Your vessel passes another vessel at 0.2nm in fog — no collision, but both vessels took emergency action. You are shaken. What must you do and how does this become a learning opportunity?

A. FOG NEAR-MISS — MASTER'S OBLIGATIONS AND LEARNING: (1) IMMEDIATE DOCUMENTATION: while events are fresh — write a personal account of exactly what happened: time, visibility, contact detection, actions taken, CPA achieved, other vessel's actions. Ask the OOW to do the same; (2) VDR DATA: preserve the VDR data immediately. In a 0.2nm close-quarters situation, the VDR holds the definitive record; (3) MAIB REPORTING: this is a reportable "marine incident" under the Merchant Shipping (Accident Reporting) Regulations 2012. Report to MAIB within 24 hours. Provide: date/time, position, vessel details, nature of incident, outcome; (4) COMPANY/DPA: notify DPA immediately — ISM Code requires reporting of "near misses" and hazardous situations; (5) ISM NEAR-MISS REPORT: complete a formal Near Miss Report through the company SMS. This triggers investigation, root cause analysis, and corrective action; (6) ROOT CAUSE ANALYSIS: the company (and you personally) should examine: Why were speeds not reduced earlier? Was ARPA properly managed? Was safe speed correctly assessed? Was bridge team communication adequate? Was master called earlier?; (7) LESSONS LEARNED CIRCULAR: good companies circulate anonymised near-miss reports to their fleet — "lessons learned" — allowing other vessels to benefit; (8) REVIEW COMPANY PROCEDURES: did the SMS provide adequate guidance for this situation? If not — recommend SMS update to DPA; (9) PERSONAL REFLECTION: what would you do differently? This honest reflection is the foundation of professional development.

B. No reporting is required since no collision occurred. Near-misses are internal matters and do not need to be reported to external authorities.

C. Report to the company but request the report be kept confidential from MAIB. MAIB investigations can result in certificate suspension and should be avoided.

D. The other vessel was equally at fault. Contact their owners and agree that neither party will report the incident to avoid mutual liability.

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.