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This 2017 edition of the Passage Planning Guide, Straits of Malacca and Singapore (SOMS) has been completely revised to incorporate the latest guidance and practical advice for ships transiting the region.
Since the first edition of this guide by SIGTTO was published, concern among the coastal States, major cargo importers, ship owners and shipmasters regarding navigational safety in the Straits has continued. The Straits remain one of the busiest and most congested seaways in the world and the carriage of cargoes in this region increases year on year. The interest and participation of all continues today managed by Witherby Publishing Group, working together with marine advisors who work on a daily basis in the Straits, Pilots, local Navigation Superintendents and Shipmasters transiting the Straits.
PART 1 - Background and Supporting Notes to the Guide
1.1.1 Explanaton of Routes Shown on the Chartlets in this Guide
1.2 Background to navigational safety in the Straits of Malacca and Singapore (SOMS)
1.2.1 The Co-operative Mechanism for the SOMS
1.2.2 Other Initiatives in the Region Marine Electronic Highway (MEH)
1.3 Under Keel Clearance
1.4 ECDIS Safety Settings – Safety Contour
Draught + under keel clearance (UKC) (including squat and a safety margin) height of tide (HoT)10
1.5 Controlling Depths East and Westbound
UKC considerations in planning for a transit over ‘Eastern Bank’
1.5.1 Sandwaves
1.5.2 Controlling Depths - Eastbound
1.5.3 Controlling Depths - Westbound
1.6 Passage Planning Guidance
1.6.1 Purpose of Passage Planning
1.6.2 Error Management
1.6.3 Preparations for the plan
1.6.4 Preparing the Plan
1.6.5 Preparing Charts
1.6.6 Preparing or Amending Passage Notes
1.6.7 SOMS Pre-Entry Bridge Team Meeting
1.6.9 Monitoring the Passage Plan
1.7 Practical Guidance for the Transit
1.7.1 Bridge Manning Levels
1.7.2 Engine Room Manning Levels
1.7.3 Speed of VLCCs and Deep Draught Vessels.
1.7.4 Use of Engines
1.7.6 Fishing Vessels and Tugs Operating in the SOMS
1.7.7 Pilot Stations and Calling Singapore Pilots
1.7.8 Storing in Transit
1.7.9 Singapore Anchorages
1.7.10 Bunkers
1.7.11 AIS
1.7.12 VHF Communication and Collision Avoidance
1.7.13 Example Tidal Window Calculation
1.7.14 Currents and Tidal Streams
1.7.15 Batu Berhanti and Tidal Streams in that Area
Advice when navigating in the vicinity of Batu Berhanti
1.7.16 Visual Navigational Aids
1.7.17 Weather, Monsoon Seasons and Haze
1.7.18 Marine Advisory Service - Straits of Malacca and Singapore
1.7.19 Pirate Activity and Security
PART 2 - Groundings and Collisions in the SOMS – Case Studies
Groundings and Collisions in the SOMS – Case Studies
Collision between the ‘Hyundai 105’ and the ‘Kaminesan’ in the Singapore Strait – May 2004
Collision between the ‘Formosaproduct Brick’ and the ‘Ostende Max’ in the Strait of Malacca – August 2009
Grounding of the ‘Maersk Kendal’ on Monggok Sebarok Reef – September 2009
‘Beks Halil’ and ‘Thuan My’ March 2013
‘Atlantic Hero’ and ‘Oriental Pioneer’ July 2013
‘Hanjin Italy’ and ‘Al Gharrafa’ December 2013
Three Collisions – January/February 2014
‘Southern Explorer’ and ‘Best Unity’ September 2014
Collision between the MV ‘APL California’ and the MV ‘Poseidon Triumph’ – October 2015
‘Thorco Cloud’ and the ‘Stolt Commitment’ December 2015
‘Ayu Lestari’ and the ‘Mare Tirrenum’ March 2016
‘MSC Alexandra’ and the ‘Dream II’ August 2016
PART 3 - Passage Notes
3.1 Eastbound Passage Notes – Malacca Strait and Singapore Straits
3.2 Westbound Passage Notes – Singapore Straits and Malacca Strait
PART 4 - Annexes
Annex 1 – Guidance Notes Prior to the Pre-Entry Bridge Team Meeting
Annex 2 – Rules for Vessels Navigating through the Straits of Malacca and Singapore
Annex 3 – Recommendatory Measure for Vessels Crossing the Traffic Separation Scheme (TSS) and Precautionary Areas in the Singapore Strait During Hours of Darkness
