DUTIES OF A DECK WATCH OFFICER WHILE ON

CARGO WATCH
On any ship safely moored or safely at anchor under normal circumstances in
port, the master should arrange for an appropriate and effective watch to be
maintained for the purpose of safety. Special requirements may be necessary
for special types of ships propulsion systems or ancillary equipment and for
ships carrying hazardous, dangerous, toxic or highly flammable materials or
other special types of cargo.
Watch arrangements for keeping a deck watch when the ship is in port shall at
all times be adequate to:
• ensure the safety of life, of the ship, the port and the environment, and
the safe operation of all machinery related to cargo operation;
• observe international, national and local rules; and
• maintain order and the normal routine of the ship.
The master shall decide the composition and duration of the deck watch
depending on the conditions of mooring, type of the ship and character of
duties.

The officer on cargo watch has several duties to ensure safety during cargo
operations including: ensuring life saving appliances and fire fighting
appliances are ready, adequate lighting and ventilation, safe access,
monitoring people's locations, advising on dangers of dangerous goods,
checking cargo gear/SWL, and monitoring draft, trim, list, moorings and
bilges. The officer must also make thorough log book entries documenting
conditions during loading, weather, ventilation, inspections, soundings, cargo
amounts and damage to help defend the shipowner in case of claims.

The watchkeeping officer’s principal duties include:

1. Implementing and managing the cargo handling plan and
maintaining a log;
2. Being the principal point of contact with the shore terminal;
3. Controlling and verifying the performance of the following:
4. The correct functioning of tank level gauges and tank level alarms;
• The operation of cargo pumps and valves;
• Controlling the distribution of ballast;
• Operation of the inert gas system;
• Ensuring that safety and fire-fighting equipment is ready
for immediate use;
5. Ensuring that all watchkeepers are using appropriate PPE; and
6. Ensuring that there are no unplanned activities being carried out.
7. All relevant rules, regulations, and laws must be observed at all times

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 8. The OOW shall observe the weather and report any drastic changes to
the Master or the Chief Officer. In one of the following cases, the OOW
shall call the Master in case of excessive wind velocity and if any other
abnormal condition has arisen or is expected to arise.
9. Gangway watch and patrols should be carried out following the vessel
Ship Security Plan. All restricted areas must remain secured or manned.
10.The OOW and the crew of the watch shall periodically monitor the
water surrounding the vessel, for marine pollution, especially during
de-ballasting and oil transfer operations.
11.While moored at a shore facility, the OOW shall periodically check and
tend the gangway and moorings, and take any action necessary to
ensure the safe mooring of the vessel, considering local changes in
weather and tide, as well as changes in the draft due to cargo transfer
operations, ballast operations or bunker fuel transfer operations.
12.The vessel must always provide safe access, well illuminated and with a
gangway net .
13.In case severe weather is expected, the frequency of Mooring checks
should be increased, and the possibility of passing extra lines
considered. At specific berths, the surge caused by passing vessels can
cause ropes to part and the deck crew should standby at stations when
vessels are scheduled to pass by at close range
14.While at anchor, the OOW shall periodically check the vessel's position
and immediately notify the Master if dragging suspected. He shall also
pay attention to the movement of other vessels in the vicinity and notify
Master if any causing concern.
15.Rat guards are always in place on mooring ropes while at berth.
16.Deck scuppers are to remain plugged at all times except briefly opened
to drain rain water
17.Ballast is not to be overflowed, and all DB tanks on containerships must
be filled by gravity.
18.Bilges are not to be pumped out
19.The OOW and the crew of the watch shall monitor the emission from
the vessels funnel and immediately report any signs of black smoke,
soot or sparks to the duty Engineer
20.Whether at anchor or moored at a shore facility, the OOW shall ensure
that all lights, shapes, and flags are displayed, and sound signals ( at
anchor, in fog) used following the Rules of the Roads (COLREGS).
21.For Tankers and Gas Carriers, the safe operating envelope of the shore
arms/connections should always be noted. The deck watch shall initiate
Emergency Stop procedure if the risk of pollution is expected.
22.Before taking over the deck watch, the relieving officer shall be
informed of the following by the OOW as to:

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 23.The depth of the water at the berth, the ships draught, tidal data; the
securing of the moorings (or anchoring details), the availability of main
engine.
24.All work to be performed onboard the ship; the nature, amount and
disposition of cargo loaded, discharged or remaining, and any ballast
operations
25.The crew members required to be on board and the visitors on board;
26.Any other circumstances of importance to the ship's safety, its crew,
cargo or protection of the environment
27.Any ongoing operations and specific port regulations.
28.The OOW shall immediately notify the Master or the Chief Officer if he
has any doubt for whatever reason, whether the relieving Deck Officer
is physically or mentally fit for duty.
29.In un-manned machinery operation, the OOW shall carry out
arrangements for patrol of the Engine Room
30.The OOW shall make a periodical inspection according to the Check List
for Watch in Port.
31. When an incident or accident has occurred onboard resulting in any
injury, death or damage; the Master is to be notified.
32. These standing orders may be supplemented by additional orders from
the Master and the Chief Officer if required.

