The Encounter | Ship Collision Analysis | Overtaking Situation

Credits to the video editor Alejandro Montemar
and Christian Joseph Gamboa.
COLLISION REGULATIONS CASE STUDY
LOCATION:
Off Cape Hatteras, USA - North going traffic follows a true north course after passing the
diamond shoals
SITUATION:
Vessel "AA" is heading 000 degrees at a speed of 17 knots. Vessel "CC" heading 010 degrees at
19 knots to pass the stern of "AA"
20 minutes before collision -
"CC" has passed "AA" on starboard. "AA" observes "CC" on its starboard beam and overtaking. "AA" is on manual steering, "CC" is on auto pilot.
10 minutes before the collision -
"CC" changes course to 000 degrees to come to a parallel course with "AA" 6 minutes before the collision "CC" is now 0.75 miles ahead of "AA" and the
Master leaves the bridge. Meanwhile, the mate of "AA" goes to the port bridge wing to take a
Bearing on the diamond shoal light, facing astern, and leaving the bridge to the helmsman.
4 minutes before the collision -
Vessel "CC" develops a failure in her steering system and then turns hard to port.
40 seconds to collision -
"CC" is now ahead of "AA" on a crossing course of 270 degrees. Its mate sounds the whistle and orders engine stop. The mate on "AA" sees now the situation sounds the whistle, orders hard left and stops engines.
Collision time -
"AA" hits the port side of "CC" at an angle of 90 degrees. Both vessel sustain
heavy damages but without lost of life.
ANALYSIS
In this situation that cause a collision let’s talk about the most important rules that are applicable:
The first rule is:
Rule 5 - Look out
Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all Available means appropriate in the prevailing circumstances and conditions so as to make a full Appraisal of the situation and of the risk of collision.
The second rule is:
Rule 6 - Safe Speed
Every vessel shall at all times proceed at a safe speed so that she can take proper and effective
action to avoid collision and be stopped within a distance appropriate to the prevailing
circumstances and conditions.
The third is:
Rule 13 - Overtaking
(a) Notwithstanding anything contained in the Rules of Part B, Sections 1 and I any vessel
overtaking any other shall keep out of the way of the vessel being overtaken.
(b) A vessel shall be deemed to be overtaking when coming up with another vessel from a
direction more than 22.5 degrees abaft her beam, that is, in such a position with reference to the
vessel she is overtaking, that at night she would be able to see only the sternlight of the vessel
but neither of her sidelights.
(d) Any subsequent alteration of the bearing between the two vessels shall not make the
overtaking vessel a crossing vessel within the meaning of these Rules or relieve her of the duty of
keeping clear of the overtaken vessel until she is finally past and clear.
The last is:
Rule 15 - Crossing Situation
When two power-driven vessels are crossing so as to involve risk of collision, the vessel which hat
the other on her starboard side shall keep out of the way and shall, if the circumstances of the
case admit, avoid crossing ahead of the other vessel.
The vessel CC FOR US Will held liable in this circumstances due to the failure of her steering mechanism that cause her to unintentionally swing or alter to port across the bow of the vessel AA that was just overtaken that resulted in a collision
Under rule 5:
- Failure to maintain proper look out with respect to close quarter situation
- Delaying the sounding of any danger whistle signal such as altering of course to port which is 2 short whistle
Rule 13 paragraph D.
- They fail to steer manually in the bridge standing order that made the situation from overtaking to crossing.
The officer of the watch of vessel CC is negligent in many reasons such as:
Rule 5
- Failure to maintain proper look out with respect to close quarter situation
- Delaying the sounding of any danger whistle signal which is 5 short blast signal for the doubt of intention of the other ship
Rule 15 and rule 6
- Failing to stop engine as soon as possible or even reverse propulsion to reduce speed and make ample to avoid collision
Our Analyzation is this case Vessel CC must be accountable for approximately 75 percent of the collision due to the fact that that during the overtaking situation Vessel CC is the give way vessel but failed to stair manually specially in a close quarter situation.
In addition Vessel CC steering system failure can mean that the vessel is not seaworthy and the owner and crew of the vessel was unable to assess and maintain which can be prevented.
Moreover, the officer of the watch did do a proper look out that resulted in the delay of danger sound signal.
While Vessel AA must be accountable for approximately 25 percent of t5he collision due to the fact that she is a stand on vessel during the overtaking but the officer in watch fail to maintain proper look out and delays the sounding of any danger signal.

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