8 simple Mistakes

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Written by Capt Rajeev Jassal on July 30, 2017

About Capt Rajeev

Jassal
Capt. Rajeev Jassal has sailed
(https://www.myseatime.com/blogadm/wp-
for over 19 years mainly on
content/uploads/2017/07/Traffic-separation-scheme.jpg) crude oil, product and
chemical tankers. He holds
Next time you are navigating in the Singapore Strait, just MBA in shipping & Logistics
imagine if there was no traffic Separation scheme in that area. degree from London. He has
done extensive research on

Or imagine crossing the Dover Strait quantitatively measuring Safety

culture onboard and safety
(http://www.marineinsight.com/marine-navigation/the-strait-of-
climate ashore which he
dover-the-busiest-shipping-route-in-the-world/) without the
believes is the most important
presence of any Traffic separation zone. element for safer shipping.

It would be chaos.

The increase in accidents would be many folds.

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And you would say Hell no, it is so difficult to navigate with

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TSS in these areas leave alone navigating without TSS

TSS in these areas, leave alone navigating without TSS.

I could not agree more.

There are 205 plus Traffic Separation Schemes

(https://en.wikipedia.org/wiki/List_of_Traffic_Separation_Schemes)
adopted by the IMO which suggests that even if you have
been sailing for onlya couple of years, you would still have
been in a TSS.

But if you have not then let me clear the air right away. Search Blog

The purple zones and line that you see for TSS are only the
imaginary lines drawn on the chart and you wont find these
SEARCH
marked on the sea water as your chief officer might have
asked you to look for.

TSS makes the navigation a little easier but that also brings
complacency that leads to seafarers making simple mistakes
while using TSS.

Dont trust me? Thenhear this.

In 2017 alone, there have been a number of major collisions in

the TSS. One of those was the infamous collision
betweenMSC Alexandra and the Dream II
(http://www.maritimeherald.com/2016/container-carrier-msc-
alexandra-and-vlcc-dream-collided-in-singapore-strait/) in
Singapore Strait.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/MSC-Alexandra-damage.jpg)
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Worried by the number of accidents in Singapore Strait, MPA

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Singapore even released a video on the Safe passage in the

Singapore Strait.

So the question is how to avoid all these troubles when

navigating in TSS? By avoiding simple mistakes that we might
be making in the TSS, I would say.

In this post, we will discuss 8 of these simple mistakes that

seafarers make while using TSS.

1. Joining and leaving a TSS

If we have to use a Traffic Separation Scheme, the first thing

we have to do is to join that TSS.

But there are few mistakes that seafarers make while joining a
TSS.

As per Rule 10 of the Colregs

normally join or leave a traffic lane at the termination of the

lane, but when joining or leaving from either side shall do so at
as small an angle to the general direction of traffic flow as
practicable

What does this mean?

This means that we must join the TSS at or before the point
where it starts.
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(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/Joining-leaving-a-TSS.jpg)

I know you know that. But the mistake I will be pointing out is
not that but this.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/Joining-and-leaving-TSS.jpg)Do you
see any issue with this course in and around TSS?

The ship has planned to enter and leave the TSS at the
termination of the TSS as required by rule no 10. Everything
looks OK but there is one issue with this course.

The issue is that the ship has planned the to exit the TSS at a
course that would trouble the ships about to join the TSS.

The solution to this issue is

Do not plan to alter the course towards the traffic planning to

join the TSS. We can plan to continue to move on our course
for a couple of miles and then alter the course.

In fact, this is exactly what rule 10(f) emphasizes on.

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(https://www.myseatime.com/blogadm/wp-
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content/uploads/2017/07/rule-10f-TSS jpg)
content/uploads/2017/07/rule 10f TSS.jpg)

2. Crossing the TSS

I earlier said that TSS makes it so easy to navigate in

congested waters. But that is not true if you need to cross a
TSS.

Dont trust me then try crossing the TSS to pick up the pilot at
Singapore.

The part of the TSS where there is expected crossing traffic is

marked by a precautionary area.

Consider that your ship is arriving from the west and need to
pick up the pilot at Western pilot boarding A. You need to
cross the TSS to pick up the pilot.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/singapore-TSS-crossing.jpg)

Now the mistake I see many seafarers do is to plan the

crossing this TSS like this.

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We
Companies (https://www.myseatime.com/profilecompanies) lear
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(https://www.myseatime.com/blogadm/wp-
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content/uploads/2017/07/Singapore-TSS-crossing-wrong- LOGIN
track.jpg)

Enter
This course may have the advantage of easily arriving at the
pilot station with heading 090 (parallel to the breakwater). Enter

But we must understand that we cannot cross the TSS at this

angle.

