Question 1

You're the OOW helping the Master and Pilot select an anchoring position. The proposed berth is close to a charted restricted anchoring area around a subsea cable, but it's the most convenient spot given traffic and depth. What should you raise?

Accepted Answer

That anchoring near a charted restricted area is a hard constraint to plan around, not a factor to weigh against convenience — confirm the boundary on the current chart before committing The NTSB found the probable cause of Belle Mer's cable strike was the pilot and master's choice to anchor near a known restricted anchoring area with inadequate chain scope for the depth and forecast weather. Restricted areas around subsea infrastructure exist precisely to prevent this outcome — raising it isn't second-guessing the Pilot, it's flagging a known constraint before the anchor goes down.

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.