b) Establish a ‘waiting area' in the vicinity of Eastern Boarding Ground (A) for ships proceeding into Singapore Port whose pilots are not available. This would, preferably, be in conjunction with a movement of the Easterm Boarding Ground (A) by approximately one mile to the east.
(Our Members report that on occasion there may be two or three vessels stopped in the west bound lane awaiting pilots. Due to the position of the Eastern Boarding Ground (A) this can cause a total blockage of the lane with the waiting vessels adopting completely disparate headings due to a combination of the direction of approach, maintaining position in the tidal stream and maintaining position due to wind direction. This has
required our members, on occasion to leave the correct lane and enter the opposite lane. This is obviously a high risk manoeuvre and has to be timed when there is no shipping approaching in the opposite direction).
.2 NAV 43/15 - Annex 3 (MSC 69/5, paragraph 2.2)
ROUTING MEASURES OTHER THAN TRAFFIC SEPARATION SCHEMES -RULES FOR VESSELS NAVIGATING THROUGH THE WATERS OF MALACCA AND SINGAPORE
a) Amend Rule 8 - Present paragraph becomes 8 (a)
Insert new Paragraph - 8 (b) All vessels between the longitudes passing through Racon (D) and Bahtu Berhanti shall as far as safe and practicable proceed at a of not more than 12 knots over the ground. (delete Rule 7 (b)).
(AS mentionedpreviously SIGTTO and INTERTANKO view is that this is a very high risk area and by limiting the speed the risk will be significantly reduced, not only of collision but the possible consequences of a collision).
Insert new Paragraph 8(c) - All vessels proceeding through the traffic separation scheme between the longitudes passing through Racon (D) and Bahtu Berhanti, should not be undertaking any operation, such as storing, that requlres either a reduction of speed or alteration of course, or both, that may, effectively, restrict the available width of the traffic lanes and thus impede the safe passage of other vessels through this area.
(This recommendation is based on the number of near misses reported by our members due to large vessels proceeding at very slow speed, whilst undertaking storing operations, and due to the strong tidal currents have to assume headings considerably different to the heading for normal transit, effectively blocking the lanes for through traffic).
b) Introduce identifying lights for vessels canying dangerous cargo. This will assist vessels visually identifying, at night, vessels that have reported in to the ship reporting system. A flashing red light is proposed as this is commonly available on vessels carrying dangerous cargo.
(This will further assist in visually identifying vessels atnight that have passed a Straitrep, especially tankers that may be about to ater course into a deep water route. A comment from our members indicates that some vessels constrained by their draught are displaying three red lights in a vertical line but these are not visible all round the horizon, as required by the collision regulations. This has caused near misses when a deep draught vessel has altered course into the deep water route unexpectedly. On altering course the three red lights came into view, but hadpreviousl.vbeen obscured by part of the ships structure. This being, apparently, either the signal mast or the funnel in most cases).
