OOW Cargo Watch Duties on Bulk Carriers Explained

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Published on Wednesday, 11 February 2026 14:44

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Essential supervision tasks for safe cargo operations and hold management

QUICK ANSWER: OOW MAIN DUTIES DURING BULK CARRIER CARGO OPERATIONS

Hold Preparation and Inspection:
• Inspect all cargo spaces for cleanliness and readiness before loading
• Test bilge pump suctions ensuring proper function
• Check hold lighting throughout all compartments
• Verify dunnage correctly laid if required for cargo type
• Examine spar ceiling and limber boards condition
• Confirm ventilation systems operational
• Check drainage and scupper systems clear

Hatch Cover Operations:
► Open hatch covers when weather permits following safe procedures
► Secure covers in correct stowed position with locking devices
► Ensure stowage bay clear before opening operations
► Monitor eccentric wheels, locking pins and securing arrangements
► Close and secure hatches at end of operations
► Lock all hatch access points after completion

Cargo Monitoring and Supervision:
• Regular checking holds loaded or discharged correctly
• Note cargo parcels being loaded for cargo plan additions
• Identify and report damaged cargo to Chief Officer
• Monitor special cargoes requiring tallying or lock-up stow
• Supervise hazardous goods port separation requirements
• Track tonnages and capacities loaded per space
• Ensure cargo flow continuity from shoreside warehouse

Safety and Security Duties:
► Prevent pilferage throughout cargo operations
► Stop smoking in cargo spaces immediately
► Monitor overall deck security continuously
► Control gangway and hold access points
► Check fire precautions maintained
► Monitor ship's draught and moorings
► Prevent damage to vessel structure

Documentation and Recording:
• Record all cargo work times in deck log book
• Document all stoppages with reasons
• Note damaged cargo for Chief Officer reports
• Keep Chief Officer informed on special cargo progress
• Maintain accurate cargo parcel records

UNDERSTANDING THE CARGO WATCH ROLE

When carrying out cargo watch duties on bulk carriers, company policy usually determines whether the 3rd Officer or 2nd Officer receives responsibility for supervision of loading or discharge operations. This watchkeeping position demands constant attention to multiple simultaneous activities, from monitoring hold conditions to coordinating with shoreside operations, all while maintaining safety standards that protect both vessel and personnel.

The cargo watch officer stands as the eyes and ears of the Chief Officer during operations, translating the cargo plan into reality through active supervision and immediate response to developing situations. Unlike the Chief Officer who focuses on overall planning and stability calculations, the OOW deals with the practical moment-to-moment execution of cargo work, identifying problems before they escalate into costly delays or dangerous conditions.

Modern bulk carriers have evolved dramatically from earlier conventional designs, with much more open hatchways compared to previous generations. Hatch coamings have increased in height and are more robust to support heavier steel hatch covers. Many vessels now feature through holds that may incorporate divisionary bulkheads, with holds usually built with flush sides with or without spar ceiling depending on the nature of cargo being carried.

❕ Important: The OOW cargo watch duties differ fundamentally from Chief Officer responsibilities. While the Chief Officer handles cargo planning, stability assessments and overall supervision, the OOW executes the plan through direct oversight of loading and discharge operations.

PRE-LOADING HOLD INSPECTION AND PREPARATION

Prior to commencing loading cargo, and on the orders of the Chief Officer, hold spaces would be inspected to ensure they are ready in every way to receive cargo. This inspection represents the foundation of safe cargo operations, as any deficiency discovered after loading begins creates delays, potential cargo damage, or even rejection of cargo by surveyors.

The compartment should be swept clean with all traces of the previous cargo removed. The amount of cleaning is dependent on the nature of the previous cargo—some cargoes such as coal will require the holds to be washed before the carriage of general cargo. Washing is always carried out after the compartment has been swept. Drying time for washed compartments must be allowed for before loading the next cargo, with two to three days expected depending on climate conditions.

Hold Cleanliness Verification

Holds should be cleaned throughout, presenting a condition appropriate to the cargo type about to be loaded. Walk the entire hold checking corners, bilge bays and areas under hatch coamings where debris tends to accumulate. Previous cargo residues can contaminate new cargo, cause survey rejection or create hazardous conditions if incompatible materials mix.

