You are passage planning a voyage that will take your vessel through three different Traffic Separation Schemes. As Chief Mate responsible for the passage plan, what TSS-specific obligations must you document and brief?

A. TSS-specific passage planning obligations (Rule 10 and SOLAS V/34): (1) Identify all TSS on the route — plot them on charts, note their direction of traffic flow and separation zones; (2) Plan the route to navigate in the correct lane (Rule 10(a) — join and navigate in appropriate lanes); (3) If crossing is necessary, plan to cross at right angles to the lane direction (Rule 10(c)); (4) Plan to avoid anchoring in or near a TSS unless in an emergency (Rule 10(g)); (5) Note any deep-water routes or inshore traffic zones relevant to the vessel's draught; (6) Research MSI broadcasts for TSS — check for restricted areas, military exercises, or temporary changes to the scheme; (7) Brief the master in the pre-departure voyage plan review — specifically note any TSS crossing points and their timing (daylight/night preference, tidal considerations); (8) Identify VHF traffic advisory services (CNIS Dover Strait, Jobourg Traffic, Gris Nez Traffic) associated with each TSS.

B. TSS planning only requires noting the lane direction on the chart. The OOW on watch at the time handles all TSS decisions in real time.

C. Traffic Separation Schemes are voluntary under SOLAS for vessels over 300 GT. Planning teams should note but not restrict passage plan options based on TSS.

D. Rule 10 only applies to vessels that are lane-traffic. A vessel transiting through a TSS at an angle is not subject to Rule 10 and can navigate freely.

A. Management-level framework for a close-quarters situation: (1) Brief the master concisely on arrival: target bearing, CPA, TCPA, action already taken (course/speed changes), what response (if any) from the other vessel; (2) Confirm your own vessel's status: current course, speed, engine readiness; (3) Apply Rule 17(b) — if the give-way vessel has not acted and a collision cannot be avoided by the give-way vessel alone, the stand-on vessel (if that is you) SHALL take action. This is now a mandatory action, not a permissive one; (4) Rule 2(a) — General Prudential Rule: "Nothing in these Rules shall exonerate any vessel... from the consequences of any neglect to take all precautions which may be required by the ordinary practice of seamen"; (5) Take action EARLY and LARGE — a late small alteration is less effective and less visible than an early substantial alteration; (6) Document actions in the deck log with times; (7) Post-incident: write an OOW narrative of events for the file.

B. Once the master is on the bridge, all COLREGs responsibility transfers to the master. Inform him of the situation and step back — the Chief Mate has no further COLREGs obligation.

C. At management level, VHF contact with the other vessel must be established before any manoeuvre. Contact MRCC for assistance identifying the non-responding vessel.

D. Rule 17 does not apply at sea — it is only relevant in port approaches and narrow channels. In open water, both vessels are equal stand-on until one acts.

A. Discrepancy resolution procedure: (1) The chart is the primary authority — use the edition and date of the chart; check that the chart is the latest edition and fully corrected to the current Weekly Notices to Mariners; (2) Check NtM (Notices to Mariners) for any recent change to the buoy — the UKHO/MCA publishes weekly NtM updates; (3) Check ALRS (Admiralty List of Radio Signals) Vol 2 or IALA published information for the specific port; (4) Cross-reference with the port authority's own published pilot information — port authority VHF information or website may confirm current buoy status; (5) Note the discrepancy in the voyage plan and draw attention to it in the master pre-departure brief — do NOT simply pick one source and assume it is correct without verification; (6) During the approach, call up the port on VHF and confirm the mark identity before using it for navigation. A red lateral mark and a safe water mark require completely different passing actions — the consequences of misidentifying are potentially fatal.

B. The pilot book is more specific to the port — trust it over the chart. Pilot books contain local knowledge not available on Admiralty charts.

C. Both sources may be correct — use the more conservative assumption (red to port) for the approach and report the discrepancy to the UKHO after arrival.

D. Discrepancies between chart and pilot book are normal and expected. Navigate using visual identification of the physical buoy on arrival — the plan is not relevant once you can see the buoy.