tg. Laboh - Tg.Tohor - Rob Roy Bank

• after this alteration there is sufficient water to pass over the tail of the Fair Channel Bank and the channel and lane wicllh widens appreciably.

• watch for vessels converging from the south. Also be aware of the Inshore Traffic Lane on the starboarc side.

• when Tanjong Tohor is abeam change to, and monitor, VHF Channel 16 as the vessel has now passed into Sector 4 of tne VTIS coverage. The vessel remains under the covergae of Klang VTIS.

SIGTTO Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents contained in this Mouel PIal! Is for information purposes only and SIGTTO shall not be responsible or

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

February 2000 31

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: <10 mlns.

PI off -Tq.Tohor - Rob Roy Bank

o watch for vessels converging from the north of Fair Channel Bank. o the coastline here is very low lying and may be a poor target for radar ranges, especially after

passing Tanjong Tohor where the coast becomes further from the track. Visual bearings should be taken where possible, confirmed by GPS positions.

o further to the north Rob Roy Bank becomes a good radar target as it is marked with Racon N. Aiso the light is reasonably powerful.

o when Tanjong Tohor Is abeam change to, and monitor, VHF Channel 61 as the vessel has now passed into Sector 4 of the VTIS coverage. The vessel remains under the coverage of Klang VTIS.

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.

Pu Undan Lt. bearing approx. 040 degrees

PRIMARY FIXING: Visual SECONDARY FIXING Radar/GPS Frequency: <20mins PI off - Rob Roy Beacon - Raleigh Shoal Beacon - Cape Rachado.

o shortly prior to entering the Precautionary Area off Keling, change to and monitor VHF Channel 84 as the vessel has passed Into Sector 3 of the Klang VTIS coverage.

o proceed with caution when transiting the Precautionary Area off Kellng as traffic may be crossing, joining or leaving the general direction of flow in this area.

o the current can be expected at a rate of a maximum of 2.5 knots, parallel to the direction of the course line. There are reported to be some tide rips and eddies, and these are marked on the charts. These may affect the relative track and aspect of slow moving craft such as fishing vessels.

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

Tanjung Keling bearing approx. 030 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar/GPS Frequency: <20mins PI off - Raleigh Shoal Beacon - Cape Rachado.

o the coast on the starboard side of the vessel, until past Port Dickson, is now closer and firmer to allow for radar ranges and also visual fixing from the lights at Cape Rachado and Port Dickson at night.

o proceed with caution when transiting the Precautionary Area off Port Dickson as traffic may be crossing, joining or leaving the general direction of flow in this area.

o when abeam of Pyramid Shoal, change to and monitor VHF Channel 88 as the vessel has passed into Sector 2 of the Klang VTIS coverage.

o with regards to position fixing, at night, the lights on the coast to the north may be visible for obtaining a visual fix. The GPS may be required as a check for radar range fixes as the coastline tends to be poor for obtaining ranges, especially towards the end of the leg.

SIGTTO Passage Notes for Westbound Transit of strans of Malacca and Singapore The contents contained in this Model Plan is for information purposes onlyand SIGTTO shall not be responsible or

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

February 2000 32

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: <20mins PI off - T. Gabang - One Fathom Bank Lighthouse

• the coast on the starboard side of the vessel, past Port Dickson, whilst relatively close, is not firm and radar ranqes may not be reliable. As the approach to the One Fathom Bank is made the lighthouse will become clearly visible and will give good visua! bearings ano radar ranges.

• a PI should be set up on One Fathom Bank Lighthouse (Racon 0) as soon as oosslble to monitor the vessels track when entering the TSS.

• proceed with caution when transiting the Precautionary Area off Selat Lumut as traffic may be crossing, joining or leaving the general direction of flow in this area.

• when approaching the Amazon Maru shoal be aware of eastbound traffic, as ships, in the past, after passing through the 'Goal Posts' have been known not to follow the lanes but continue across the westbound lane. Additionaily westbound traffic Will diverge around the shoal, with the majority of larger vessels keeping to the south. Traffic in this area can become very congested, especially witll vesseis of varying speeds. Near misses have been reported, on several occasions, wbere westbound vessels have 'arrived' at the alteration of course off the shoal at the same time but on differing courses. This has led to very close-quarter situations. It is therefore recommended that if you see a situation you adjust speed as soon as possible and keep clear.

• also, when approaching the Amazon Maru Shoal be very aware of this shoal as there is Insufficient water depth to clear.

• be aware of the strong Udal current through this area. The set is up to 1.5 knots counter or 3 knots favourable, but flows in the direction of the banks. (When preparing the passage plan, the naVigator should enter predicted tide direction, for the time of transit on the chart).

