You receive a MAYDAY in fog — a vessel is sinking 5nm away. You proceed to assist. On arrival, you see a liferaft in dense fog on radar at 0.3nm. How do you recover the survivors?

A. SURVIVOR RECOVERY IN FOG FROM LIFERAFT: (1) APPROACH: approach the liferaft from downwind/downcurrent to give the survivors lee. Approach at minimum speed — creeping toward the radar contact; (2) ARPA TRACKING: the liferaft itself may not give a strong ARPA return — use SART or AIS-SART if the liferaft has one (look for 12-dot radar pattern from SART); (3) LIGHTS AND SIGNALS: scan with searchlights. The liferaft will have a light — survivors may be signalling with flares; (4) FOGHORN: sound the foghorn to guide survivors toward you — they can hear you even in fog; (5) OWN SAFETY: do NOT allow the vessel to drift onto the liferaft. Maintain minimum way and engine on immediate notice. Designate a helmsman to maintain control; (6) RESCUE BOAT LAUNCH: if sea state permits — launch rescue boat to recover survivors. The rescue boat can manoeuvre close to the liferaft more safely than the ship; (7) JACOB'S LADDER / PILOT LADDER: prepare for survivors to come alongside if sea conditions allow direct ship recovery; (8) MEDICAL: brief medical team on expected condition — hypothermia likely. Stretchers, warm blankets, medical officer ready; (9) COMMUNICATION WITH MRCC: report: liferaft found; number of survivors; their condition; your intentions for recovery; (10) OTHER VESSELS: if you are not the OSC (On Scene Coordinator) — coordinate with the MRCC-designated OSC; (11) LOG: record all actions, times, positions.

B. Sound the whistle continuously to guide survivors to your position. Recovery can begin as soon as the liferaft is visually sighted.

C. Approach the liferaft at 5 knots — this is the minimum safe approach speed for a large vessel. Any slower speed loses steerage.

D. The rescue boat is too dangerous in fog — visibility prevents safe boat operations. Wait for the fog to clear before attempting any recovery.

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.