Question 1

The anchor was deployed but dragged. At 0243 the vessel grounds on the eastern shoal of the headland at approximately 2.5 knots. Impact is significant — there is a clear shudder through the hull. The vessel comes to rest with a 3° port list. Engine room reports no immediate flooding visible but bilge soundings are being taken.

What are the immediate bridge actions in priority order?

Accepted Answer

Stop engines (prevent further forward movement or rock the vessel off the shoal — either could worsen damage). Sound general alarm if not already done. Broadcast MAYDAY on VHF Ch.16 and DSC Ch.70. Alert the company DPA. Do not attempt to reverse off until hull integrity is assessed Full astern on a grounded vessel can cause catastrophic hull damage if the keel is hard on rock — propeller and rudder damage alone can make the vessel permanently unsteerable. The MAYDAY obligation under SOLAS V/33 triggers the moment you are in distress — grounded and taking on potential flooding is distress. Calling the agent first to "manage the PR" before a MAYDAY is a documented fatal error pattern (MV Sewol). The DPA must be notified but that does not delay the MAYDAY. Stop engines, MAYDAY, soundings in parallel.

Question 2

MV CEDAR RIDGE, 0215. You are the OOW. The engine telegraph is set at full ahead. You notice the RPM repeater on the bridge has dropped from 98 to 74 RPM over the last 4 minutes without any engine room call. Visibility 2nm. Headland 9nm to the west. Set/drift pushing the vessel 1.5 knots toward the headland.

What is your immediate priority?

Accepted Answer

Call the Master immediately and simultaneously ring the engine room to report the loss of RPM. Do not wait to investigate further — you are approaching a headland in reduced visibility with a set toward it and your speed is unexpectedly reducing SOLAS V and standard BRM require the Master to be called for any change that may affect the safe navigation of the vessel — and a loss of power approaching a headland in restricted visibility with an adverse set is exactly that situation. The instinct to "investigate before disturbing the Master" is a dangerous normalisation: the Master cannot make informed decisions if he is called 10 minutes late. Call Master AND engine room simultaneously. The course alteration alone solves nothing if the engine is failing.

Question 3

Before the Master or engine room responds, at 0217 a total blackout occurs. All navigation lights, radar, ECDIS, and steering control lose power simultaneously. The emergency lighting activates. The vessel is now at 8nm from the headland, making approximately 8 knots on momentum. No response from the engine room.

What is the FIRST thing you do?

Accepted Answer

Sound the general alarm immediately to muster all crew. Make a SECURITÉ broadcast on VHF Ch.16 to warn other traffic that you are a vessel not under command. Attempt to raise the engine room by telephone. Sound the NUC sound signals (2 prolonged blasts) In a blackout the immediate priority is collision avoidance — you are a vessel not under command and traffic cannot see you. General alarm alerts crew; NUC signals (COLREGS Rule 35e: 2 prolonged blasts in restricted visibility) warn other vessels; SECURITÉ on Ch.16 provides situational awareness to the traffic picture. Manual steering is irrelevant without propulsion. Leaving the bridge to investigate the generator is a solo action that abandons the conn at the most critical moment. The emergency generator will start automatically — your job is collision avoidance and crew muster.