Annex 4 – STRAITREP - Mandatory Reporting Procedures
Annex 5 – Port Reporting Systems
Annex 6 – Anchorage Locations off Singapore
Annex 7 – Reporting Procedures for Vessels Manoeuvring in Port
Annex 8 – IMO Resolution A.893(21) – Guidelines for Voyage Planning
Annex 9 – Prohibition of Anchoring in the Straits of Malacca and Singapore
Annex 10 – Advisory to Shipping on Improving Security Measures While Transiting the Malacca Strait (extract)
Annex 11 – Singapore LNG Terminal (Jurong Island)
Annex 12 – Special Bunkering Anchorage – Compulsory Pilotage
Annex 13 – Revision of Singapore Eastern Pilot Boarding Grounds
Annex 14 – Alteration of Port Limits off Johor Bahru
Annex 15 – Designated Safety Navigational Channel Johor Bahru
Annex 16 – 36-Hour Limit on Anchorage Stays in Singapore (without activity)
Annex 17 – Revision to the Pre-Arrival Notification (PAN)
Title: Passage Planning Guide – Straits of Malacca and Singapore (SOMS) (PPG-SOMS 2017 Edition)
Product Code: WS1531K
ISBN: ISBN 13: 978-1-85609-728-4 (9781856097284), ISBN 10: 1-85609-728-5 (1856097285)
Passage Planning Guide Straits of Malacca and Singapore (SOMS) (PPG – SOMS 2017 Edition) The content in this publication is for information purposes only and Witherby Publishing Group Ltd 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 herein. First edition published 1998 Second edition published 2008 Third edition published 2011 Fourth edition published 2013 Fifth edition published 2015 Sixth edition published 2017 Book ISBN: 978-1-85609-728-4 © Witherby Publishing Group Ltd, 1998–2017 British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library. This product has been derived in part from material obtained from the UK Hydrographic Office with the permission of the UK Hydrographic Office, Her Majesty’s Stationery Office. © British Crown Copyright, 2017. All rights reserved. THIS PRODUCT IS NOT TO BE USED FOR NAVIGATION NOTICE: The UK Hydrographic Office (UKHO) and its licensors make no warranties or representations, express or implied, with respect to this product. The UKHO and its licensors have not verified the information within this product or quality assured it. Notice of Terms of Use All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publishers. While the advice given in this book (PPG – SOMS 2017) has been developed using the best information currently available, it is intended purely as guidance to be used at the user’s own risk. Witherby Publishing Group accepts no responsibility for the accuracy of any information or advice given in the document or any omission from the document or for any consequence whatsoever resulting directly or indirectly from compliance with or adoption of guidance contained in the document even if caused by failure to exercise reasonable care. This publication has been prepared to deal with the subject of Passage Planning through the Straits of Malacca and Singapore. This should not however, be taken to mean that this publication deals comprehensively with all of the issues that will need to be addressed or even, where a particular issue is addressed, that this publication sets out the only definitive view for all situations. Cover image: MV ‘Libra Voyager’ transiting eastbound, Singapore, September 2016 The publishers would like to express their thanks to Chevron Shipping Company LLC for their cooperation and assistance with the cover image. Published in 2017 by Witherby Publishing Group 4 Dunlop Square, Livingston, Edinburgh, EH54 8SB, Scotland, UK Tel No: +44(0)1506 463 227 Email: info@witherbys.com Web: www.witherbys.com Printed and bound in Great Britain by Martins The Printers, Berwick upon Tweed 14 Part 1 Background and Supporting Notes to the Guide 1.5.2 Controlling Depths – Eastbound There are four main areas of controlling