You are Chief Mate acting as OOW when fog closes in. The master arrives on the bridge. How do you manage the transition and bridge team allocation?

A. BRIDGE TEAM MANAGEMENT — fog: transition procedure when master arrives: (1) FORMAL HANDOVER BRIEFING: immediately brief the master on current situation — speed, course, ARPA picture, last position fix, traffic in area, fog signal regime, VTS reporting status, nearest hazard; give him/her the full picture before handing over or remaining as OOW; (2) RESPONSIBILITIES ALLOCATION: Master takes command — he/she may RETAIN you as OOW and take the con, or assume OOW duties themselves. Clarify with master: "Do you wish me to remain as OOW or do you require the con?" Do not assume — ambiguity in command structure is dangerous; (3) BRIDGE TEAM IN FOG — typical allocation: Master: overall command, makes navigation/collision avoidance decisions; OOW/CM: ARPA management — tracking targets, reporting CPAs, TCPAs, bearings; plot management; helm orders; Helmsman: manual steering (auto-pilot OFF in restricted visibility and congested waters); Extra lookout: posted to bow or bridge wing — Rule 5; Navigator/cadet: chart monitoring, position checking, fog signal watch; (4) COMMUNICATION: establish clear communication procedures — who reports what to whom; (5) PASSAGE PLAN: review waypoints, abort points, and any planned alterations in the current visibility conditions; (6) LOG: time of reduced visibility, actions taken, speed, fog signals commenced — all logged.

B. When the master arrives on the bridge, the OOW is automatically relieved of all responsibilities. The OOW should stand back and await further instructions.

C. The bridge team in fog should operate with the OOW giving all helm orders and the master monitoring communications only, to avoid confusion over command.

D. Once the master is on the bridge, auto-pilot may be engaged to free up crew for other tasks, as the master is now in command.

A. SAFE SPEED IN RESTRICTED VISIBILITY — Rule 6 assessment (COLREG Rule 6): safe speed requires consideration of: (a) state of visibility (300m — severely restricted); (b) traffic density (Dover Strait is one of the world's busiest waterways — separation scheme traffic plus local traffic); (c) manoeuvring ability — your vessel's stopping distance at 12 knots (a 140m bulk carrier may take 15+ ship lengths to stop); (d) background lighting at night; (e) draught — your squat in shallow Dover Strait approaches. AT 12 KNOTS WITH 300M VISIBILITY: stopping distance will greatly exceed 300m — you cannot stop within the distance you can see. Rule 8(e) requires reduction to minimum steerage way if necessary to avoid collision. IMMEDIATE ACTIONS: (1) Sound fog signal — one prolonged blast every 2 minutes (Rule 35a — power-driven vessel underway making way); (2) Reduce speed to safe speed — likely 5-6 knots or less to ensure vessel CAN STOP within visibility range; (3) Post extra lookout — Rule 5 — additional lookouts on bow in fog; (4) ARPA on — operating on appropriate scale, all targets tracked; (5) VHF Ch 16 / Ch 11 (Dover VTS DOVER COASTGUARD) monitored; (6) Navigation lights on; (7) Master already called — correct. Safe speed is your judgement call — document your reasoning in the log.

B. Safe speed in fog is defined as half the vessel's normal service speed. At 12 knots service speed, 6 knots is automatically the correct safe speed under COLREG Rule 6.

C. Rule 6 safe speed assessment applies only when vessels have radar — a vessel without radar is exempt from safe speed requirements in restricted visibility.

D. With visibility of 300m, the vessel should anchor immediately in the Dover Strait to await improvement, regardless of traffic density or depth.

A. RULE 19(d) — Action when radar contact detected (no visual contact): COLREG Rule 19(d): a vessel which detects by radar only another vessel shall determine if a close-quarters situation is developing and/or risk of collision exists. If so, take avoiding action in ample time. The action must be: (a) A LARGE ALTERATION OF COURSE — Rule 19(d)(i): if possible, avoid an alteration of course to port for a vessel forward of the beam other than for a vessel being overtaken; (b) AVOID ALTERING COURSE TOWARDS A VESSEL ABEAM OR ABAFT THE BEAM — Rule 19(d)(ii); (c) REDUCE SPEED — reducing speed, stopping engines, or reversing may be needed. IN YOUR SCENARIO: CPA 0.1nm is a close-quarters situation. TCPA 8 minutes gives time for action. RECOMMENDED ACTION: (1) Reduce speed immediately (further — to minimum steerage); (2) Alter course to starboard — large alteration (minimum 30-40°) to open the CPA; (3) Sound appropriate fog signals; (4) Monitor ARPA to confirm action is working — CPA must open; (5) DO NOT alter to port (risk of swinging your bow into the other vessel's path); (6) VHF — if other vessel is a known contact, alert them, but do not rely on VHF agreement. Rule 19 is clear — radar action must be early, substantial, and effective.

B. With CPA 0.1nm and TCPA 8 minutes, the situation is not yet a close-quarters situation under COLREG Rules. Maintain course and speed while monitoring the target.

C. Call the other vessel on VHF Ch 16 and agree a port-to-port passing. Once verbal agreement is reached, no course alteration is necessary.

D. Stop engines and anchor immediately — Rule 19 requires vessels to anchor when a close-quarters situation develops in restricted visibility.