Transiting the Malacca Straits : Voluntary Speed Reduction

Shipping volumes through the Malacca Straits seem to have grown bigger in the last decade,with each passing year introducing larger vessels into the fray.Combine this with new land  being reclaimed in some of the busiest parts of the Singapore Straits,and the consequent effect on strength of tidal streams, the safety margin required for larger ships to call at the primary pilot boarding grounds or even transiting through the busiest sectors appears to have shrunk, multiplying the risks of navigational incidents. There are currently no speed restrictions imposed by the VTS which, given the volume and diversity of traffic, makes for a often chaotic transit at choke points.

There is a strong case now for imposing a speed limit on all vessels transiting the Singapore Straits. Large vessels pack tremendous momentum and the potential for harm is enormous should there be a contact with external object.

It would be prudent to observe a self-imposed NO-OVERTAKING rule between,say, the Brothers Islands at the western side of the Singapore Straits and the Horsburgh Light House on the eastern side. Of course, this requires one to reduce speed below 11 kts and keep engines ready for instant manoeuvring to drop down further, if the situation demands. This does not result in any delays,raises the safety bar exponentially, throws a protective cordon around the vessel and demonstrates due diligence on the part of vessels voluntarily complying with such a speed restriction.

I have followed this self-imposed rule these past 8-10 years and found it to be effective in avoiding close-quarters situations.

One can argue that COLREGS already stipulate proceeding at a Safe Speed commensurate with traffic density, etc but it is quite common-place to see vessels speeding at 15-18 kts,undoubtedly oblivious to the risk that this poses to safety in some of the busiest sectors of traffic convergence.

The interpretation of Rule 6 has to be pre-emptive, not reactive.Safe Speed in bottleneck areas must not rely on an individual's percetion of risk, but rather should be clearly defined and consistently implemented.