depths eastbound, which are: ºô EZ[ qòqï NORTH GOALPOST ONE FATHOM BANK SOUTH GOALPOST Y YB BY 012345 Nautical Miles 1. Between the beacons at One Fathom Bank (OFB) Scale 1:100,000 NO-GO AREA NO-GO AREA NO-GO AREA Controlling Depth: 22.5 m ONE FATHOM BANK MHHW: 4.3 m MHWN: 3.1 m MLWN: 1.8 m MLWS: 0.6 m The controlling depth between the beacons is 22.5 m. The UKC recommended in this area is 3.5 m. 24 Part 1 Background and Supporting Notes to the Guide 1.7.7 SOMS Pre-Entry Bridge Team Meeting SOMS pre-entry bridge team meeting Courtesy: NYK Line Prior to entering the SOMS, it is good practice to convene a meeting for all essential personnel to discuss navigational safety, engine room requirements and anti-piracy measures. During this meeting, watchkeepers and crew will be made aware of their duties on the bridge, on deck and in the engine room. The importance of the ‘Pre-Entry Bridge Team Meeting’ is emphasised in MPA Port Marine Circular No. 03 of 2014, where it states: “All types of ship including Very Large Crude Carriers, Very Large Ore Carriers, Mega Container Ships and unwieldy tows navigate through the busy Singapore Strait and call at the Port of Singapore. Hence, the safety of navigation in the Singapore Strait and Singapore waters are of utmost importance. Shipmasters when navigating in these waters are reminded to brief the bridge team thoroughly on the intended passage”. An example checklist for this is provided in Annex 1. Part 4 AnnexesAnnex 1 – SOMS Pre-Entry Bridge Team Meeting MVCaptainDates Call SignDraughtAir Draught Details of CargoIMDG No’s. INDONESIA MALAYSIA Port Klang Port Klang Data Center and VTS Dumai Pulau Rupat Pulau Padang Pulau Tebing Tinggi Pulau Rangsang Batam Bedok Malacca Pulau Bintar Pulau PisangHorsburgh Lighthouse Singapore Data Center and VTMIS South China Sea Johor Baru Pasir GudangPulau Bengkalis Singapore Sultan Shoal 4° Raffles Lighthouse °Kuala Lumpur 102° 102° 050100150 Kilometres 200250 104° 104° 2°2° SUMATERA Port Dickson Tidal Window Calc – OFB Controlling Depth22.5 m* Ship’s draught Available UKC Required UKC3.5 m Required height of tide *Ref Section 1.8.13 Tidal Window Calc – Buffalo Rock Height above chart datum22.7 m* Ship’s draught Available UKC Required UKC3.5 m Required height of tide *Ref Section 1.8.13 Tidal Window Calc – Eastern Bank Height above chart datum24.0 m* Ship’s draught Available UKC Required UKC Required height of tide *Ref Section 1.8.13 0.4 0.5 0.1 0.2 0.3 0.6 0.7 0.8 0.9 Factor +1h-1hHW+2h-2h+3h-3h+4h-4h+5h-5h+6h-6h+7h-7h OpensHWCloses Crown Copyright Reproduced from Admiralty Tide Tables with the permission of the UK Hydrographic Office, Her Majesty’s Stationery Office. 0.4 0.5 0.1 0.2 0.3 0.6 0.7 0.8 0.9 Factor +1h-1hHW+2h-2h+3h-3h+4h-4h+5h-5h+6h-6h+7h-7h OpensHWCloses Crown Copyright Reproduced from Admiralty Tide Tables with the permission of the UK Hydrographic Office, Her Majesty’s Stationery Office. 0.4 0.5 0.1 0.2 0.3 0.6 0.7 0.8 0.9 Factor +1h-1hHW+2h-2h+3h-3h+4h-4h+5h-5h+6h-6h+7h-7h OpensHWCloses Crown Copyright Reproduced from Admiralty Tide Tables with the permission of the UK Hydrographic Office, Her Majesty’s Stationery Office. One Fathom Bank ETA Sunrise Sunset HW Tidal Window Opens Tidal Window Closes Buffalo Rock ETA HW Tidal Window Opens Tidal Window Closes Eastern Bank ETA Sunrise Sunset HW Tidal Window Opens Tidal Window Closes Pilot Board Time (if appl.)Crew to be available for PJSB (if appl.)1. Date/Time 2. Date/Time Checklist for SOMS Pre-Entry Bridge Team Meeting General Overview There are now more than 80,000 through transits of the Straits of Malacca and Singapore (SOMS) each year. A significant number of ships will anchor outside port limits, often in non- designated anchorages waiting for orders. Numerous ships will be at anchor within the port waiting to bunker, make crew changes, to pick up stores