Cleaning Requirements by Previous Cargo:
• Coal residue requires full hold washing after sweeping
• Grain leaves fine dust requiring thorough sweeping
• Ore creates heavy dust settl ing on all surfaces
• Chemicals may require specialist cleaning and certification
• General cargo usually needs sweeping and spot cleaning
• Salt residue requires complete washing of all metalwork

✔ Tip: Always check the corners and under-coaming spaces where sweepers often miss accumulated debris. These areas become visible to surveyors and can cause loading delays if not properly cleaned.

Bilge and Drainage Systems

Bilge areas should be cleaned and all bilge suctions seen to be working satisfactorily. The bilge suction is usually found in the aftermost bay of the hold, as vessels normally trim by the stern, making this aft siting best for drainage within the confines of the hatch. Scupper pipes tend to drain direct from tween deck if fitted into the bilge bays of the lower hold containing the strum box.

A non-return valve must be fitted clear of the strum, and in more modern vessels this valve is situated clear of the bilge area. The purpose of the non-return valve is to prevent accidental run back from the pumps which may cause flooding in the hold. The suction end of the pipe is kept clear of obstructions by the strum box arrangement built about the pipe opening.

Bilge Testing Procedure:
► Remove limber boards or hinged bilge plate covers
► Inspect strum box for debris or blockages
► Check all holes in rose boxes clear for water passage
► Verify non-return valves in working condition
► Test bilge suction by operating pump from machinery space
► Confirm water flow reaches bilge pump
► Replace limber boards or covers after testing
► Report any deficiencies to Chief Officer immediately

Should the bilges be contaminated from odorous cargoes, it may become necessary to sweeten them by a wash of chloride of lime. This acts as a disinfectant as well as providing a coating against corrosion.

❕ Important: The strum box is constructed to allow passage of water but not passage of solids which could interfere with suction. The sides of the strum are either slotted or hinged to a framework allowing the box itself to be dismantled for cleaning and maintenance.

Hold Systems and Equipment Checks

The fire and smoke detection system should be tested and seen to function correctly. Hold drainage system and tween deck scuppers should be clear and free from blockage. Spar ceiling, sometimes referred to as cargo battens, should be examined and seen to be in a good state of repair. This may be in the form of horizontal or vertical wooden battens to keep cargo off the steelwork of the ship's side, as contact between shell plate and cargo tends to lead to excessive cargo sweat damage.

Ladders and access points should be inspected for damage and security. Hold fitments such as built-in lighting and guard rails should be checked and seen to be in good order. Hold ventilation system should be operated to check fan conditions, ensuring forced ventilation is available when required during the voyage.

✔ Tip: Test hold lighting by walking through the entire space checking visibility in corners and under-deck areas. Poor lighting creates safety hazards during cargo operations and makes damage inspection difficult.

Dunnage Preparation

Soiled dunnage should be disposed of. New dunnage, clean and dry, should be laid in a manner to suit the next cargo if needed. Dunnage is material used when stowing cargo to protect it from contact with steelwork, other cargoes, or any possibly damaging influences.

Tank tops are usually covered with a double layer of dunnage wood, the bottom layer running athwartships to allow drainage to bilges and normally being more substantial than the upper layer. Additional dunnage should be soft, light wood, dry and free from stains, odour, nails and large splinters. New timber should be free of resin and without the smell of new wood. Materials also used for similar purpose include matting, bamboo or waterproof paper.

Dunnage Laying Methods:
• Bottom layer athwartships for drainage spacing
• Top layer fore and aft or as cargo requires
• Spacing between pieces allows ventilation
• Thickness appropriate to cargo weight
• Coverage prevents metal contact with cargo
• Clean condition prevents contamination
• Dry wood prevents moisture transfer

Tank top ceiling is a wooden sheathing over the double bottom tank tops, usually in way of the hatch, providing the tank tops with some protection from wear and tear. The ceiling also assists ventilation and drainage of cargoes, and with many cargoes relieves the necessity of laying double dunnage. When bulk cargoes are being regularly carried, the wood covering may be set close into a composition of cement and tar, as the drainage spaces tend to become choked when wide flats on bearers are used.

❕ Important: It is not uncommon to see the most modern vessel with no tank top ceiling at all, but in this case the tank top itself is normally protected with increased scantlings to withstand cargo loading stresses.

SPECIAL CARGO HOLD PREPARATIONS

Different cargo types demand specific hold preparation beyond standard cleaning. The OOW must verify these special preparations are complete before loading commences, as missing steps can result in cargo damage claims or dangerous conditions during the voyage.