A.) ADDITIONAL POINTS TO REMEMBER FOR A

TANKER
Loading rate
Commencement of loading should be at a slow rate until it has been verified
that the cargo is being loaded into the correct tanks, that there are no leaks
in the system and that all monitoring systems are functioning correctly.
Checks during loading
At regular intervals throughout the operation, checks should be made to
ensure that the cargo is not leaking and that tanks are being loaded
according to the agreed transfer plan. Remote read outs from tanks should
be checked for accuracy by utilising the closed gauging equipment.
High level alarms and tank overflow control alarms are safety critical items, and
loading should bestopped if it is suspected that either is not working correctly.

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B.) ADDITIONAL POINTS TO REMEMBER FOR
CONTAINER VESSEL
1. Plan and Monitor Loading and Discharging of Cargo
The most important factor or the ultimate reason of the port stay is loading
and discharging of containers, hence the first priority should be the same.
Make sure the loading/discharge plans are ready in hand before u
commence your watch. Like its always done, as you go out on deck for
rounds mark out on which bays the gantry cranes are working on. It is also
good to note the gantry number, as we can track the movement of gantries
during the next rounds.

2. Have Knowledge of IMDG Containers Loaded Onboard

IMO recognized International Maritime Dangerous Goods are carried in
containers onboard the vessels designated to carry them. As the name
depicts, IMDG containers should be treated with utmost significance. The
paper works and documentation of IMDG cargo including IMDG Spotting
Plan is the responsibility of the deck officers, therefore a good
familiarization of IMDG Code is strongly recommended.
IMDG are normally loaded as away as practical from accommodation, as
per compliance with the IMDG Code. However, during the cargo watches
duty officers need to reassure the position of each and every DG containers
loaded onboard are as per the cargo plan. Any change in the same should
be brought into the attention of Chief Officer and the planner. Furthermore,
every box containing DG cargo should be having HAZMAT and IMO Class
stickers.It is recommended to have the same on all visible sides of the
containers. Discharging DG containers with no stickers is a serious offense
and the ship can be fined or arrested for the same. Hence, confirm the
presence of the IMO Class stickers during the loading time. Any missing
stickers should again be brought into the attention of Chief Officer and the
Foreman/Planner should be informed and asked to fix it.
3. Handle Reefer Containers With Care
Reefers or the Refrigerated Containers are very sensitive cargo and hence
should be handled with care. Onboard container vessels carrying reefers,
there should be an electrical engineer dedicated for handling the reefers.
All loading and discharging of reefers should be with the knowledge and
supervision of the electrician. Avoid disconnecting the reefers from the
power supply too early prior to discharge. It is recommended to ask the
foreman to give a notice of which all reefers are about to be discharged and
hence to unplug the same just before it goes out from the ship.

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Be aware that the electrician is the responsible and qualified person for
connecting and disconnecting reefers but in practical while handling too
many reefers at once it is a good practice for officers, cadets or deck crew to
help him out, however while doing so make sure you have the basic
knowledge to do the same, like switching on the reefers and confirming the
given set points. If you feel you don’t know it, never do it.
Any troubleshooting of reefers should be brought into the attention of the
foreman/planner as early as possible.
4. Check Lashings Of Out of Gauge Cargo (OOG)
OOG means cargos which are not suitably fitted inside a container. Such
cargo can be heavy machinery, spare parts, boats, yachts etc. OOG are
usually loaded under deck inside the cargo hold. It can also be loaded on-
top of flat rack containers, or by using wooden dunnage. The lashings in
such cargo are different from normal container lashings. In most of the
cases, the stevedores working on lashing the OOG cargo are skilled and
know what they are doing, but a thorough check and supervision is to be
done by the duty officer. Make sure you physically checked the lashings and
find them satisfactory and good enough to withstand all rough sea going
conditions.
It is good to take photographs of the cargo once it is lashed and secured. If
you find any defect or lack of quality of the lashing ask the foreman to fix
the same.
5. Have Proper Visual Inspection of Ship’s Draught
It is nothing new that arrival draughts and departure draughts needs to be
visually checked and logged down. The significance of draught not only
applies during arrival and departure, but also during the whole period of
time when the ship is alongside.
In certain ports, where the available depth is less, there should be a close
watch on the draught and the under-keel-clearance as it can vary when
large number of boxes are to be loaded, or large quantity of ballast water
being taken. There should be a visual examination of the draught at least
once during every watch as the draught gauges can’t be accurate always. A
timely check on draught can avoid a lot of dangers while alongside.
6. Check Ship’s Ballast and List
It is normally the Chief Officer who is responsible for the ballast operations
and the stability of the vessel. At the same time duty officers are required to
have comprehensive knowledge about ballast operations and will be
required to do so, as per chief officer’s advice. While doing ballast
operations, keep a close watch on the inclinometer to monitor the vessels
list. In cases, where ballast water is pumped into the same side where the