or to undergo repairs. There are approximately 500 ships at anchor on any one day in Singapore and all the anchorages are heavily utilised (Refer to Annex 6). Movements in and around these areas require extreme caution and careful planning. Within the port, collisions have not been major, although those occurring within the SOMS have resulted in major claims, loss of life and pollution. Masters should be mindful of the results of a collision while using the highly utilised anchorages. The danger of anchoring in non-designated anchorages and causing damage to subsea cables should also be considered. Ship movements are overseen by the Maritime and Port Authority of Singapore (MPA) Ship Traffic Information Service (VTIS) which is advising all ships not to anchor in the TSS and the area north of the TSS limits which are not designated anchorages. Ships anchored in the TSS are identified by Singapore VTS and will be reported to their respective flag States. Establish the Following Before Entry: ? Identify which members of the bridge team are experienced/familiar with the route/passage plan ? are the bridge team familiar with passage planning Chart BA 5524, 5525, 8175, 8176, 8177 and this Guide? ? if own ship is to use a Marine Advisor, discuss where he will board and his role as part of the bridge team, typically, the Marine Advisor will board by launch on the leeward side. Generally the vessel is asked to prepare combination ladder and reduce speed to about 6 knots to facilitate pilot boarding ? an overview of the choke points appropriate to own vessel’s passage through the SOMS ? bridge watch notation throughout the transit discussed and agreed ? all bridge equipment and the engines should be tested within the 24 hours prior to entering the transit area ? test deep draught lights ? test three green lights if vessel is to cross the TSS ? testing of critical equipment that has a direct or indirect effect on the safety of navigation must not be conducted during the transit period ? all bridge gear tested in advance, including AIS, switched on and correctly set ? use of engines/reduction in speed (MPA Circular 20 of 2006 notes that speed adjustment is infrequently used for collision avoidance, yet often appears vital for local safety. It recommends that greater use is made of this for collision avoidance. Shipmasters should ensure that all OOWs are prepared to use the engines) ? UKC – staging plan for deep draught ships (tidal windows) ? use of hand steering (2 motors running) ? helmsmen should be able to steer the vessel on NFU (non-follow up) mode if available ? areas where a speed restriction exists (or should be considered) ? availability of anchors throughout the passage and assignment of persons for emergency use ? hours of rest planned in good time prior to arrival in the area (see next heading on ‘Fatigue’) ? discuss the effects of low UKC ? squat characteristic for own ship at certain speeds ? angle of heel when turning and the corresponding increase in draught ? ensure that all charts (paper and electronic) are fully up to date ? refer to the Case Studies in Part Two of this publication and, in particular, those that involve grounding. Fatigue: ? Transit planned well in advance at the weekly work planning meeting ? hours of work/rest carefully managed by all watchkeepers (officer and crew) prior to transit ? are newly joined crew properly rested? (Jetlag will be a problem for those who have travelled a substantial distance and particularly if they have been unable to sleep on the plane) ? use of BNWAS ? the Master is to identify the areas where he can take a rest break throughout the transit. Engine Room: Testing of critical equipment that has a direct or indirect effect on the safety of navigation must not be conducted during the transit period. ? E/R manned throughout the transit ? consider