Practical Work N6

Nagrebetskiy Daniel

Group 1492

Collision 1

A report has been released by the J Class Association regarding the collision between two sailing yachts,
Svea and Topaz, during the Superyacht Challenge Antigua in March. The collision occurred when Svea, on
port, failed to keep clear as the port tack boat and attempted to bear away at the last moment. Topaz,
unable to avoid the collision, suffered serious damage to its boom, back stays, mainsheet, and port runner,
with the mast put under “extreme load” according to the report. Three crew members were injured,
including one who suffered four broken ribs after being pushed overboard by the bow of Svea. The report
found Svea responsible for the collision and deemed it impossible for Topaz to avoid it. Following the
incident, both yachts retired from the race and the Superyacht Challenge Antigua. The collision was
captured on film by fellow J Class yacht Velsheda.

Rule 12 of the International Regulations for Preventing Collisions at Sea (COLREGs) outlines the priority of
sailing vessels when they are on different tacks or approaching each other. A sailing vessel is defined as any
vessel that is propelled by sails.

However, Rule 12 does not apply if one of the sailing vessels is also using motorized propulsion, as it is then
considered a power-driven vessel. When there is a risk of collision, a sailing vessel that is required to give
way to another sailing vessel must take timely and decisive action to avoid a close-quarters situation, in
accordance with Rules 8 and 16. The other sailing vessel, which is the stand-on vessel, must comply with
the requirements of Rule 17(a) and (b).

If a sailing vessel approaches another sailing vessel from more than 22.5 degrees abaft the beam, it is
deemed to be an overtaking vessel and must keep clear regardless of the wind direction. A sailing vessel
must also give way to any sailing vessel that is engaged in fishing, or not under command and displaying
appropriate lights or signals.
If a sailing vessel is drifting, it is considered to be on either the port or starboard tack, depending on the
position of its sails, and its obligations are determined accordingly.

The obligations of vessels with mechanical propulsion in relation to sailing vessels are determined by Rule
18, with some exceptions made for navigation in narrow channels or traffic separation schemes, as well as
for overtaking situations. In these cases, a sailing vessel must not impede the passage of a vessel with
mechanical propulsion.

When complying with Rule 12, a sailing vessel must also take into account Rule 13, which applies when
overtaking any vessel. In this case, the sailing vessel must keep clear of the path of the vessel being
overtaken, regardless of the tack it is on. However, the sailing vessel must use overtaking signals in a
narrow channel, as required by Rule 9(e). Finally, a sailing vessel must not use the maneuvering signals
prescribed by Rule 34(a) when altering its course.

Collision 2

The incident took place in the Baltic Sea involving two vessels, Vessel A and Vessel B. Vessel A was a small
general cargo ship sailing at night in a busy area with good visibility and a speed of 10 knots. The ship's
bridge was equipped with an S-band ARPA radar set up in off-centre mode and an ECDIS, which the Master
was monitoring. A lookout was also present on the bridge. Vessel A had a number of vessels astern, some
of which were overtaking it.

During the handover from the Master to the Second Officer, the Master informed him about the vessels
astern and advised that they were being overtaken. After the handover, the Master left the bridge. The
Second Officer was monitoring the ARPA radar and noticed a vessel, Vessel B, overtaking them on the
starboard quarter. However, he was not aware of another vessel overtaking them on the portside. The
officer tried to call the Master but could not reach him. He then manually steered Vessel A hard to
starboard, towards the overtaking vessel, in an attempt to avoid collision. However, Vessel B collided with
Vessel A, which was stationary after the collision.

The Master arrived on the bridge shortly after the collision and noticed that Vessel A was not turning
despite the rudder being hard to starboard and the engines being on full ahead. He reduced the engines to
60% and contacted Vessel B. The OOW on Vessel B initially responded that they had only been involved in a
near-miss, but later admitted to being involved in a collision.

The Master saved the VDR, but only the X-band radar was interfaced with it, and as that radar was in
standby mode, radar screenshots of the developing close-quarter situation had not been recorded by the
VDR.

In this incident, Vessel B did not alter course or adjust its speed at any point. Vessel A was the stand-on
vessel, and Vessel B was the give-way vessel as it was overtaking Vessel A on the starboard quarter.
Although Vessel B would have been able to see the stern light of Vessel A, it would not have been able to
see its sidelights.

Regulation 13 of the International Regulations for Preventing Collisions at Sea (COLREGS) applies to all ships
overtaking another vessel, regardless of their reciprocal duties as prescribed by Regulation 18. The rule
states that the overtaking ship must keep clear of the path of the overtaken ship and pass at a safe
distance. The overtaking ship should also leave the overtaken ship on its right side, if possible, and
maneuver in good time.

When overtaking in narrow waterways, coordination between the two vessels is required for safe passage.
The overtaking ship should request permission to overtake from the overtaken ship and wait for
confirmation before proceeding. Special audible signals are provided for this procedure in Regulation 34.
On the high seas, overtaking may be carried out without the exchange of sound signals.
The overtaking ship must take into account the possible maneuvers of the overtaken ship, navigational
hazards, the presence of other ships nearby, and hydrodynamic forces. The responsibility for overtaking
safety always rests with the overtaking vessel.

A ship is deemed to be overtaking if it approaches the overtaken ship from more than 22.5 degrees astern
of the latter's transom and only the stern light and the additional yellow tow light are visible from the tug
at night. The watch officer must determine whether an overtaking or cross-course situation is developing
by taking a bearing to the approaching vessel and considering if the course angle fluctuates around 112.5
degrees.

In general, the overtaking ship should keep out of the way of the overtaken ship and avoid moving too
close to it. The overtaken ship should maintain its course and speed, but may take action to evade the
overtaking ship if necessary. Overtaking is considered completed when the overtaken ship has been finally
passed and left behind, allowing both ships to maneuver as they wish without fear of collision.