While alongside in conditions where the wind is forecast to shift from offshore to onshore over the coming hours, the OOW proactively requests additional mooring lines and informs the Master before the shift actually occurs, rather than waiting to react once the wind has already changed. How should this be regarded?

A. This action should be discouraged since extra mooring lines always create additional risk regardless of forecast conditions

B. As a strong example of the "Anticipate" resilience capacity — acting ahead of a known, forecast change rather than waiting for the wind to actually shift and then reacting is exactly the kind of proactive practice that prevents a foreseeable problem (the vessel being pinned harder against the berth, or working lines, once the wind shifts) from ever materialising into an issue

C. Only the Master should ever consider weather forecasts; the OOW raising it independently oversteps their role

D. Unnecessary and overly cautious, since the wind has not yet shifted and may not shift exactly as forecast

A. Onshore wind always makes berthing easier with no additional risk to manage

B. Onshore wind has no effect on approach speed or angle and can be ignored when planning the approach

C. The wind will tend to push the vessel onto the berth faster than the planned approach speed and angle intended, risking a heavier-than-planned contact with the berth or fendering if the approach is not adjusted — the natural tendency is for the wind to "help" the vessel onto the berth, which sounds convenient but easily becomes excessive if not actively managed

D. Onshore wind only matters for sailing vessels, not powered vessels

A. Offshore wind only becomes a factor once the vessel is already alongside, not during the approach

B. Offshore wind makes berthing automatically easier than calm conditions with no additional consideration needed

C. Offshore wind has the same practical effect as onshore wind, with no meaningful difference in handling approach

D. The wind will tend to push the vessel away from the berth, requiring the vessel to maintain sufficient angle and speed (or use of tugs/thrusters) to counteract the wind and actually close the final gap to the berth — without enough counteracting force, the vessel may struggle to get alongside at all, or be pushed off again after initially closing