• Emergency / Contingency Anchorage - Generally, there is sufficient cleer water to the north of the TSS until in the region of the One Fathom Bank.

One Fathom Bank Lighthouse bearing approx. 000 degrees

PRiMARY FIXING: Visual SECONDARY FIXING: Radar Frequency: <3 mins PI off - One Fathom Bank Lighthouse (Racon 0) - FI. 10sec Beacon

• be aware 01 the strong tidal current through this area. The set is up to 1.5 knots counter or 3 knots favourable, but flows in the direction of the banks. (When preparing the passage plan, the navigator should enter predicted tide direction, for the time of transit on the chart).

• the echo sounder should be closely monitored here and the track maintained due to the shoals to the right of track.

• heavy traffic can be expected going both ways now as well as can fishing vessels. A PI should be maintained on One Fathom Bank light to monitor the vessels track when transitinq the TSS.

• watch for vessels converging on to the track, especially those that have passed to the north of the Amazon Man! Shoal.

• identify the Flash 10sec. Beacon dose to the north end of the lane for PI purposes. This has been reported to be radar conspicuous although not shown on the chart to have a Racon or radar reflector.

• Emergency / Contingency Anchoraqe - Generally, there is insufficient clear water to the north of the TSS and in an emergency it will be necessary to review the situation very carefully prior to making any decision on anchoring in this area.

SIGTTO Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents comemea in this Mode! Plan is for information purposes onlyand SIGITO shall not be ff::1spo.'7sib1e or

liabiR in any W8':I for any costs, damage. liability or losses that may be Incurred from the reliance on or use DV anyone Of the 'ntcxmetion contained thenOJ!n

February 2000 33

SIGno

One Fathom Bank Lighthouse bearing approx. 100 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar Frequency: <3 mins PI off - One Fathom Bank Lighthouse (Racon 0) - FI. 1Osee Beacon

o after the alteration of course change to and monitor Klang VTIS on VHF Channel 66 - the vessel has now passed into the final sector, Sector 1, of the Mandatory Reporting Scheme.

o once this alteration of course has been made the majority of the westbound traffic will proceed in the same direction. There have been, in the past, a large number of fishing vessels reported in this area, thus alterations of course for these vessels may be required, either by a particular vessel or others in close proximity.

o be aware of the strong tidal current through this area. The set is up to 1.5 knots counter or 3 knots favourable, but flows in the direction of the banks. (When preparing the passage plan, the navigator should enter predicted tide direction, for the time of transit on the chart).

o the echo sounder should be closely monitored here and the track maintained, due to the shoals to the right of track, until well past the north west tail of the One Fathom Bank.

o Emergency / Contingency Anchorage - Generally, there is insufficient clear water to the north of the TSS, until clear by about 5 miles from the One Fathom Bank Lighthouse. In an emergency it will be necessary to review the situation very carefully prior to making any decision on anchoring in this area. However, once clear of this bank there is sufficient depth of water, to the north of the lane, to be abie to anchor in an emergency.

Fl. 10sec Beacon bearing approx. 100 degrees

PRIMARY FIXING: Visual SECONDARY FIXING: Radar Frequency: <5 mins PI off - One Fathom Bank Lighthouse (Racon 0) - FI. 10sec Beacon

o this next course takes the vessel clear of the TSS and up towards the North of the straits. o by this time all westbound traffic will be more organised and should be heading in the same

direction, parallel to the direction of the lane. The possibility of encountering fishing vessels is very much heightened towards the north of the TSS.

o fixing in this section of the TSS will be visual, backed by radar ranges from the One Fathom Bank Lighthouse and the FI. 10 Beacon. As GPS will be the main method of fixing once out of the TSS as the straits widen cross check the GPS against visual and radar derived positions before leaving the TSS.

o Emergency / Contingency Anchorage - There is sufficient depth of water, to the north of the lane, to be abie to anchor in an emergency.

SIGTTO Passage Notes for Westbound Transit of Straits of Malacca and Singapore The contents contained in this Model Pfan is for information purposes onlyand SIGTTO shall not be responsible or

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

February 2000 34

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 01°11' ,42N, 103°47'.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

0

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

STAND·BY 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)

'" '" J

-:"" ,

J.-1l_B

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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February 2000

1

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WP 27 to WP 28 LAT/LONG 01 04.4N 1O~ 42.6E LAT/LONG 01 08.5N 103 46.6E

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_~__, CHARTS USEp

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PRINCIPAL NAVAID Visuilil beilltings \)('t TIDAL INFORMATION SECONDARY NAVAID Radar ranges ~ ~ BATE+DIR BACKUP NAV AID GPS

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NAVWARNINGSrrRAFFIC INFORMATION Pl.., II; p J-• ...J

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