Grain Cargo Preparation

When preparing holds for grain cargo, limber boards should be plugged and covered with burlap. This prevents grain blocking bilge suctions while at the same time allowing the passage of water. Grain space represents the total internal volume of the compartment measured from the shell plating either side and from the tank top to underdeck, with allowance made for space occupied by beams and frames.

The hold's drainage system must function perfectly as grain can absorb moisture and shift during the voyage if bilge water accumulates. Ventilation arrangements become critical for grain cargoes as they can generate heat through biological activity, requiring careful monitoring throughout the passage.

Coal and Bulk Cargo Preparation

For coal and most bulk cargoes, the spar ceiling should be removed and covered. This removal prevents damage to the cargo battens from the weight and abrasive nature of bulk materials, while covering protects the removed pieces for reinstallation after discharge.

Coal Loading Preparations:
► Check bilge suctions in working order
► Ensure limber boards tight fitting
► Remove all spar ceiling, stow in tween deck
► Cover removed ceiling with tarpaulin protection
► Plug tween deck scuppers preventing contamination
► Remove all dunnage from tank top
► Arrange temperature monitoring if long voyage
► Ensure coal levels well trimmed during loading
► Provide surface ventilation when weather permits

✔ Tip: Coal requires arrangements for obtaining temperatures at all levels if engaged on a long voyage, as spontaneous combustion can occur in poorly ventilated holds with coal generating internal heat.

Salt Cargo Preparation

When preparing holds for salt cargo, metalwork should be whitewashed. Salt is highly corrosive to steel, and the whitewash provides a protective barrier preventing direct contact between the salt and the ship's structure. This protection reduces corrosion damage that would otherwise require extensive hold repairs after discharge.

STEEL HATCH COVER OPERATIONS

More modern cargo vessels are equipped with one of the many types of steel hatch covers present on the commercial market. The many advantages with this style of cover far outweigh disadvantages—they are fast in closing or opening, and the latest versions are so labour saving that one man could open up all the hatches of a ship in the time it takes to strip a single conventional hatch.

The structure being of steel is extremely strong and generally forms a flush surface in tween deck hatches, providing ideal conditions for forklift truck work. Steel covers may be encountered not just at weather deck level but also throughout a vessel inclusive of tween decks. Hydraulic operated covers are simple in operation, but should hydraulic fluid leak at any time cargo damage may result. The direct pull type must be operated with extreme care, and all safety checks should be observed prior to opening chain-operated types.

❕ Important: Steel hatch cover sections are extremely heavy and as such present a high-risk working environment. The opening and closing of such hatch covers should be carried out in line with the manufacturer's instructions and under the supervision of an experienced operator. Prior to working any hatch covers a detailed risk assessment should be conducted and personnel briefed of associated dangers.

Opening Single-Pull Steel Hatch Covers

Hatch covers should be opened when weather permits and secured in the correct stowage position. The OOW must ensure all safety procedures are followed to prevent accidents during these operations, as the heavy steel sections can cause serious injury or death if handled incorrectly.

Opening Procedure for MacGregor Type Covers:
1. Release side securing lugs ensuring correctly stowed flush with track
2. Clear away hatch top wedges between hatch sections
3. Rig check wire to lug of leading hatch section
4. Turn up bight of wire onto cleats or bitts
5. Rig bull wire providing direct pull to winch from leading edge
6. Complete all work on top of hatch covers
7. Check trackways clear of obstructions like dunnage pieces
8. Turn down eccentric wheels using bar levers or jacks
9. Check locking pins securely replaced in eccentric wheels
10. Ensure pins will not slip when wheel rotates or in vertical position
11. Ensure all personnel aware hatch cover about to open
12. Confirm stowage bay for covers empty and clear
13. Have man stand by to ease check wire about bitts
14. Remove locking pins at ends of leading hatch section
15. Heave away easily on bull wire once locking pins removed
16. Ease out on check wire as bull wire heaves hatch open
17. Once sections in stowed vertical position secure with fixed chains
18. Clear away check wire coiling to one side
19. Do not detach check wire from lug of leading edge

✔ Tip: Eccentric wheels must be secured by locking pins in such a manner that they will not slip out when the wheel rotates or when the hatch is in the vertical stowed position. Missing or improperly installed locking pins can cause catastrophic failure during opening operations.

