200055 Write the Log Book or Look Out

Wrte the Log Book or Look Out
Report No. 200055

MALACCA STRAIT. Clear visibility Wind NW'ly Force 5.

I was second mate on a 500,000dwt steam turbine ULCC in ballast, westbound in the Malacca Strait with a course of about 275 degrees True and speed of 7.5 knots. At about 0345 LT, I noticed a target fine on my port quarter at 4nm range showing a zero CPA. The target was apparently overtaking at speed. On further observation the target showed no apparent change in course or speed. The target's speed at this time was calculated to be 25 knots.

With the rapidly closing situation I tried alerting the rogue vessel with a well trained Aldis lamp to no avail. I would like to mention to readers who may not have served on some of the larger vessels, that the size and nature of my vessel did not make her very responsive. The relative speed of approach was 18 knots, or in other words, 4.5nm in 15 minutes. I altered my course to starboard but, with a sluggish helm, large windage area and slow speed, my action alone seemed inadequate. When the rogue was at a distance 1.5nm off, I finally resorted to trying to alert him on VHF in addition to the continuos Aldis trained on his wheelhouse. What amazed me was that the VTS watchkeeper did not say anything, and secondly, the master of the other vessel did not wake up, for he certainly had a very bright Aldis lamp frantically flashing right onto his cabin.

The vessel came right up to about 5 cables astern of me and then seemed to alter, a saving manoeuvre, for when she came abreast of me, by my judgement, she was no more than 50 metres away, maybe less, though I certainly would not like to think so! At this moment, I was unable to see her under my bridge wing, and all the various interaction forces between ships ran through my head. Fortunately for me, the high relative speed meant a minimum amount of time spent abreast and she moved off without a any contact. The errant OOW luckily had the presence of mind not to give any rash large helm movements which could have had disastrous consequences.

After finally managing to raise the VTS and identifying the vessel, I raised her on VHF and found a shaken navigator, almost in tears, apologising profusely. He claimed he had been writing his log and hence did not notice that he was on a collision course. What I fail to understand is what gives him the right to steam at 25 knots, break every rule in the book, and then apologise!! After I reported the incident to the VTS, there was a very sheepish VTS operator advising every vessel in the vicinity to lookout for the ULCC ahead of them.