As master, you have been called to the bridge in fog in the Dover Strait TSS. The OOW has taken appropriate initial action. How do you take command and what decisions do you make?

A. MASTER'S COMMAND FRAMEWORK ON ARRIVAL AT BRIDGE — FOG: (1) SITUATIONAL AWARENESS: receive a comprehensive briefing from the OOW — do NOT dismiss the OOW's briefing as unnecessary. You need: current visibility; speed; course; ARPA picture (all tracked targets, closest CPAs); VTS communication status; fog signals status; any events during your absence; (2) ASSESS AND DECIDE — THREE OPTIONS: (a) CONTINUE AT REDUCED SPEED: only if safe speed can be achieved, all COLREG obligations met, and there is adequate time to take effective avoiding action from any potential target; (b) HOLD OUTSIDE TSS: manoeuvre to hold a position outside the TSS entrance until visibility improves. This is often the best choice; (c) ANCHOR: if a suitable anchorage is available and conditions allow — anchor to wait; (3) COMMUNICATION: advise Dover VTS of your situation and intentions. "Dover Coastguard — [vessel name] — advising restricted visibility, current position [position], visibility 0.3nm, holding position outside eastbound lane pending visibility improvement. Over."; (4) COMPANY: advise DPA and commercial operator of delay — provide ETA estimate for visibility improvement; (5) TEAM ALLOCATION: bridge team roles confirmed — OOW on ARPA, helmsman on manual steering, extra lookout on bow, master on conning; (6) WEATHER: monitor visibility trend — is it improving or deteriorating? Meteorological advice on fog duration; (7) DOCUMENT: log all decisions and their basis.

B. Relieve the OOW immediately on arrival and manage all bridge functions personally. The master must personally manage ARPA, helm, communications, and lookout to ensure safety.

C. Accept the OOW's situation report verbally and return to the chartroom to review the passage plan. The OOW maintains the watch and calls you if conditions change.

D. Order the OOW to increase speed to 10 knots — the TSS has a minimum speed requirement of 6 knots and slower speeds cause TSS congestion.

A. COMMAND DECISION — 100M VISIBILITY: 100m visibility is extreme — visibility less than the vessel's own length. THE CORRECT DECISION: this vessel should NOT proceed into the Dover Strait TSS in 100m visibility. REASONING: (1) RULE 6 SAFE SPEED: a 200m tanker in ballast at any speed above absolute minimum cannot stop within 100m. Even at 3 knots, the stopping distance far exceeds visibility. No manoeuvrable speed satisfies the Rule 6 safe speed test; (2) TSS TRAFFIC: Dover Strait carries ~500 vessel transits per day. Other vessels of all sizes are in the TSS. At 100m visibility, you have zero warning of oncoming traffic until they are within 100m — effectively no warning; (3) MASTER'S AUTHORITY: under SOLAS V/34-1, the master's authority to make decisions for safety of the vessel is absolute. Commercial considerations CANNOT override this; (4) LEGAL EXPOSURE: proceeding in 100m visibility with no ability to comply with Rule 19 (safe speed, effective avoiding action) and causing a collision will result in criminal prosecution, civil liability, and potential imprisonment for the master; (5) CORRECT ACTION: wait. Heave-to outside the TSS or anchor in the Downs anchorage. Advise owners and charterers. The delay is finite — UK fog events typically last hours, not days; (6) ISM CODE: the ISM Code Section 5 gives the master overriding authority on safety matters. The company CANNOT instruct the master to proceed unsafely. Any such instruction must be refused and documented.

B. Proceed at 3 knots — this is safe speed in 100m visibility. ARPA will detect vessels in time at this slow speed and you can take avoiding action.

C. Increase speed to transit the Dover Strait as quickly as possible. Less time in restricted visibility equals less total risk.

D. Contact Dover VTS and ask them to clear the traffic lane before you transit. VTS has authority to hold other traffic while you pass.

A. FOG COLLISION LEGAL CONSEQUENCES — MASTER: (1) IMMEDIATE: render assistance to survivors (SOLAS V/33 — duty to assist); call MRCC for SAR; sound MAYDAY; recover survivors; (2) PRESERVE EVIDENCE: do not erase VDR. Preserve deck logs, ARPA recordings, bridge audio, AIS data, weather records, watch logs. Contact company DPA and P&I Club immediately; (3) COASTAL STATE: UK coastguard will direct the tanker to port for inspection. Do NOT depart the area without coastguard permission; (4) MCA INVESTIGATION: Marine Casualty Investigation under the Merchant Shipping (Marine Accident Investigation) Regulations 2012. MCA inspector will attend and seize records; (5) MAIB: the Marine Accident Investigation Branch (MAIB) will conduct an independent investigation under the Merchant Shipping (Accident Reporting and Investigation) Regulations 2012. MAIB is NOT a prosecutorial body but its reports are used as evidence; (6) CRIMINAL LIABILITY — MASTER: if the collision was caused by grossly negligent navigation (excessive speed in fog is classic), the master faces: (a) Gross negligence manslaughter (common law) — up to life imprisonment; (b) Health and Safety at Work Act offences; (c) COLREG violations (Merchant Shipping Act 1995 S98); (7) CIVIL LIABILITY: shipowner's P&I Club handles the civil claim from the fishing vessel owner and the deceased's family; (8) CoC SUSPENSION: MCA may suspend the master's certificate pending investigation; (9) FORMAL INQUIRY: if the circumstances warrant, a Formal Investigation (akin to a public inquiry) may be ordered under the Merchant Shipping Act 1995.

B. The company's P&I insurance covers all consequences. The master only needs to file an incident report with the company and no further personal legal exposure exists.

C. Collisions at sea are governed exclusively by COLREG — the master will be assessed under COLREG Rule 19 and no criminal proceedings can arise from a maritime collision.

D. Contact the company's lawyers before making any statements. The master should not communicate with the coastguard, MAIB, or MCA until legal representation is in place.