Three days into an Atlantic crossing, your chief officer is medically evacuated by helicopter. You are now below the minimum safe manning as specified in your Safe Manning Document (SMD). What do you do?

A. The chief officer can be replaced by the 2/O taking over chief officer duties. Simply reassign the role in the log book and continue the voyage.

B. BELOW SAFE MANNING — MASTER'S MANAGEMENT: The Safe Manning Document (SMD — issued under SOLAS V/14) specifies the MINIMUM number and qualifications of officers and crew required to safely operate the vessel at all times. Being below the SMD is a SOLAS violation and creates immediate risks. IMMEDIATE ASSESSMENT: (1) IS THE VESSEL SAFE TO CONTINUE?: the master must assess whether the remaining crew can safely: (a) maintain a safe navigational watch (STCW VIII); (b) respond to a fire emergency (SOLAS II-2); (c) deploy lifesaving appliances (SOLAS III); (d) maintain propulsion and steering; (2) MASTER'S OVERRIDING AUTHORITY: ISM Code Section 5.3 — the master has overriding authority to take any decision necessary for safety. This includes: (a) reducing speed to allow longer watches with adequate rest; (b) calling additional qualified crew to the bridge in close quarters situations; (c) deviating to the nearest suitable port to take on a replacement officer; (3) FLAG STATE: notify the MCA (for UK-flagged vessel) of the below-SMD situation. The MCA can issue an emergency dispensation (SOLAS V/14(3)) for a specified period or voyage; (4) COMPANY NOTIFICATION: DPA must arrange for a replacement chief officer to fly out to the next port. The company cannot leave the vessel below SMD; (5) DOCUMENT EVERYTHING: log book entries covering the medical evacuation, the assessment of remaining crew capability, communications with flag state, and any dispensation received; (6) PORT STATE NOTIFICATION: if calling at a US or EU port — notify the port state authorities in advance. Arriving below SMD without notification may result in detention; (7) DO NOT COMPROMISE: if the master genuinely believes the vessel CANNOT be safely operated — they must deviate to the nearest suitable port.

C. The Safe Manning Document is a guideline. As long as all watches can be kept and major safety functions maintained, there is no need to report the shortfall to any authority.

D. If the company does not provide a replacement within 24 hours, the master can claim the vessel is unseaworthy and refuse to continue the voyage.

A. Proceed immediately to the nearest port. Reporting the collision to authorities should wait until the vessel is safely alongside and the damage has been fully assessed.

B. POST-COLLISION COMMAND — FIRST 60 MINUTES: IMMEDIATE (0-5 MINUTES): (1) SOUND GENERAL ALARM — crew to emergency stations; (2) DAMAGE ASSESSMENT TEAMS: chief officer to assess deck damage, chief engineer to assess engine room/hull; (3) WATERTIGHT INTEGRITY: close all watertight doors, valves, and openings. Prevent progressive flooding; (4) BROADCAST MAYDAY/PAN PAN: Mayday if in immediate danger of sinking; PAN PAN if stable but requiring assistance. VHF Channel 16; (5) CONTACT OTHER VESSEL: establish VHF contact with the other ship. Assess their condition, casualties, damage; (6) REMAIN IN VICINITY: SOLAS V/33 and COLREGs Rule 29 — the master must render assistance to the other vessel's crew if they are in danger. DEPARTING THE SCENE IS A CRIMINAL OFFENCE unless doing so puts own vessel in danger; SHORT-TERM (5-30 MINUTES): (7) FLOODING CONTROL: chief engineer manages ballast/bilge pumps. Assess rate of flooding; (8) CASUALTIES: first aid to injured. Assess if medical evacuation needed; (9) STABILITY: load stability/loadicator — does flooding affect GM? Which tanks can be counter-ballasted?; (10) NOTIFY: owner, DPA, flag state, P&I Club; (11) PRESERVE EVIDENCE: order VDR isolation immediately. No one to alter or erase any navigation records; (12) OFFICIAL LOG: immediate preliminary entry — time, position, weather, events; MEDIUM-TERM (30-60 MINUTES): (13) Assess whether to proceed to nearest port or seek anchorage; (14) Notify port/harbour authority of vessel approaching with collision damage; (15) MAIB notification if required (serious injury, significant damage, oil discharge).

C. Contact only your own company before any other communication. The company will decide which authorities are informed and what is reported.

D. In a collision, the priority is to separate the vessels as quickly as possible and proceed at best speed to a safe anchorage. Contact with the other vessel should be avoided until lawyers are involved.

A. You have no obligation to speak to investigators until the vessel is in your flag state's jurisdiction. Politely ask them to leave the vessel and contact your flag state maritime office.

B. MAIB and MCA investigators have identical powers. You must answer all questions fully from both investigators without any right to remain silent.

C. MAIB INVESTIGATION — MASTER'S RIGHTS AND OBLIGATIONS: DUAL AUTHORITY: there are TWO separate bodies present with different powers and purposes: (1) MAIB Inspector (MAIB Regulations 2012): the MAIB investigation is a SAFETY investigation, not a criminal prosecution. Its purpose is to determine causes and prevent recurrence, NOT to apportion blame. However, MAIB can share evidence with prosecutors. MAIB powers under the MAIB Regs 2012: (a) inspect and copy documents; (b) require persons to attend and answer questions; (c) inspect the vessel. MAIB INTERVIEW — YOUR RIGHTS: (i) you have a right to be accompanied by a legal representative; (ii) anything you say in a MAIB interview CAN be shared with MCA enforcement and potentially used in criminal proceedings; (iii) RIGHT TO SILENCE: in England, Wales and Scotland you have a right not to incriminate yourself — BUT the MAIB Regulations 2012 Regulation 29 creates a compulsion to answer. Seek immediate legal advice on this tension; (2) MCA SURVEYOR (Merchant Shipping Act 1995 Section 261): the MCA surveyors are conducting an enforcement/statutory investigation. You have: (a) RIGHT TO REMAIN SILENT — you are not obliged to answer questions that may incriminate you; (b) RIGHT TO LEGAL REPRESENTATION — do not answer questions without your P&I Club lawyer present; (c) RIGHT TO BE INFORMED of the purpose and nature of the investigation. PRACTICAL ADVICE: (i) be courteous and cooperative in access to documents and vessel; (ii) do not refuse access to the vessel; (iii) contact P&I Club lawyers BEFORE any substantive interview; (iv) provide factual documents (log books, VDR data) — these are documents, not testimony; (v) do not volunteer additional information beyond what is requested.

D. The MAIB is a criminal court. Anything you say will be used against you and you should refuse to speak to them at all without a criminal defence barrister present.