航程計畫 船長公會、海員工會

最新案例 航向 220 偏航調整 卸貨完畢發現船底受傷 電子海圖沒有警報設定 船體下座及水文數據未被考慮 航線繪製草率 電子海圖的工具未能發揮

實際狀況

電子海圖之區別

January 27, 2016 by MARS A ro-ro ferry was inbound in a restricted waterway on a heading of 220° at full sea speed (18 knots OTG). The vessel was approximately one cable to starboard of the 220° transit line when the Master ordered an alteration to port to 215° in order to bring the vessel onto the 220º transit line (see figure). Soon, the vessel crossed the transit and the Master ordered the helmsman to return to a heading of 220°. The vessel did not steady on this heading, as a further alteration to 222° was ordered. Two further alterations to starboard were made in quick succession; to 224° and then to 226°. As the Master ordered the successive alterations to starboard, the chief officer went to the centreline of the bridge to visually assess the vessel’s position. While on the heading of 226°, a noisy shuddering vibration lasting about nine seconds was heard and felt throughout the vessel. The Master slowed the vessel but nothing unusual was seen astern nor were there any alarms. Steering and propulsion were also responding normally so the Master returned the vessel to full sea speed and continued the approach to the harbour. Once berthed in port, cargo discharge, reloading and a lifeboat drill went ahead as planned. A pre-planned divers’ inspection of the hull also went ahead and divers soon discovered significant bottom damage; the vessel was thereafter withdrawn from service.

Lessons learned The investigation found, among other things, that: • There had been insufficient passage planning for the voyage; in particular, for the transit through the restricted waterway of the port approaches. For example, the extremely low tide and effect of squat were not properly considered. This resulted in the bridge team being unaware of the limits of safe water available. Despite the bridge team’s apparent good positional awareness, they headed into danger without appreciation of the risk. • The absence of any alarm, steering and propulsion responding normally, and the Master’s conviction that there had been sufficient depth of water, led to a collective denial of the possibility that the vessel might have grounded. The highly repetitive nature of the ferry’s schedule induced a degree of planning complacency. • The ECDIS was not utilised effectively as a navigation aid. In particular, the safety contour value was inappropriate, the cross track error alarm was ignored, and the audible alarm was disabled. • The layout of the central bridge console prevented the chief officer from utilising the ECDIS display to support the Master during pilotage. Lessons learned • If you hear loud shuddering noises accompanied by vibrations throughout the ship, you should suspect you have touched bottom even if all else appears normal. Have all tanks sounded as a precaution. • Beware of complacency – it can creep in when you are most sure of yourself. • ECDIS is a wonderful tool if used effectively. In particular, learn how to appropriately set the safety contour and safety depth.

Recommendation of Sailing direction? No Go area? RNC, or ENC? Recommendation of Sailing direction? Parallel Index?

公司設定/可接受路線

階段分類 Open Sea Passage Planning 開闊水域航程計畫(洋) Coastal Passage Planning (including TSS) 近岸包括分道航行計畫 (海) Boarding-Pilot or Discharging-Pilot Passage Planning 接前送後領港 之航程計畫(海) Pilotage Passage Planning 領港在船之航程計畫(內水)

開闊水域航程計畫(洋) 基本上不需要考慮交通密度; UKC或地文定位 但絕對要考慮 Ocean Route之應用 定位要靠GPS/天文/DR 氣象/水文 通訊 資訊充足性 Ocean Route之應用

近岸--- 包括分道通航制 --- 航行計畫 要考慮雷達定位/目視定位/DGPS為輔/盡量不用GPS; DR 海圖比例尺漸次放大 要注意交通密度; UKC; 沿海國規定問題 要畫出no go 區或指標線 交通密集區是否要呼叫船長 同樣要注意氣象/水文; 通訊; 資訊充足性 當值安排 航程指南之建議

接前送後領港之航程計畫 接前頁 聯絡系統及地點要求 備便地點 內部作業的安排

領港在船之航程計畫 資訊交換 重要轉彎點之位置與距離 速度要求 拖駁之協助 靠泊作業的備便

層次 船長 (承接責任) 船副 (承接命令) 船舶實質適航性/備便性 貨載適貨性 人員舒適性 狀況應變性 降低風險 經濟利益: 氣象損失值, 距離損失值 船副 (承接命令) 航線規劃經濟性 出版品或資訊之實際性

資訊(來自於氣象 水文 參考點) 船況 (貨載, 性能, ) 邏輯 (航線選擇, 轉向點)

船副的航程計畫 定位 (天文、地文、雷達、目視、衛星) 方向 (羅經誤差) Dead Calm(航越地平線) 障礙物 (即時性) 航行布告; 各種資訊 轉向點 (邏輯性) 離岸距離(邏輯性)

經驗討論 直布羅陀到法國南岸 (與交通流量的關係) 直布羅陀出口 西非到北美(穿越百慕達?) 新加坡到香港 台灣沿岸

直布羅陀

北大西洋

Exxon Valdiz

海研五號

台灣海域 海難事故 原因: 近港區 潮入潮出相 會之處 季風颱風之 受風面

電子海圖

救援與被救 位置 方向 會合點

偏航(Deviation) 原定距離D 偏航後的距離 Da Da-D/Speed = T偏航離租時間 T X 時租金(日租金/24) = S1(偏航費用) 偏航使用油料Fa Fa = T X 規定用油量 Fa X 油價 = S2 (多燒燃油費用) S3 其他費用(根據租約應付之費用或保險賠償) S = S1 + S2 + S3

電子海圖優點 Availability Anti-Grounding Alarms and Settings Speed and Accuracy Corrections Continuous Monitoring of Vessel’s Position User Determined Alarm Settings Cost Efficient Environmentally Friendly Paperless Anti-Grounding Alarms and Settings Safety Frame (Look Ahead) Shallow Contour Safety Depth Safety Contour Deep Contour Enhances Search and Rescue Capability onboard

電子海圖缺點 Over-Reliance Garbage In Garbage Out (GIGO) Wrong Settings Alarm Deafness System Lag (data will slow down system) Different Types Anomalies不規則 (SCAMIN (Scale Minimum) ) Information Overload Resistance to Change

數據優質化

船副航程計畫表格中應包括的項目 位置(經緯度; 對某點之距離與方位) 方向 距離 速度 預計時間 參考出版品 定位模式及頻率 水深與UKC 聯絡 航次 出發地/到達地 日期/時間 參考資訊 吃水 預計偏航方向及速度 船長命令 海圖使用

船長航程計畫檢查表中的項目 聯絡諸元 船舶現況 操縱諸元 裝載現況 損失與利益獲得比較