Question 1

During a berthing turn in strong cross-winds with a tug secured aft, MAIB found conflicting communications between ship and tug contributed to a faster-than-planned approach. What does this suggest about tug-assisted manoeuvres in strong wind?

Accepted Answer

The tug's actual achievable effect depends on its position and clear, confirmed communication — assuming control margin without confirming both can leave a gap between planned and actual closing speed MAIB named both the tug's limited effectiveness from its position and conflicting ship-tug communications as contributing factors. A tug being present and secured isn't the same as confirmed, sufficient control — that has to be actively verified, especially in strengthening wind.

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.