Your vessel is entering the Strait of Dover Traffic Separation Scheme. What reporting obligations apply and what VTS services operate here?

A. DOVER STRAIT VTS and reporting: (1) DOVER STRAIT TSS: the busiest shipping lane in the world — the Traffic Separation Scheme in the Dover Strait is formally established under COLREGs Rule 10 and IMO-adopted TSS. Westbound vessels use the SW lane; eastbound vessels use the NE lane; the separation zone between lanes must not be crossed except in emergency or for crossing the TSS in a direction as nearly as practicable perpendicular to the traffic flow; (2) MAREP (Mandatory Ship Reporting System — DOVER/LONG): under SOLAS V/11, the Dover Strait mandatory reporting system requires vessels of 300 GT+ to report to Dover Coastguard (UK, Channel 11) and CROSS Gris-Nez (France, Channel 13/79). Reports include: vessel name, call sign, position, course, speed, destination. Reports are made on entry to the TSS; (3) RADIO WATCH: maintain VHF Ch 16 + Ch 11 (Dover Coastguard) watch throughout the Strait; (4) TRAFFIC INFORMATION: Dover Coastguard broadcasts traffic information including dangerous cargo vessel movements, wind, visibility; (5) AIS: must be active at all times in the TSS — authorities monitor vessel movements and will contact vessels deviating from TSS rules.

B. No reporting is required in the Dover Strait TSS. TSS rules only require vessels to navigate in the correct lane — communications are voluntary.

C. VHF reporting in the Dover Strait is to the nearest port authority only. Dover Coastguard and CROSS Gris-Nez are advisory services, not mandatory reporting points.

D. Mandatory reporting systems only apply to vessels over 10,000 GT carrying dangerous goods. A general cargo vessel under 10,000 GT has no MAREP obligation in the Dover Strait.

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

B. 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.

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.