You are OOW transiting the River Humber outbound in a 8,000 GT tanker. A 25m motor yacht is crossing ahead of you from the south bank. What are your COLREGs obligations?

A. COLREGs Rule 9 — Narrow Channels: (1) Your vessel (8,000 GT tanker): confined to the fairway by draught — must keep to the starboard side of the fairway (Rule 9(a)); (2) Motor yacht: Rule 9(b) — a vessel under 20m in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel. The 25m motor yacht is over 20m and is therefore NOT automatically covered by 9(b). However, 9(d) — no vessel shall cross a narrow channel if such crossing impedes passage of a vessel navigating in the channel. If the yacht is crossing and your passage would be impeded: she must not cross; (3) Your action: sound one prolonged blast on the whistle (Rule 34(d) — when in doubt that your intentions are understood); attempt contact on VHF Ch 16; moderate your speed as required by Rule 8 (action to avoid collision must be positive, timely, and taken in ample time); do NOT deviate from the fairway into shallow water to avoid the yacht — this could ground you; (4) The yacht is the give-way vessel under Rule 9(d) and must take early and substantial action; you may need to slow down but you cannot leave the channel.

B. The power-driven rule applies — your tanker is power-driven and the yacht is also power-driven. Apply Rule 15 (crossing rule) — you are the stand-on vessel as the yacht is on your port bow.

C. A 25m motor yacht has right of way over all commercial vessels in a river channel. Alter course to starboard to let the yacht cross ahead.

D. Rule 9 only applies in channels marked with lateral buoys. On a river, the general steering and sailing rules apply — use Rule 15 crossing rules.

A. OOW pilot boarding responsibilities: (1) PREPARE: ensure pilot boarding station is rigged correctly — pilot ladder complies with SOLAS V/23: secured to strong points, spreaders fitted if freeboard exceeds 9m, man-ropes rigged, deck lighting on, lifebuoy with light and line ready at the boarding position, officer present at the ladder foot; (2) COMMUNICATE: confirm ETA and pilot boarding position with the pilot station via VHF; confirm pilot ladder or combination ladder (helicopter?); (3) NIGHT PREPARATIONS: illuminate the ship's side at the pilot ladder; ensure the bridge has the pilot card prepared (vessel particulars, draught, GM, LOA, beam, manoeuvring data); (4) WHEN PILOT BOARDS: inform master immediately; note time of boarding in the deck log; pilot takes the conn — master retains command; OOW assists with communications (VHF Ch 12/16, calling tugs, relaying helm/engine orders), maintaining deck log, monitoring position on ECDIS/radar; (5) MASTER'S AUTHORITY: SOLAS V/34 — the pilot's presence does not relieve the master of responsibility for the safety of the vessel. If the pilot gives an order the OOW or master believes is unsafe, it must be challenged immediately.

B. Once the pilot boards, the OOW's role is complete. The pilot takes full legal responsibility and the OOW should leave the bridge until berthing is complete.

C. Pilot boarding is the bosun's responsibility. The OOW should remain on the bridge and not visit the pilot boarding station.

D. Once a compulsory pilot is aboard, the master's authority transfers to the pilot. The OOW should follow the pilot's orders as they would the master's.

A. ANCHORING procedure: (1) ANCHORAGE SELECTION: consult the chart, pilot book, and port authority instructions — identify designated anchorage areas; check charted depth (aim for 15-30m in most commercial anchoring); check seabed type (mud or sand preferred — better holding than rock); calculate swinging room (vessel length + scope × depth = minimum clear radius); check for nearby obstructions, pipelines, cables; confirm wind and tidal stream direction for the approach; (2) APPROACH: approach slowly, heading into the tidal stream (or wind if stream is negligible) to maintain steerage with minimum speed; stop the vessel when the bow anchor is over the intended dropping position; (3) LET GO: master's order — walk back the anchor to the surface, then let go; allow the vessel to drift/move astern slowly; pay out scope as the vessel moves back — ideally 5-7 × depth (or as instructed); (4) BEARING CROSS: take two or three compass bearings on fixed charted objects as the anchor runs out; this is the anchor bearing — the vessel's position when the anchor was dropped; monitor for dragging by comparing cross bearings or ECDIS position; (5) LOG: record time, position, depth, scope of cable, holding ground, and weather in the deck log.

B. Anchor in the shallowest water available to reduce cable scope needed. Shallow anchoring is always preferred as it reduces scope requirement.

C. Let go the anchor from full sea speed and allow the chain to run out freely — this buries the anchor deeper and provides better holding.

D. AIS tracking provides sufficient position monitoring when anchored. No fixed bearing cross checks are needed if the AIS position shows you are stationary.