1.2依據租船合約,謹此通知本輪已在2023年2月21日1300時抵達東京港,並完成所有裝/卸貨準備。感謝您對此裝卸貨完成準備通知書的注意。

1.1事實與你信中所提及的狀況完全相反。如你所知,那天我們面臨的是東南風與異常西向水流。根據當時情況,船方已特別注意前/後浮筒繫泊纜繩狀況,避免繫泊纜在過大的風力和水流下發生斷裂。因此,船上認為上述損壞應歸因於擊泊浮筒鏈本身因磨耗,及/或潛在弱點,導致的強度不足,非屬船上過失。

2.1 Pilot 1's Portable Pilot Unit (PPU) was receiving information from the ship's pilot plug.He navigated ABC using his PPU as the primary means of navigation. He was in the practiceof intentionally not using any other navigation equipment while underway, citing a distrust ofvessel equipment that was not his own and instances of equipment breaking while a pilot wasusing it. Pilot 1 was not aware that there were paper charts available and in use by the bridgeteam at the time of transit.At 2014, Pilot 1 viewed another screen on the PPU with the intent to screenshot data from another voyage. This action stopped the recording of the active transit, and the PPU did not begin recording the active transit again until 2019, after the vessel grounded and the pilot returned to the active screen. 

2.2 Finding of Concern (1):It is recommended that vessel owners and marine operators develop and implement effectivepolicies outlining when the use of cell phones and other portable electronic devices isappropriate or prohibited. Sector Maryland-National Capital Region drafted a Finding ofConcern, which serves as an update to Marine Safety Advisory 01-10.While the original advisory cautions against the use of cellular devices and distracted operations, this new Finding of Concern reiterates the original warnings and emphasizes the additional dangers associated with fixation on electronic devices as well as over reliance on a singular piece of equipment while navigating or performing safety sensitive functions.

2.3 Finding of Concern (2):It is recommended that vessel owners and operators ensure and promote crew awareness ofpolicies regarding the duties and obligations of officers on watch for the safety of the ship,even when a pilot is embarked. International Maritime Organization (IMO) ResolutionA.960(23) highlights that efficient pilotage largely depends upon the effectiveness ofcommunications and information exchange between the pilot, master, and bridge personnelregarding navigational procedures, local conditions, and ship's characteristics. The IMO advises that this information exchange should be a continuous process that isgenerally ongoing for the duration of the pilotage. The IMO further emphasizes that Mastersand bridge officers have a duty to support the pilot and ensure that his or her actions aremonitored at all times. It is essential that these procedures are not only reflected in the vessel's Safety ManagementSystem but also regularly used and practiced during transits with pilots on board. 

3.10835時,船在高雄第二港口南防波堤方位095度,距離3.16海里處,設定航向315度往基隆開,船速變化依船長陣令調整。

3.21400時,測得KamiSiama陸岬南端方位263度,距離3.14海里,船速11.7節,轉向至319度。

3.31615~1700時,遵守美國聯邦法(CFRCode)第33冊164.25款要求,測試主機、舵機及相關航儀等設備,確認所有情狀完好。

3.41300~1600時,舉行放下救生艇海上救生、貨艙滅火、密閉空間救援應急操演,並依進港前船舶保全程序,確認無偷渡客情事。

3.5夜令:若遭遇起霧,或附近漁船多,應依據避碰規則保持機警瞭望,如有任何問題,請勿遲疑,立即叫我。

3.61815時,備車到港。船長在駕駛臺接管船舶操控權,準備接領港。保持應有適當瞭望及船舶定位。海事報告及其他通告

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