double watches in the Engine Room Ch Eng or 1st Asst Engineer/2nd Engineer and duty engineer ? availability of electrician at key stages ? E/R check the steering motors before entry ? test of the emergency steering gear and communications before entering the area ? test of the emergency generator before entering the area ? E/R to keep bridge advised of any machinery issues ? bridge to keep E/R notified of progress through the SOMS ? ensure that sufficient generators are running to take the full load (particularly during manoeuvring) ? do not use shaft generators during the transit ? use of high/low sea chests ? blackout procedure discussed with the E/R and bridge team ? do the bridge team know what is powered from the emergency generator? ? do engine alarms still need to be repeated on the bridge if the E/R is manned? Conducting the Navigational Watch: ? Monitoring of position and the available amount of safe navigable water on either side of the track ? always know where your next abort position is ? review ability to rapidly manoeuvre and use engine movements as required, to prevent the vessel standing in to danger ? double check the ship’s position by secondary means ? is parallel indexing marked on charts/radars and used for cross- checking the track of the vessel? ? is the echo sounder functioning and display operative with appropriate depth alarms in use? ? are W/O points prepared? ? prepare any STRAITREP messages beforehand ? have the aldis lamp available on the bridge for use day or night ? review configuration of the ARPA, ie relative motion, relative trails (or other as appropriate) ? back up collision monitoring from ARPA with visual means ? take frequent compass bearings of other ships and do not place 100% reliance on radars ? are two steering motors running? ? where close conning around a navigational hazard is required, or the vessel is expected to be passing close to other ships, the vessel must be in hand steering regardless of where you are in the Straits ? on vessels with twin engines and twin rudders, do the bridge team have full appreciation of the rapid manoeuvring capability and response that such ships have? ? Collision Regulations are to be fully understood and applied at all times ? ensure that alterations of your course are sufficient to be readily understood by other vessels ? be aware that risk of collision may still exist, even if appreciable changes in bearings are noted in the cases of large ships or tows ? if own ship is deep draught or restricted in ability to manoeuvre then the correct lights/shapes must be displayed ? ensure that radar alarms for CPA and TCPA are set at appropriate levels ? if it is absolutely necessary to communicate with another ship by VHF, then ensure that no confusion exists regarding the identity of that ship or your own ? maintain a safe speed (ref COLREGS Rule 6) at all times ? all Masters and OOWs should be aware that following the TSS or exhibiting the signals as a deep draught vessel does not relieve them of their responsibilities under the COLREGS, particularly with regard to crossing vessels ? AIS is a valuable tool in maintaing a lookout using all available means, however, it should be used with caution regarding collision avoidance ? maintain good communications and situational awareness within the bridge team. Clear Understanding of all Orders Given on the Bridge: ? Clear communication is required at all times ? all orders should be repeated and the communication loop closed ? when an order is given for the helm angle, engine setting or course, use other means to check that this is being followed, ie bridge repeaters and indicators, not just the fact that the order was repeated ? if the vessel has a ‘Course Order Indicator’ in front of the helmsman this should be used as it makes clear what course is ordered, leaving no possibility