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cargo is being loaded the vessel can tend to list. Keep in mind that more
than 1 degree of list on any side needs to b corrected in no time.
Also as practical as possible, try to minimize the intake of ballast water in
ports and to use internal transfer of ballast. All ballast operations should be
logged down. Make yourself familiar with the Ballast water management
plans.
7. Check Lashings Thoroughly
Lashing is another vital factor which needs to be checked during cargo
watches. It is the duty officer’s responsibility to ensure every lashing is
found satisfactory. A good understanding of the vessel’s lashing plans and
lashing gears is absolutely necessary.
The ‘Cargo Securing Manual’ of the ship should be read and followed.
Lashings are good if they are moderately tight. Slack on the lashing bar-
turnbuckle unit is not appreciated and such slack should be tightened up
with spanners. Excessive force should not be used making the unit too tight
and hence immobile and stiff. Any lashings found unsatisfactory or any
missing lashings on certain containers should be brought into the attention
of foreman. The lashings are to re-tighten and checked during the voyage as
well, but it’s normally done by the deck crew.
The lashing checks are not limited to the lashing bar-turnbuckle units but
also the twist locks used in between the containers. The type of twist lock
weather its semi-automatic or fully-automatic depends on the ships lashing
plan, but a missing twist lock between any two boxes is not a part of any
plan. Therefore, any twist locks found missing should be again informed to
the foreman. Also, do not forget to lock the hatch cover cleats /pins too.
It is a good practice to check the lashings as soon as it is finished, it will
save the unnecessary rush during the cargo completion time.

8. Carry Out Change of Watch Procedure Without Missing Anything

Change of watch during port stays is as important as it is at sea. The
relieving officer should be officially handed over with all the necessary
information of the progress on deck, cargo operations, and ballast
operations in detail. It is a good practice to take a deck rounds just before
the end of your watch so that the correct updated status of the cargo
operations can be known. The cargo plans should be updated as well. Any
bays completed off lashings are to be checked before handing over. Any out
of ordinary information should be exchanged. During the change of watch
do not forget to log down the end of watch along with the necessary update
on cargo operations.

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9. Ensure Utmost Level of Security and Safety On board Ship
Another significant element in the port stay is the ISPS policies. Security
rounds and gangway watches are kept at all the times during the vessels
port stay. As per ISPS Code, there are different security levels and
respective security measures are to be followed. Good knowledge of the
security duties and ISPS Code is strictly recommended. The next important
factor is the safety of the ship and its personnel. When the ship is alongside
and cargo operations are underway, the risks of accidents on deck are more
than at sea. The safety of the ship’s crew and shore stevedores are to be
ensured and any unsafe working practice should be noticed and stopped.

10. Carry Out Cargo Completion Without Errors

This final phase of the port stay can be a busy one. When the cargo
completion comes on your watch you have to be sure of the count of moves
left. During the last rounds, count how many more containers are to loaded
on each bay and total it to find how many moves altogether are remaining.
As prior to departure, the captain is most likely to ask how many moves
left, so be ready with the answer. Other than that check on the following
points during cargo completion time:-
• Visually examine and note down the departure draught.
• Ensure that all lashings has been checked and found satisfactory and
the lashing certificate has been signed.
• Make sure that the lashing gear boxes are going to be landed back
onboard and note down the position of the same.
• Ensure that good housekeeping was maintained by the stevedores
and deck crew.
• Ensure that notices to E/R and other deck crews have been given.
• Make sure the officer in charge to prepare the bridge has been
informed.
• Confirm the presence of Agent and Planner of the company is
onboard for final paper works prior departure.
• Confirm whether the Pilot has been contacted.
During cargo completion time if you feel that there are too many
happenings onboard at the same time, call out for extra hands on deck for
helping to check on loading , lashings , or any other activities.
The above points should be kept in mind as cargo watches can be a busy
stretch with a lot of happenings onboard with the involvement of shore
persons. But when you have the knowledge and know what you are doing,
nothing should be a problem.

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While having a busy watch during a port stay, find time for yourself to get
proper rest and also to get a chance to go ashore, as these are some of those
opportunities that seafarers get.

COMPILED BY SHREESH SHUKLA