Topic 7

Closet point of Approach

GROUP DELTA
REOLA
SABILE
SARSALIJO
TATOY
QUINONES
YLANAN
ABSTRACT

The main objective of this paper proposes the model

for the decision-making process with the intent of
optimising the collision avoidance in the crossing
situation on the open sea. Using the IMO Resolution
standards for ship manoeuvrability, along with the
equation for determining the required distance of the
closest point of approach (CPA) and other parameters
for own ship and the target ship, it can be possible to
determine the distance at which to start alternation
and collision avoidance.
 The research results that involved ship officers and captains with the aim of
determining the Closest Point of Approach (CPA) showed a very subjective
assessment method. The presented model obtained by the simulation method
to determine the CPA between ships on the open sea is the key finding of this
research and leaves room for further research and its further implementation
on unmanned ships
INTRODUCTION

Shows that 80% of collisions at sea are caused by gross negligence, breach of the regulations or
wrong decisions made by the navigator. According to Gale et al. [1] 24% of collisions are caused by
the insufficient situation assessment, 23% by poor control of situation, and 13% by officers who
were unaware of hazards. Other causes comprise poor communication both between the ships and
on the bridge, the failure to comply with the Convention on the International Regulations for
Preventing Collisions at Sea, 1972 (COLREGs) and the influence of fatigue on making timely
decisions
 According to Marine Accident Investigation Branch 2004 (MAIB 2004) [2], for
the past 10 years, collisions of ships have made up to 55% of accidents. The
collision risk assessment and the decision-making process to prevent collisions
at sea are based on the criteria of maritime rules and on the experience and
knowledge of the officers. The closest point of approach (CPA), time to the
closest point of approach (TCPA), and distance to the closest point of
approach (DCPA) are not regulated by maritime rules, but are left to the
discretion of the ship officer or to the decision of a maritime company made
on the grounds of the safety management system (SMS)
 The Faculty of Maritime Studies in Rijeka and the University of Dubrovnik have conducted a
research under the projects connected to the EU project “Avoiding Collision at Sea” so as to
determine the CPA in the unlimited area of navigation, usually called open sea. For the purpose
of this paper the research has been carried out at the University of Dubrovnik on the
Kongsberg’s (Norwegian manufacturer) Polaris ship bridge simulator, approved by the DNV on
different types of ships. The trajectory of ships at various rudder deflection angles and
increased turning circle were observed under the influence of currents, waves and wind. The
obtained results helped to make the model for determining the CPA within the unlimited area of
navigation.
THE DISTANCE TO THE CLOSEST POINT OF APPROACH

 The main objective of plying is the transport of goods or passengers between

the port of origin and the port of destination, while maintaining safe
navigation by avoiding the navigational hazards. The collision with other ships
is one of the greatest hazards that is to be avoided. Determining the risk of
collision on time and properly assessing the CPA and TCPA are the basis for
collision risk assessment. Determining safe CPA depends on a number of
factors among which the most important are ship manoeuvrability,
meteorological and oceanological conditions, and the area of navigation.
Many authors have dealt with the CPA, which is in literature mostly referred
to as a domain,
COURSE OF ACTION TO AVOID
COLLISION
Interactive lecture on the following:
Plot when own ship alters course only.
Plot when own ship alters speed only.
Plot when own ship combines course
and speed alterations.
 ACTIONS TO AVOID COLLISIONS
Rule 8 covers action to be taken to avoid collision.
Any action taken to avoid collision shall be taken in
accordance with the Rules of this Part and shall, if
the circumstances of the case admit, be positive,
made in ample time and with due regard to the
observance of good seamanship.
When should the action taken to avoid collision with another
vessel?

 The action should not be where the situation

becomes worse, so it has to be done in time
when the vessels are far away so that, the
action taken can be further assessed, and if
rectification is required may be done. (d)
Action taken to avoid collision with another
vessel shall be such as to result in passing
at a safe distance.
Rule 8 covers action to be taken to avoid collision.
 
 (a) Any action taken to avoid collision shall be taken in accordance with the Rules of this
Part and shall, if the circumstances of the case admit, be positive, made in ample time and
with due regard to the observance of good seamanship.
 
 (b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of
the case admit, be large enough to be readily apparent to another vessel observing visually
or by radar; a succession of small alterations of course and/or speed should be avoided.
 
 (c) If there is sufficient sea-room, alteration of course alone may be the most effective
action to avoid a close-quarters situation provided that it is made in good time, is
substantial and does not result in another close-quarters situation.
 (d) Action taken to avoid collision with another vessel shall be such as to result
in passing at a safe distance. The effectiveness of the action shall be carefully
checked until the other vessel is finally past and clear.
 
 (e) If necessary to avoid collision or allow more time to assess the situation, a
vessel shall slacken her speed or take all way off by stopping or reversing her
means of propulsion.
 (f)
 
 (i) A vessel which, by any of these Rules, is required not to impede the passage or safe
passage of another vessel shall, when required by the circumstances of the case, take
early action to allow sufficient sea-room for the safe passage of the other vessel.
 
 (ii) A vessel required not to impede the passage or safe passage of another vessel is not
relieved of this obligation if approaching the other vessel so as to involve risk of collision
and shall, when taking action, have full regard to the action which may be required by
the Rules of this Part.
 
 (iii) A vessel the passage of which is not to be impeded remains fully obliged to comply
with the Rules of this Part when the two vessels are approaching one another so as to
involve risk of collision.
Parallel indexing techniques
Parallel Indexing is a navigational technique used to
monitor a vessels passage and as a complement to
regular position fixing.
This technique involves creating a line on the screen
that is parallel to the ship’s course, but offset to the
left or right by some distance.
Indexing may be used on relative and true motion radar
displays
Parallel indexing is an effective way of monitoring a
vessels progress along a preselected track using a radar.
 As a vessel moves on its chosen heading, fixed objects
in its radar vicinity appear to be moving in a reciprocal
direction to this motion. This technique provides the
radar observer with a real time view of the ship’s lateral
position relative to the planned track. The approach can
be used in all conditions of visibility to monitor the
vessels cross track movement.
Parallel indexing provides an active method of
assessing the vessel’s progress continuously and
immediately without the need for visual bearings
that provide historic data due to the associated
delay of assessment.
Parallel indexing is particularly useful in reduced
visibility , areas of high traffic density, coastal and
pilotage stages of a voyage.
The vessel is shown to be maintaining the required track, with the target (point of land) . The ship is following a ground track
of 090°T.
The ship is shown to be setting away from the
shore. The point of land is moving outside the
PI Line. The ship is following a ground track of
100°T.
The ship is shown setting towards the shore. The point of land is moving inside the PI line. The ship
is following a ground track of 080°T.