of misunderstanding. Information Overload/Level of Distraction: ? Are the various alarm settings appropriate for the watch condition? ? adjustment of volume/squelch/gain on the VHF and walkie talkies on the bridge ? brief the lookout on which particular lights to report, so as he is not reporting superfluous lights ? set-up of ECDIS and ARPA alarms ? no mobile phones, televisions, radios or music players permitted on the bridge ? no unauthorised visitors to the bridge Weather/Visibility: ? Heavy rain showers can occur at almost any time of the day/night or time of year in the SOMS ? watch condition for restricted visibility ? in heavy rain, it is not uncommon for the visibility to be reduced to such an extent that the vessel can only see as far as the bow ? once the range of visibility is determined, it is a good discipline to set the VRM on the ARPA/radar to that range on the display, so the OOW, readily knows what he should be able to sight visually ? in restricted visibility, adhere to the COLREGS requirements to proceed at a safe speed and make sound signals ? in the hot season visibility in the SOMS can be reduced due to haze ? ask VTS/VTIS stations on visibility condition ahead to assist in planning. The OOW can also provide voluntary information to VTS regarding the visibility conditions at their current location as an update to the Straits users. Newly Joined Personnel: ? Are new personnel familiar with the bridge layout? ? congested waterways have seen incidents and groundings occur in the 1st watch that the officer has stood since joining, in certain cases the number of audible alarms that he has had to deal with on the bridge has proved a major distraction ? is the officer properly rested? ? demonstrate the controls of all key bridge equipment ensuring that they are clearly shown how to change the steering from automatic to manual and back again. Specific Navigational Guidance: ? For deep draught vessels, calculate the available tidal window at key locations (OFB, Buffalo Rock and Eastern Bank) as deep draught vessels are known to bunch particularly on the daylight staging at Buffalo Rock ? are engines on manoeuvring speed at each choke point? ? ensure clear identification of navigational hazards at each choke point and, based on the prevailing visibility, determine which navigational marks you would expect to see ? calculate tidal streams at each choke point and in particular at Batu Berhanti in order to ensure safe speed for the transit (Ref: 1.7.15) ? Deep draught vessels are to adhere to the 12 knots speed restriction at those areas identified in: Annex 2 – ‘Rules for Vessels Navigating through the Straits of Malacca and Singapore’, Rule 7 ? prior to arrival at a choke point, adjusting the ship’s speed to ensure that she passes through the choke point either astern of or ahead of other traffic, rather than in close proximity to other traffic (ie bunching), will ensure the maximum use of available water in that area and the safest transit through the choke point ? ensure proper use of VHF – close quarter situations and collisions have been caused by misunderstanding VHF conversations among bridge watchkeepers ? there are three areas where you have to pay particular awareness to vessels on your quarter, these are: after passing through the goalposts at One Fathom Bank (OFB), entering the DW Route to Tanjung Medang and leaving the DW Route at Gosong Rob Roy ? tugs and their tows remain a hazard for shipping, notable areas where they will be encountered are crossing in the vicinity of the Brothers and crossing the TSS at Pulau Takong Kecil ? have the tidal stream effects been considered properly at the areas where these can be strongest, in particular Racon (D) to Batu Berhanti? Anticipate the level of set that may need to be applied (ie 5–8 degrees of set is not uncommon) if passing