200623 Restricted in ability to manoeuvre

It was a bright afternoon with very good visibility and plenty of traffic going northeast to China and southwest to the Singapore Strait. There were some individual fishermen in between. My course was 035° at 24 kn. Within this traffic situation was a bulk carrier (according AIS heading to a north Australian port) heading 180° and trying to cross one mile ahead of me with a CPA of 0.4-0.5 nm.

In this situation, bulk carrier on port bow, it was clear that she had to alter course to starboard. But nothing happened. At five nm distance I called her on channel 16 and asked for her intentions. The reply was that the OOW on the bulkcarrier wanted to keep his course and let me pass one nm astern of her with a CPA of 0.5nm.

I asked him if he didn't think this was a little bit close, regarding the size of our vessels, but the officer only answered that he was unable to change course because his crew were cleaning their holds. He then went off air without further comment.

Distance was at this time less than three nm so I only had to chance an alteration to port to give her at least one nm CPA.

With me on duty was our cadet and we thought about checking the Colregs for rules stating that bulkcarrier have some stand-on rights while cleaning the holds. At least the OOW on the bulkcarrier seemed to be pretty sure that this right existed...

Editor's note: An alteration to port for a vessel on your port bow is always a risky manoeuvre and strictly against the Colregs. Although another vessel might express the intention not to come right, it must be assumed that they might change their mind or their master could come on the bridge, see a vessel on his starboard bow and order a hard right. A reduction in speed or even full turn to starboard should be considered if time and space allow. This incident reminds the editor of another situation that was reported to the Institute, where a vessel was hailed by name (obtained by AIS) and the conversation went like this: 'This is the vessel overtaking you on your starboard side, I am carrying hazardous cargo, what are your intentions?' The Collision Regulations clearly state obligations for vessels 'restricted in their ability to manoeuvre' and such vessels would need to be showing the appropriate day shapes and lights. However neither of these scenarios would come close to this rule. Companies and training establishments should ensure that all watchkeepers are aware that such cargo operations do not change their status under the Colregs.