Hydraulic Folding Hatch Covers

Weather deck hydraulic folding hatch covers operate through cylinder arrangements with interconnected drag links and hinges. These covers fold in pairs, with leading and trailing sections connected by drag links allowing the covers to stack compactly in the stowage position. Flexible hoses or electric supply with quick release coupling provide hydraulic power or control signals to the mechanisms.

All operations are typically push-button controlled with no manpower being required for the actual lifting movement. However, the OOW must ensure that personnel remain clear of the covers during operation and that the stowage area is clear before activating the system.

Hydraulic Cover Safety Checks:
• Inspect hydraulic hoses for leaks or damage
• Verify quick release couplings secure
• Check cylinder operation smooth without binding
• Ensure drag links properly connected
• Verify hinge points lubricated and functional
• Test emergency manual operation capability
• Confirm all personnel clear before activation
• Monitor operation watching for irregular movement

❕ Important: Should hydraulic fluid leak at any time during operations cargo damage may result. The OOW must immediately stop operations if any hydraulic leakage is observed and report to the Chief Officer for repair before continuing.

Hatch Cover Securing and Watertight Integrity

Steel hatch covers should be inspected for their watertight integrity about any joints. If hard rubber seals are fitted these should be inspected for deterioration. The watertight sealing of hatch covers directly affects the safety of the vessel and cargo during sea passages, making this inspection critical before sailing.

Once operations are complete for the day the hatches should be secured and locked. Various securing arrangements exist depending on the hatch cover type, including screw cleats operated manually, cross-joint cleats, and hydraulic cleating systems. Each securing point must be properly engaged to maintain watertight integrity and prevent hatch cover movement in heavy seas.

✔ Tip: Walk the entire perimeter of each closed hatch checking every securing device is properly engaged. One missed securing point can compromise the watertight integrity of the entire hatch during heavy weather.

CARGO HANDLING GEAR PREPARATION

The derricks or the cranes should be rigged for correct operation before cargo work begins. Most cargo vessels will now be fitted with onboard cranes having an extended outreach to be able to plumb the extent of the hatchway and land cargo parcels to either side. These cranes must be tested and positioned to allow efficient cargo flow without delays.

Many bulk ships are built for a fixed trade being left without any cargo lifting gear whatsoever, relying entirely on shoreside equipment. However, vessels equipped with their own cargo handling gear provide loading and discharge independence, maintaining operations even where shore facilities are limited or unreliable.

Crane and Derrick Checks

Prior to commencing cargo operations, all lifting equipment must be verified operational and positioned correctly. This includes testing slewing mechanisms, hoisting systems, luffing arrangements and all safety devices. The OOW should confirm that the equipment has current certification and that operators are properly qualified.

Lifting Gear Operational Checks:
► Test hoisting winch in both raise and lower directions
► Check slewing mechanism operates smoothly throughout range
► Verify luffing system functions at all required angles
► Test all limit switches and overload protection
► Inspect wire ropes for broken wires or kinks
► Check hooks and shackles for cracks or distortion
► Verify brake systems hold loads securely
► Confirm emergency stop functions properly
► Test communication between crane operator and cargo watch

Tween deck guard rails should be seen to be in place and secure in respect of tween deck vessels. These guard rails prevent personnel from falling into lower holds during cargo operations, making their presence and security essential before allowing any work to proceed in multi-deck vessels.

❕ Important: Never allow cargo operations to commence with defective lifting gear or missing guard rails. The risk of serious injury or death is too high, and the vessel may be detained by port authorities if safety deficiencies are discovered.

CARGO LOADING AND DISCHARGE SUPERVISION

Regular checking of the holds should take place to ensure they are being loaded or discharged correctly. This continuous monitoring represents one of the most critical OOW duties during cargo operations, as problems caught early prevent cargo damage, stowage issues and stability concerns that become much more difficult to correct once cargo is deeply stowed.

Notes should be taken of cargo parcels being loaded to be added to the cargo plan. If discharging, note should be taken of any damaged cargo to be reported to the Chief Officer. These notes form the basis of accurate cargo documentation and provide evidence if disputes arise about cargo condition or quantity.

Loading Supervision Requirements

Where general cargo is being loaded, visits to the shoreside warehouse to ensure continuity of flow and special cargoes to be catered for should be anticipated. Breaks in cargo flow create expensive port time delays, while failure to identify special cargo requirements in advance can result in improper stowage that must be corrected later.

