CHIRP annual digest 2016 6th

CHIRP Annual Digest 2016
CPAs after the turn. Use Automatic Identification System
(AIS) in which other ships’ course alterations change can
become apparent almost immediately, and in which track
data can assist in the assessment of a ship’s destination
and therefore probable intention. Beware bridge over -
load, especially in heavy shipping and complex situations.
Both are almost certain to apply in TSSs. Brief and
motivate lookouts, and bring an additional officer to the
bridge if in doubt. Be conscious of the speed at which
events can unfold. At 35 knots closing speed, two ships
close by over 2 nautical miles in 4 minutes. Dangerous
situations, increasing the risk of misjudgement or a
mistaken understanding of another ship’s intentions, can
develop very quickly.
The above article was published in MFB42
Article. 23
The Perils in Traffic sSeparation
Schemes (TSSs)
What did the reporter tell us?
The reporter’s ship, while heading NE in the Westhinder
TSS, experienced a tight closest point of approach (CPA)
with another ship in the opposite lane that veered slowly
onto the separation line, before turning slowly back to his
own lane. This happened while the reporter’s ship was
being overtaken on his port side by a third ship with which
the SW-bound ship placed herself for a period on a steady
bearing.
Extracts from the information received by CHIRP
At approaches to Westhinder, ship 2 in the sketch was
observed in the SW lane off Westhinder light tower. Own
vessel was proceeding in the opposite direction in NE lane,
passing close to Bergues North buoy, being overtaken by
a Ro-Ro ship (ship 3 in the sketch) on port quarter; (ship
2) was then observed turning slowly to port and crossing
the dividing line into the NE lane with a CPA of 3 cables
to own vessel and collision course with (ship 3 in the
reporter’s sketch). I called on VHF 60, no answer …
eventually (place) approach contacted ship 2 on VHF16
asking what were his intentions and that VHF 60 must be
monitored … which then occurred, with (ship 2) turning
back to starboard on the extreme edge of the separation
scheme.
The reporter offered the view that ship 2 was not keeping
a proper lookout, was not monitoring her position, and was
in contravention of Rule 10 (TSSs). She also failed to
respond on the VTS channel for that sector and placed
own vessel and another in a potentially dangerous
situation. He noted that the standard of English was poor
in VHF communication, that he (the reporter) was tightly
constrained to starboard by the Bergues North buoy, and
that visibility was good.
West Hinder Bank
West Hinder Lt
251°
2
069°
061°
3
1
Bergues N buoy
1: Reporter’s vessel
2. Other vessel
3. Ro Ro vessel
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