Question 1

During the Algoma Verity's transit, the Master raised concerns about the vessel's position outside the channel multiple times, including pointing out that a channel marker buoy was visibly on the wrong bearing. What happened as a result?

Accepted Answer

The pilot reassured the Master each time ("We're going to be fine") without changing the vessel's track, and the second grounding occurred before the Master's own decision to take the conn was acted on Each time the Master raised a concern -- including specific, checkable evidence like the buoy's bearing -- the pilot reassured him without changing course. The Master was reportedly about to take the conn at the exact moment of the second grounding, illustrating how authority that exists on paper only protects against an outcome if it's exercised before that outcome is already determined.

Question 2

You're preparing a passage plan for a coastal leg in a yacht drawing 3.2m. At one point the chart shows a least depth of 3.8m at chart datum. What MUST you check before finalising this leg?

Accepted Answer

The tidal height at the time of transit to confirm sufficient under-keel clearance Charted depths are referenced to chart datum (often LAT), so you must add the predicted tidal height for your transit time to get the actual depth, then compare to your draft plus a safety margin to confirm UKC.

Question 3

During your watch the ECDIS gives a "safety contour crossing" alarm. What is the correct response?

Accepted Answer

Assess the situation against the planned route and charted depths, take action to maintain safe water, and inform the Master if there is any doubt A safety contour alarm indicates the vessel may be approaching water shallower than the set safety contour. It must be investigated against the route and charted information, with avoiding action taken and the Master informed as appropriate — never simply silenced.