Where candidates typically fail
Most candidates answer collision and grounding questions with a checklist of actions rather than demonstrating command-level thinking. They list 'sound signals, check for injuries, assess damage' — competent watchkeeper answers. The examiner wants to hear the Master's legal obligations, decision-making framework, and the ability to justify deliberate choices under pressure, including the conscious decision to beach a vessel.
The command-level framework
In any accidental damage situation, three questions must be answered almost simultaneously:
- Is life at immediate risk? Casualty care and mustering precede everything else.
- Is the vessel in immediate danger of loss? This determines whether you fight to save her or abandon.
- What are my legal obligations, and have I discharged them?
Collision
Immediate actions: station keeping (do not back away until you know the other vessel's flooding status — withdrawing may remove the plug), muster crew and account for personnel, damage assessment both vessels. Under SOLAS V/33 the Master has a duty to render assistance to persons in danger; this applies even when your own vessel is the other party.
Legal obligations: exchange information with the other vessel (name, port of registry, last and next port of call). Serious marine casualty — preserve evidence, log all events with times, notify the flag state and the MAIB under the Merchant Shipping (Accident Reporting and Investigation) Regulations 2012. The Master's log entries are evidence.
Decision gate: can the vessel be kept afloat? If not, can she be beached safely?
Grounding
Immediate assessment: note tide state and time to next high water — this is your window. Assess flooding by sounding all tanks and bilges, including dry spaces. Do not attempt to refloat until you know what is holed; a free-floating wreck may sink faster than a grounded one. Check for structural integrity, propeller and rudder clearance before going astern.
Refloating sequence: reduce weight (transfer fuel, water), consider anchoring to prevent further driving ashore, assess whether tug assistance is required. Power off the bottom only if structural integrity is confirmed.
Flooding
Source, rate and location determine the response. Close watertight openings progressively — do not isolate compartments that are providing buoyancy to other spaces without understanding the intact stability impact. A partially flooded double bottom may be sustaining GM. Cross-flooding can be used deliberately to reduce list but increases draught and reduces freeboard.
Beaching
Beaching is a legitimate command decision, not a last resort to apologise for — it is preferable to a sinking in deep water with crew aboard. Factors: nature of the bottom (sand preferred over rock), sheltered aspect, gradient allowing controlled approach, proximity to assistance. Brief the crew, prepare anchors for kedging off, and notify the Coastguard before — not after — you commit.
Mechanical damage
Loss of propulsion in open water: immediately broadcast the vessel's position and situation on VHF, deploy anchor if in navigable water with holding ground, assess UKC. Loss of steering: shift to emergency steering (tested within 12 hours of departure per SOLAS V/26.1). Loss of both: anchor and call for assistance; the Master must not allow a vessel to become a hazard to navigation.