Question 1

The vessel has been drifting for 1 hour 45 minutes. The nearest shallow water is now 10nm away at the current drift rate of approximately 1.5 knots. The fire is under control but the engine cannot be restarted. The nearest tug is 3.5 hours away. A PAN PAN was broadcast on initial loss of propulsion.

Should the PAN PAN now be upgraded to MAYDAY?

Accepted Answer

Yes. The vessel is now in grave and imminent danger — drifting at 1.5 knots with shallow water 10nm away and no propulsion means grounding is likely within 6.5 hours, well within the tug's ETA of 3.5 hours. However, MAYDAY is appropriate now so that all available rescue resources are mobilised. The Master alone makes this judgement MAYDAY is the correct signal when a vessel is in "grave and imminent danger" — it does not require a collision to have occurred or grounding to be minutes away. A vessel with no propulsion, fire still not fully controlled, drifting toward shoal water with a tug ETA that leaves minimal margin is in grave and imminent danger by any reasonable standard. Maintaining PAN PAN when the threat has materially escalated is a failure of situational awareness. The 6.5-hour vs 3.5-hour margin looks comfortable on paper but ignores drift rate changes, tug delays, and anchoring limitations. The Master upgrades — no one else.

Question 2

MV SOLWAY STAR, 1435. The engine room fixed fire detection alarm activates on the bridge panel — zone indicated is bilge area, below the main engine. The ER is manned — the chief engineer and two ratings are on watch below.

What is the OOW's FIRST action?

Accepted Answer

Sound the general alarm immediately. Inform the Master. Do NOT ring the engine room to ask them to investigate — they are in the fire zone. The general alarm brings the emergency team to their stations and ensures the CO₂ room and fire parties are ready before any further assessment Ringing the engine room is the most common and most dangerous instinct when a fire alarm sounds — it asks people in the fire zone to investigate and reassure you. The correct response is immediate general alarm: it activates the emergency team, gets the CO₂ room manned with the correct personnel, and starts the accountability process. A false alarm muster costs 15 minutes. A delayed alarm in a real bilge fire on a naphtha carrier costs lives. The decision to discharge CO₂ will be made by the Master with full accountability — not by an OOW who has run to the CO₂ room alone.

Question 3

Thirty seconds after the general alarm, the chief engineer radios the bridge: "I can see smoke near the bilge pump. I'm going to check if it's a small oil fire — I'll call you back in two minutes." The fire party is mustering on deck.

What is the Master's response?

Accepted Answer

Order the chief engineer and ALL engine room personnel to evacuate immediately and close the ER fire dampers and watertight doors. Do not allow investigation without full BA team and hose in place. Smoke in an ER bilge area of a naphtha carrier is a serious fire risk — vapour ignition can occur in seconds The bilge area of a chemical tanker carrying naphtha (flash point −40°C) means flammable vapour is present at ambient temperature. A small visible fire can flash over in seconds if the fuel supply (oil in bilge) is not interrupted. Allowing a solo investigation without BA, without a charged hose, and without the fire team in position violates every principle of fire fighting practice. The chief engineer's instinct to deal with it quickly is understandable — and potentially fatal. Close the space, get personnel out, assess from outside.