Your vessel is in the Labrador Sea in March, fog has closed in with ice warnings active. The passage plan calls for a direct course through a reported ice area. What do you do?

A. FOG + ICE — COMMAND DECISION: THIS IS A COMPOUND HAZARD requiring conservative command decision-making. OPTIONS ASSESSED: (1) DIRECT COURSE THROUGH REPORTED ICE IN FOG: this is extremely high risk. Ice (particularly growlers and bergy bits) is not reliably detectable by ARPA in fog. In fog, you cannot see ice until you are upon it — even at 3 knots, striking a growler could hole the vessel. This option should be REJECTED; (2) DIVERT SOUTH: a more southerly course avoids the reported ice area. Adds time and distance but eliminates the ice hazard. Consult the ICEBERG PATROL area boundaries — IIP broadcasts daily ice limit positions; (3) WAIT FOR VISIBILITY: holding in an area clear of ice until fog lifts. This is viable if fog improvement is expected within 12-24 hours; (4) REDUCE SPEED TO BARE MINIMUM: if committed to the course, reduce to absolute bare minimum speed (3 knots or less) with maximum lookout. This only partially mitigates risk; MASTER'S DECISION: divert south of the IIP ice limit. Notify company. The passage plan must be updated with the new route and the reason for deviation documented; SOLAS V/31 ICE REPORTING: any ice sighted must be reported immediately on VHF and to the IIP. This protects other vessels; POLAR CODE: if operating in ice-covered waters, the Polar Code (mandatory since 2017 under SOLAS) applies — requires a Polar Ship Certificate and a suitably trained Polar trained crew.

B. Proceed at 5 knots on the original route. The ice warning covers a large area and actual ice encounter probability is low. ARPA will detect any large bergs.

C. Station additional lookouts on the bow and proceed at full speed to clear the ice area as quickly as possible. Less time in the ice area = less total risk.

D. The Labrador Current pushes ice south — simply steer north of the ice warning area. Icebergs do not drift north so a more northerly course is ice-free.

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.