Buffalo Rock early morning, be aware that there can be a number of container ships making for the Eastern Boarding Ground Pilot Stations ? have the type of vessels likely to be encountered, such as VLCCs at key points, particularly at the daylight tidal window off Buffalo Rock) or the volume of container traffic in/out of Singapore, where 100,000 TEUs are typically moved in Singapore every day, been considered? ? when passing south of Singapore during the hours of darkness, it can be particularly hard to discern the movement of a ship and her navigation lights against the back scatter of Singapore’s lights ? at Buffalo Rock and Batu Berhanti when eastbound, pay particular attention that you have identified which is the beacon and which is the buoy. A number of ships have grounded after mistaking the beacon for the buoy ? if own ship is to cross the TSS off Singapore, only cross where it is safe to do so and notify VTIS and, at night, display the correct signals as per Annex 3 ? with the addition of two additional Eastern Pilot Boarding Grounds, their designated use is as follows: EBG ‘B’ – used by all vessels arriving from the west proceeding to anchorages in the eastern sector of the port EBG ‘C’ – used by all vessels arriving from the east proceeding to the eastern or western sector of the port Note 1/. Only one vessel will be scheduled to arrive at EBG ‘B’, EBG ‘C’ or PJSB at any one time and the next vessel at an interval of not less than 15 minutes. Note 2/. A vessel proceeding to EBG ‘B’, ‘C’ or PJSB should maintain a minimum separation distance of 1nm with a vessel ahead that is also proceeding to EBG ‘B’, ‘C’ or PJSB. Note 3/. Laden eastbound VLCCs to anchor to the east of Singapore may be directed to Pilot Station PJSB. ? watch for slow moving vessels approaching Batu Berhanti when the tide is flowing west. As the tide can be flowing at 4 knots this can mean that slow moving ships and eastbound tugs in this location can be making very little speed over the ground. You also need to watch for ships slowing down too early in this location to cross to the EBG, as they can almost lose all their speed if they misjudge the tidal stream (read and discuss Section 1.8.15 on Batu Berhanti) ? smaller ships may have an OOW who does not know English ? while fishing vessels can be a challenge throughout the complete waterway, the fishing vessels are used to working in close proximity to passing ships. However, they will be very protective of their fishing nets and, in certain locations, after the passage of deep draught vessels, they will congregate in her wake to fish in the mud that has been churned up MLWN = 1.8 m MLWS = 0.6 m MHHW = 4.3 m MHWN = 3.1 m MLWN = 1.3 m MLWS = 0.5 m MHHW = 2.9 m MHWN = 2.2 m MLWN = 1.4 m MLWS = 1.0 m MHWS = 2.6 m MHWN = 2.2 m While this checklist may contribute in assisting bridge teams to prepare a risk assessment for their transit, it has been compiled for the purpose of structuring the pre-entry bridge team meeting and does not replace a risk assessment specific to your own vessel or transit. 51 Part 2 Groundings and Collisions in the SOMS – Case Studies Collision Between the ‘Hyundai 105’ and the ‘Kaminesan’ – May 2004 ºï î ºñ îE î » · · ºï ºï · q ¶¶ºò ··qî qîqî q f f f ff Eastern Boarding Ground A (PEBGA) Eastern Boarding Ground B (PEBGB)Eastern Boarding Ground C (PEBGC) SINGAPORE PORT LIMI TCAEHA C AEPA C AEHB C AEW C AESPAC ALUV & ASCC AEBC CORRIDO R FAIRWA Y SOUTHER N FAIRWA Y SISTER S FAIRWA Y EASTER N FAIRWA Y SENTOSA SINGAPORE BRANI ISLAND BRB RW G BY GR BATU BERHANTI BN Fl(1)W 8s16m13M RACON(B) TEMBAKUL Fl(1)R 5s6m4M SAKIJANG Fl(1)W 2s59m15M SELEGI Fl(1)R 2s6m5M FORWARD LFl(1)W 10s NE CORRIDOR Fl(1)G 5s SIRDHANA Fl(2)G 10s Fl(1)Y 2s LOWER SHOAL Fl(3)G 15s OUTER SHOAL Fl(1)G 5s8m5M MAIN FAIRWAY Fl(2+1)R 10s KUKOR Fl(3)R 15s EAST BURAN Q(1)W 1s TEKUKOR Fl(2)G 