Engine failure / loss of propulsion — onboard response

Loss of propulsion transforms a vessel from a regulated traffic participant into a drifting hazard under COLREGs Rule 27. Correct initial actions — NUC signals, urgency communication, and systematic engineering diagnosis — determine whether the situation is controlled or escalates to a collision or grounding. This tree follows SOLAS Chapter V, ISM Code Element 8, and COLREGs.

Immediate bridge actions

1. Ring telegraph to STOP (if not already stopped). Note the time, ship position (Lat/Long), and heading in the deck log.
2. Display NUC signals immediately per COLREGs Rule 27(a): two all-round red lights vertically (night) and two black balls vertically (day). Do not wait for engineering assessment before displaying NUC — you are NUC the moment you lose the ability to manoeuvre.
3. Broadcast on VHF Ch 16: "SECURITE SECURITE SECURITE — All ships — this is [name/MMSI] — vessel not under command — position [Lat/Long] — [heading] — [vessel type and length] — keep clear."
4. Send a DSC urgency alert (PAN PAN) on VHF Ch 70: category Urgency, nature of distress "Not under command". Voice follow-up on Ch 16 per GMDSS procedure (SOLAS Reg IV/7).
5. Post continuous radar watch. Plot all vessels within 10 nm. Calculate CPA and TCPA for every contact. If any CPA is less than 1 nm within 15 minutes, contact that vessel on Ch 16 directly.
6. Inform the DPA by telephone or Inmarsat immediately. Log the call time and content. SOLAS V/34 and ISM Code Element 8 both require the Master to exercise professional judgement on escalation.

Engine-room troubleshooting decision tree

1. Fuel supply: Check fuel oil pressure at ME inlet (target: HFO 6–8 bar, MDO 4–6 bar). Check fuel filters — primary and fine filters; change over to standby filter. Check HFO viscosity: temperature at heater outlet, confirm 16–20 cSt at fuel pump inlet. If pressure low: check transfer pump, check settling and service tank levels.
2. Cooling water: Check sea water (SW) cooling pump suction — sea chest blocked? Switch to secondary sea chest. Check fresh water (FW) cooling temperature — high temperature trip? Reset HT/LT cooling pumps. Check keel cooler if fitted.
3. Lubricating oil: Check main bearing LO pressure (normal: 3–5 bar underway). If low: check LO sump level, check standby LO pump, investigate any LO leak at shaft seals. Do not restart the ME if LO pressure cannot be confirmed above minimum run pressure.
4. Starting air: Check starting air receiver pressure (minimum 25 bar for start; normal 30 bar). If low: check starting air compressor — run to recharge. Check starting air manifold valve and distributor.
5. Control system / automation: If the engine tripped on alarm: identify the trip signal on the alarm monitoring system. Common trips — high exhaust temperature, low LO pressure, high FW temperature, overspeed, slow-down or shutdown relay activation. Reset only after the root cause is confirmed safe.
6. Restart attempt sequence: Confirm LO pressure confirmed, cooling water confirmed, fuel supply confirmed, starting air above 25 bar, no outstanding shutdown relays. Disengage turning gear. Ring bridge: "Ready to start main engine." Attempt start on bridge telegraph order. Maximum three start attempts; if unsuccessful, report to bridge and Chief Engineer — do not continue starting attempts without engineering authorisation.

Drift assessment and collision avoidance

1. Calculate leeway: vessel beam area vs underwater lateral area. Typical bulk carrier drifts 10–15° to leeward of the wind at 1–3 knots in Beaufort 5. Check current set from pilot chart or ECDIS tidal overlay.
2. Plot predicted position after 30 minutes and 60 minutes. Identify hazards: shoaling water (check under-keel clearance), TSS lanes, offshore structures, other anchorages.
3. If approaching shoal water with less than 2 nm clearance in 60 minutes: request towage immediately. Do not wait for engineering to confirm failure duration.
4. Anchor as a last resort if depth permits and the cable will hold: a ship at anchor in an emergency is preferable to a grounding. Notify MRCC and display anchor lights/shapes.

Towage and commercial response

1. Contact the P&I Club correspondent at the nearest port before engaging any tug. Salvage tow on LOF (Lloyd's Open Form) gives the tug a salvage claim; a commercial towage contract (TOWHIRE / TOWCON) does not. If the ship is in distress, the tug may insist on LOF — consult P&I before signing.
2. Contact the ship's agent at the nearest suitable port. Agent can source local tug operators faster than the office in most ports.
3. In US territorial waters (within 12 nm): notify the US Coast Guard on Ch 16. OPA 90 Salvage and Marine Firefighting (SMFF) regulations require the Master to contact the vessel's SMFF provider for loss of propulsion within 3 nm of the US coast. Non-compliance creates OPA liability exposure.
4. Rig towing gear on the forecastle in advance: bitter end of anchor cable, towing pennant, and messenger line ready. Do not wait for the tug to arrive before preparing the tow point.

MARPOL and spill prevention

1. Engine failure can cause overflow at the fuel oil purifier, crankcase drain trays, or stern tube seal. Inspect bilge high-level alarms and engine room drain trays immediately.
2. If oil has entered the bilge: activate SOPEP (MARPOL Annex I Reg 37). Do not pump oily bilge overboard — use oil-water separator or transfer to slop tank.
3. If oil is sighted on the water surface: notify nearest coastal state, nearest port state, and DPA. Record in Oil Record Book Part I (ORB). Failure to notify is a criminal offence under MARPOL Article 8.
4. If in an ECA (Emission Control Area): ensure any switch from HFO to low-sulphur fuel during the restart sequence is recorded in the ship's Fuel Changeover Log (MARPOL Annex VI Reg 14).

After the incident

1. Write a full engine failure report: time, cause, actions taken, duration of NUC, communications log, restart time. Submit to DPA and flag-state if required.
2. Review ISM Code Element 8 drill records — was the crew prepared? Update the emergency procedure if gaps identified.
3. Arrange class survey of the main engine if any mechanical damage occurred before the next sea passage.

Sources: COLREGs 1972, Rule 27 (vessels not under command or restricted in their ability to manoeuvre); SOLAS Consolidated Edition 2020, Reg V/34 (safe navigation and avoidance of dangerous situations), Reg V/34-1; ISM Code (Resolution A.741(18) as amended) Element 8 (emergency preparedness); MARPOL Annex I Reg 37 (SOPEP), Annex VI Reg 14 (sulphur content ECA); IMO Resolution A.890(21) (Principles of Safe Manning). See also NUC signals, LOF salvage, and COLREGs Rule 27.