97001 LNG and Propane Carrier Near Miss

LNG and Propane Carrier Near Miss
Singapore Straits
Report No. 97001

During a Westbound transit of the Singapore Straits, own vessel (an LNGcarrier) on a course of 282 degrees slowed to a speed of 4 knots at theNipa Light to facilitate the transfer of five lifts of stores from a localfreight boat. We were near to the northern limit of the TSS and transferbegan at 0938. At 0942, the navigation team noted a vessel getting underway from the LPG/LNG anchorage area north of the Sultan Fairway and at adistance of 4.5 miles approximately 3 points on the starboard bow. Thisvessel, a propane carrier, was plotted and was seen to be initially on acourse of 100 degrees and would pass down our starboard side. At 1015, thetransfer of stores was completed and an engine order of 80 rpm was executed.At this same moment, the propane carrier altered her course to starboardand was attempting to cross the TSS and pass ahead of own vessel. At thistime, 1.1 miles separated the two vessels. No whistle signals had been heardnor had any radio communications been established between the two vessels.

The Master on the other vessel notified VTIS (W) of his intentions andrequested the name of the westbound LNG vessel off the OPL western anchorage.Supplied with this information, the other vessel, with ever increasing speedand on a course of 180 degrees, called own vessel demanding that we stopengines and allow him to cross ahead. The distance had now closed to 0.4miles as both vessels were increasing speed. The Master of own vessel attemptedto clarify our intentions to the propane carrier. This effort fell on "deafears" as the person in charge of the other vessel came out of the anchoragearea and entered the TSS ahead of us. We immediately initiated hard a portrudder and put the engines astern, narrowly avoiding a collision.

Own vessel was acting under Rule 10 (b)(i) + (ii). It appeared that theother vessel was proceeding under Rule 15 thereby throwing both vessels"in extremis". The vague reference of Rule 10 (a) allows theseclose quarter situations to develop, each vessel using the Rules to theirown advantage. The other vessel appeared to disregard Rules 2, 6(a)(ii),7(a),(c), 8(d),(e),(f)(i), (f)(ii) and Rule 10 (c) since he was not "obliged"to cross ahead of us. A possible solution to the problem of vessels enteringand crossing the TSS in the Singapore area would be the requirement forvessels to make a "Securité" call on the appropriate VTISchannel and/or channel 16, informing vessels in the immediate vicinity oftheir intentions. This practice has proven its effectiveness in the portsof the USA including the Great Lakes. It is realised that if this practiceis implemented radio traffic would increase. Establishing another radiochannel may be in order for this purpose. This radio channel could alsobe used for vessels in transit to report in at permanently established callpoints to VTIS.