4s WEST BURAN Fl(1)G 3s SENTOSA Fl(1)R 2s7m3M RENGET Fl(1)R 5s6m3M SERINGAT Fl(2)R 10s6m3M FR 15M VLCC KAMINESAN anchored in position Lat 01°12.’1N Long 103°54.’6E at 0030 hrs on 23 May 2004 COLLISION between MV HYUNDAI NO. 105 and MV KAMINESAN in position Lat 01°12.’9N and Long 103°53.’5E at 2345 hrs on 22 May 2004 HYUNDAI NO. 105 sank in position Lat 01°13.’3N Long 103°57’.7E at 0715 hrs on 23 May 2004 BATU BERHANTI Fl(2)W 5sSouthern Boarding Ground (PSBG) At approximately 23:45 hrs on May 22nd 2004, the car-carrier ‘Hyundai 105’ collided with the newly built VLCC ‘Kaminesan’ in the Singapore Strait. The two ships had been in communication with each other and with the VTS prior to the collision, which occurred approximately 6 km south-east of the island of Sentosa (01º 12.9’N, 103º 53.5’E) in the westbound shipping lane of the Singapore Strait. This meant that the ‘Kaminesan’ was proceeding in the wrong lane of the TSS, which may have been in order to avoid another vessel, the containership ‘Mamitsa’. The collision was reported as being nearly head on and caused a 50 x 20 m hole in the side of the ‘Hyundai 105’. As a result of this, at 07:15 hrs on May 23rd , the ‘Hyundai 105’ and all its cargo (over 4,000 Hyundai and Kia cars, valued at approximately $40 million) sank in Indonesian waters just outside the major shipping lanes. The ‘Kaminesan’ was fully laden with 280,000 tonnes of crude oil, none of which was spilled following the collision. No injuries were reported. 126 Part 3 Passage Notes 125 Part 3 Passage Notes " " " " " " " ºñ ºñ E ºñ Z E E Tanjung Bulat Tanjung Ayam C n 082°(T) 080°(T) 050°(T) MALAYSIA SOUTH CHANNE L RAMUNIA SHOAL S MIDDLE CHANNE LBRB BRB LIMA Fl(2)W 10s Fl(2)W 5s6M KARANG SELATIN (South Ledge) Scale 1:138,000THIS CHART IS NOT TO BE USED FOR NAVIGATION THESE ARE NOT PRESCRIBED COURSES AND SHOULD BE SEEN ONLY AS AN AID FOR PILOTS AND THE BRIDGE TEAM05 Nautical Miles Ships may be anchored or drifting in this location, 12’ offshore, outside territorial limits, before proceeding in to Singapore For further information on UKC, please refer to Section: 1.3 Under Keel Clearance Numerous ships may be anchored in this location, 12’ offshore, outside territorial limits, before proceeding in to Singapore SECTOR 9 VTIS EAST SECTOR CH 10 HORSBURGH LIGHTHOUSE Fl(1)W 10s31m20M RACON(O) AIS (See photo/inset box) TOMPOK UTARA Fl(3)W 15s31m15M AIS PULAU MUNGGING Fl(1)W 3s24m15M RACON(N) NORTH CHANNEL East Pilot Boarding Ground Johor Port Limit 104°11'31"E104°24'1"E104°36'30"E 1°22'15"N 1°30'17"N 1°14'14"N Leg 15E 184 Part 3 Passage Notes 183 Part 3 Passage Notes " " " ¼ï E ºô Z EEZ[ qòqï E ºý E Z qî qò Z 318°(T) 310°(T) North Entrance to Port Klang Betang Angsa Batu Adang MALAYSIA Y OF Fl(4)Y 10s (liable to drift) PULAU BATU MANDI Fl(2)W 10s43m20M P. JEMUR Fl.5s18M ONE FATHOM BANK NORTH Fl(1)W 3s30m15M RACON(T) PULAU KETAM Fl(1)R 3s6M ANGSA BANK Q(1)W 15M BATUAN KENCING Scale 1:293,000 0510 Nautical Miles THIS CHART IS NOT TO BE USED FOR NAVIGATION THESE ARE NOT PRESCRIBED COURSES AND SHOULD BE SEEN ONLY AS AN AID FOR PILOTS AND THE BRIDGE TEAM SECTOR 2 JUGRA CH 88 SECTOR 1 ANGSA CH 66 ONE FATHOM BANK Fl(4)W 20s43m23M RACON(O) C Beting Rhu (Amazon Maru Shoal) MARAD R/V Marine Advisor boarding position 100°22'44"E100°49'15"E101°15'46"E 3°7'20"N 3°24'22"N 2°50'18"N Leg 14W 203 Part 4 Annexes Reproduced with permission from the IMO IMO Requirements Excerpts from the IMO publication ‘Ships’ Routeing, 2015 Edition’ are reproduced with the permission of the International Maritime Organization (IMO) which holds the copyright. Readers should be aware that IMO material is subject to revision and amendment from time to time, and that partial extracts may be misleading. The IMO does not accept any responsibility for the material as reproduced: in case of doubt, the official IMO text will prevail.