As per the Rule 10,

A vessel shall, so far as practicable, avoid crossing traffic lanes

but if obliged to do so shall cross on a heading as nearly as
practicable at right angles to the general direction of traffic
flow

3. Using a wrong TSS

I know a couple of instances where the port authorities fined

the seafarers and the company for using a wrong TSS.

What do I mean by the wrong TSS?

At few places, you will find two Traffic separation schemes at

the same place. That is two TSS in an upward direction and
two in the downward direction.

(https://www.myseatime.com/blogadm/wp-
e

content/uploads/2017/07/two-TSS.jpg)
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Which TSS do we need to follow?

Which TSS do we need to follow?

We just need to check the information on the chart and/or

sailing directions for that area. This will have the information
about each of these TSS.

The information could be something like this.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/TSS-information.jpg)

So if the ship is carrying dangerous cargo in bulk, the ship

must use the lane C if southbound and lane D if northbound.

But I must be a silly person if I think that seafarers just follow

the lane as per their choice.

Then why do they make this mistake?

While sometimes it may be just because of negligence, other

times there may be other reasons.

The reasons like following the previously used passage plan.

When the last time this TSS was used, the vessel may
beloaded with dangerous cargo in bulk.

The next time, the vessel may not have dangerous cargo in
bulk. But as the previous passage plan was used, vessel
followed the wrong lane.

But whatever the reason, it cannot be an excuse for using the

wrong lane.

4. Missing Mandatory reporting

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Using some of the TSS require the ships to do certain

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reporting. For some, the reporting is required just before

joining a lane and on the VHF.

For others, it may be required a couple of days before entry

into the TSS and through the email.

For example, using Dover Strait

(https://www.gov.uk/government/publications/dover-strait-
crossings-channel-navigation-information-service/dover-strait-
crossings-channel-navigation-information-service-cnis) require
all the vessel over 300 GRT to do mandatory reporting.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/Dover-TSS-reporting.jpg)

Singapore and Malacca Strait is another TSS that have the

mandatory reporting requirements.
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(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/singapore-TSS-reporting.jpg)

There are tons of resources seafarers can refer while planning

the passage that requires using TSS.

For Dover Strait, there is BA chart 5052.

For Malacca Strait, there are a couple of resources that

seafarer must refer. Resources like

Admiralty Charts, 5502-Mariners Routeing Guide Malacca &

Singapore Straits

Passage Planning Guide Malacca and Singapore Straits

(by Witherby Publishing Group)

And then there is this brief guide by BIMCO (http://www.cm-

soms.com/uploads/pubs/2014-
Safe%20Passage%20Pamphlet.pdf)for safe transit through the
Strait of Malacca and Singapore.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/safe-passage-through-Malacca-
Strait.jpg)
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It is unfortunate that there have beenmany cases where this

mandatory reporting is either missed out or VHF volume is too
low to hear the calls made by the VTS monitoring the TSS.

5.Not actingProactively in TSS

If you ask me to name one quality that seafarers should

develop in themselves, I would choose proactiveness with all
the force I can.

While a navigator needs to be proactive in every aspect of

navigation, navigating in TSS is particularly the area where this
trait is very useful.

Let us see it with examples.

Do you see anything wrong with this courses in the Singapore

TSS?

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/Proactive-course-plotting-in-TSS.jpg)

While there is nothing wrong with the course per se but I know
the OOW (or master) of this vessel mayhave a tough time
crossing this area.

How do Iknow?

There would be a lot of traffic leaving the anchorage area and

joining the opposite traffic lane.
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(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/Crossing-traffic-in-Singapore-TSS.jpg)

With this course, we are creating a situation where some of

this traffic might be crossing our bow.

This would beapart from the usual traffic that will be crossing
the TSS for picking up the pilot.

A similar case is when you have to cross the Singapore TSS for
picking up the pilot. If you plan your course like this, you are
inviting troubles in crossing the TSS.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/crossing-singapore-TSS-for-picking-
up-pilot.jpg)

Why?

Because you will find it hard to alter your course to cross the
TSS because of usual traffic in the TSS.
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(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/traffic-in-singapore-TSS.jpg)

Then, what if we plan our course like this?

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/crossing-Singapore-TSS-the-right-
way.jpg)

Surely, we are avoiding a lot of cross traffic this way.

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(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/crossing-TSS-right-way.jpg)

All I am trying to say is that we need to be proactive in

planning our passage in the TSS.

