201205 - Neglecting the magnetic compass

As a licensed compass adjuster, I was recently required by the local PSCO to adjust the magnetic compass of a large capesize bulk carrier after evidence of unusually large deviations had been observed during the inspection. I was told by the Master that the compass had been adjusted in the last port (in the Far East). As I proceeded with the adjustment, I was assisted by the ship’s Second Officer who recounted how the last adjustment had been carried out. To my amazement, he told me that the ship had never left the berth.

After making some superficial alterations to the correctors, the adjuster issued an ideal deviation certificate to the Master indicating near nil deviations on all headings. It had no data on the number and positioning of corrector magnets, soft iron plates or Flinders Bar rods. I was totally appalled by the unprofessionalism of the previous adjuster and also concerned about the lack of knowledge on board the ship to question his method of compass adjusting without even swinging the ship.

Although many of today’s seafarers treat the magnetic compass as a relic of a bygone era, I maintain it is still the only navigational directional device not dependent on external electrical power or inputs. It is certainly a shame that this aid to navigation is increasingly being neglected and every shipmaster should be aware of his/her responsibility under international regulations to ensure that all bridge equipment is properly calibrated, maintained and used by the bridge team. There could be serious legal implications if, after a navigational incident, it was found that the magnetic compass’s status was relevant. Questions of negligence could arise with regard to the last compass adjuster’s work, the crew’s failure to challenge it and their passive acceptance of the situation.