200225 Calling The Master

Calling The Master
Report No. 200225

Regarding MARS 200204, I recall meeting two bulk carriers in calm weather, good visibility and no other traffic, three points on my port bow. They were abeam of each other and seven cables apart, crossing my course from port to starboard, with CPAs of zero and two cables astern of me. I had a feeling that neither would alter for me and had already decided to alter to starboard and run ahead of them. They were making fourteen knots and I was making twenty-two so there was no problem.

When the nearer one was little over six miles away, I heard a call from one of them, - no name or call sign, just a GPS latitude and longitude to four places of decimals, calling "the ship on my starboard bow". After some difficulty, I managed to persuade the "unknown station" to vacate Channel 16 for a working channel. I was advised by a remarkably observant officer of the watch, that if I continued on my current course and speed, I would pass very close to him. He further advised me that this would be very dangerous and that I should alter course and pass astern of him. I drew his attention to Rule 15 and that, as the give way vessel, he should alter for me. He explained, in great detail, that he was bound for Le Havre, which fact I should have noted and that it was not possible for him to alter course as he had to maintain his course to reach his destination. He could not give way as his Captain had given strict orders to maintain the course. I then suggested that he called his Captain so that the necessary action could be taken. This was not possible as the Captain was asleep and had given orders not to be disturbed. In the meantime, I had already altered course to starboard and we passed well clear ahead.

MARS 200205 reinforces my concern about the number of reports complaining about vessels failing to give way. However, of even greater concern is the apparent inability of watch keepers to call the Master in sufficient time and the determination of the stand-on vessel to do just that for far too long, with the inevitable close quarters situation. In this report, the OOW notes the CPA of the offending vessel as being 0.1 miles in ten minutes. I would hope that the CPA was established well before the two vessels were only ten minutes from CPA. Nothing is done by the stand-on vessel until the range is reduced to one and a half miles, when the five short and rapid blasts are sounded. To me, a close quarters situation has already been achieved and there is no time to wait to see if the sound signal will have any effect. Only when the range is reduced to one mile (from one and a half, which cannot have been long in terms of time) does the stand-on vessel apply full starboard helm. The final CPA is only two cables. Why wait until only full helm will be sufficient?

I find nothing in the Regulations for the Prevention of Collisions at Sea actually telling people not to bump into other ships, but there are plenty of exhortations to avoid close quarters situations. After reading this and many other reports detailing similar situations, I wonder if some ships have Bridge Standing Orders, why OOWs are so reluctant to call Masters and why action is left so late. My own standing orders required OOWs to maintain a minimum CPA of two miles and I was to be called if this could not be achieved or if the actions of other vessels gave rise to any concern.

Still on the rules and in response to Captain Kelso's letter, I always insisted on having the fog signal sounded in reduced visibility. On one occasion, on clearing the fog and stopping the fog signal, I took the opportunity of walking around the open decks. I was promptly accosted by an angry passenger who complained, at length, about the dreadful noise. She believed that it was the result of some mechanical defect. I explained the legal requirements and the purpose of the fog signal. She retorted that other ferry companies never bothered and she would patronise quieter ships in the future.

In conclusion, it would appear that on many ships, Bridge Standing Orders are sadly defective, ignored or absent. A Master who instructs his OOW to maintain course in breach of the Rules and gives orders that he is not to be disturbed is irresponsible and unfit for command. It is sadly obvious that half the World's shipping is wandering around expecting the other half to keep out of their way.