6. Not keeping the vessel TSS ready

Your companys SMS manuals may or may not specifically

mention this. But there are certain rules in navigating a vessel
in the TSS, especially a congested TSS areas.

These rules are

Keeping an extra A/E (generator) running, and

Proceeding at a safe speed

Why? Let me explain.

Keeping an extra A/E (generator) running

When the ship is navigating in the TSS, there are a hell lot of
vessels around own vessel at a comparatively shorter distance.

I agree that mostof these vessels are on a parallel course to

the own vessel.

But should anything goes wrong with any one vessel, we may
be in need to alter our course quickly. This may require us to
use the rudder hard over.

If the extra A/E is not running, the vessel may experience black
out just when it requires the power most.

Proceeding at a safe speed

Sudden alteration of course may be required in the TSS
butsometimes that is not the most effective action in the TSS.
This may bebecause of dense traffic around, the width of the
TSS or wrecks and other dangers around.

This will be the time when reducing (and sometimes

increasing) thespeed may be the most effective action.
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But what if you are proceeding at the sea speed and need to
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give notice to the engine room (say 30 minutes notice) for

give notice to the engine room (say 30 minutes notice) for
reducing the speed?

In the open sea, alteration of course may be the best way to

avoid the collision. But in TSS, it may sometimes be the
reduction in speed.

Proceeding at full sea speed in the TSS will not be the safe
speed (https://www.myseatime.com/blog/detail/5-confusing-
terms-of-ship-navigation-and-its-clarification).

7. Misunderstanding the Rule no 10

I hear a lot of questions on TSS situations

(https://www.myseatime.com/discussion/crossing-situation-in-
tss1). Questions like

A vessel crossing own vessel from starboard (or port)

sidein TSS with the risk of collision. Who is give way vessel
and what action we need to take?

A fishing vessel crossing own vessel in TSS. Who is give

way vessel?

A NUC vessel overtaking own vessel in TSS. Who is the

give way vessel?

And hundreds of similar situations. Sometimes we fail to gather

that all these situations can be covered under a single answer.

And the answer to all these questions is

a traffic separation lane does not give any right of way to any
vesselover any other vessels

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/TSS-no-right-of-way.jpg)

This means that you should treat all TSS situations as if the
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same situation was in the open sea.

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S ti i f i it ti i TSS ill b
So action in case of crossing situation in TSS will be same as a
crossing situation outside TSS.

Similarly, the action for the overtaking situation in TSS will be

same as any overtaking situation outside TSS.

I might sound a bit repetitive here but I would still say it again.

a traffic separation lane does not give any right of way to any
vesselover any other vessels

8. Not following general traffic flow

Again, this is the mistake I see too often. We plan the passage
in the TSS that is not following the general traffic flow.

Want to know what I am talking about here?

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/shortcut-in-TSS1.jpg)

We all know why this is done purposely.

To avoid one extra line or course.

But we must understand that this is wrong and not as per rule
10 which states that

A vessel using a traffic separation scheme shallproceed in the

appropriate traffic lane in the general direction of traffic flow
for that lane
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(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/TSS-general-traffic-flow.jpg)

It may take us a couple of more lines to draw, but ideally, we

must bend our courses parallel to the TSS.

Like this, for Strait of Hormuz.

(https://www.myseatime.com/blogadm/wp-
content/uploads/2017/07/TSS-following-the-lane-correct-
way.jpg)

Conclusion

I said it in the beginning and I would say it again. TSS makes

the navigation much easier.

But that is only if we use the TSS in a way that not only avoids
troubles to us but to other vessels in the TSStoo.

We have discussed the 8 simple mistakes that navigator make

while using TSS.

Avoiding these mistakes can save much of these troubles in

the TSS.

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5 Comments

CPT.ADELBERT PEREIRA Jul 31, 2017

VERY WELL EXPLAINED CAPT.JASSAL

Reply

Rajeev Jassal Aug 1, 2017

Thank you, Capt Pereira...

Reply

Rajesh Raveendran Aug 5, 2017

Useful explanation.I will use these technique next time.Thank you

captain
Reply

Rajeev Jassal Nov 17, 2017

Thanks Rajesh... let me know if these helped during

actua use onboard...
Reply

James Oct 5, 2017

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Hi Sir, is the precautionary area part of TSS? do we have to

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comply with rule 10? As far as what I have found out Precationary
area, two-way route and deepwater routes arent considered TSS.
 a ea, t o ay oute a d deep ate outes a e t co s de ed SS.
and also rule 10 applies to only IMO approved TSS. Please
enlighten me. Thank you.
Reply

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