The OOW should monitor that cargo is being stowed according to the cargo plan provided by the Chief Officer. This includes verifying that cargo destined for different discharge ports is separated appropriately, that heavy cargo is placed low in the hold to maintain stability, and that incompatible cargoes are kept apart to prevent damage or dangerous reactions.

Hold Loading Monitoring Points:
• Cargo stowed level preventing dangerous angles
• Heavy parcels positioned low for stability
• Lighter cargo on top of heavier cargo
• Adequate dunnage between incompatible carg os
• Cargo secured against shifting in seaway
• Loading rate matches vessel's stability limits
• Weight distribution prevents hull stress
• Access maintained to all cargo parcels
• Ventilation spaces preserved around cargo
• No overstowing prevents hatch access

✔ Tip: Regularly photograph cargo stowage during loading operations. These images document how cargo was stowed and can prove invaluable if cargo shift or damage disputes arise after sailing.

Discharge Supervision Requirements

During discharge operations the OOW must note the condition of cargo as it emerges from the hold. Damaged cargo should be identified immediately and segregated from sound cargo, with accurate records maintained of the nature and extent of damage. This documentation supports cargo claims and helps identify whether damage occurred during loading, passage or discharge.

The discharge sequence must follow the cargo plan to prevent over-carrying cargo to the next port. The OOW should verify that shore labour is removing the correct parcels and that cargo is being handled carefully to prevent damage. Rough handling during discharge can break cases, damage cartons or cause other harm that results in cargo claims against the vessel.

Discharge Operation Monitoring:
► Correct cargo parcels being discharged per plan
► Damaged cargo identified and segregated
► Cargo handled carefully preventing additional damage
► Tonnage tallied matching manifest quantities
► Special cargo given appropriate attention
► Hold cleaning proceeds as discharge progresses
► Bilges kept clear of cargo debris
► Access maintained to remaining cargo

❕ Important: Any damaged cargo discovered during discharge must be documented with photographs, witness signatures and detailed descriptions. This documentation becomes critical evidence in cargo claim proceedings that may occur months or years later.

SPECIAL CARGO HANDLING

Special cargoes that have specific requirements such as tallying, lock-up stow, hazardous goods, port separation or other similar needs should be catered for, and the Chief Officer kept informed on progress. These cargoes demand extra attention and documentation, with failure to handle them correctly resulting in serious consequences including cargo damage, vessel detention or even criminal penalties.

Hazardous Cargo Supervision

In the event of any dangerous goods or harmful substances being carried aboard the vessel, reference should be made to The International Maritime Dangerous Goods Code. Such goods and substances must be classified, packaged and labelled in accordance with regulations, with special consideration given during loading and inspection for leakage prior to loading on the vessel.

Ship's officers should pay particular attention to the securing of such transports to ensure negative movement of the unit. Special attention should also be given to the securing of adjacent units to prevent escalation of cargo shifting in a seaway. The OOW must verify that hazardous cargo is stowed in approved locations with proper segregation from incompatible materials.

Hazardous Cargo Watch Duties:
• Verify cargo properly classified and labelled
• Check United Nations numbers match documentation
• Inspect package condition before accepting aboard
• Confirm stowage location matches segregation requirements
• Verify special stowage requirements followed
• Ensure adequate ventilation provided
• Monitor for any signs of leakage
• Keep hazardous cargo list updated
• Maintain emergency response information accessible
• Report any concerns immediately to Chief Officer

In the event that a cargo parcel or unit is found to be leaking or have exposed hazards, the nature of the cargo should be ascertained and personnel kept clear of the immediate area until the degree of hazard is confirmed. In any event, the unit should not be accepted for shipment and rejected until satisfactorily contained.

✔ Tip: Keep the IMDG Code readily available during cargo operations involving hazardous materials. Quick reference to proper segregation and stowage requirements prevents dangerous mistakes that could endanger the vessel and crew.

Heavy Lift Cargo

Where special cargo is to be loaded such as heavy lifts, the OOW must ensure adequate loading facilities are provided and correct stowage is available. This includes verifying that heavy lift derricks are rigged correctly, that the deck structure can support the load, and that the cargo is positioned to maintain vessel stability.

Heavy cargo must be positioned low in the hold to keep the vessel's center of gravity low, maintaining adequate stability. The OOW should monitor the loading of each heavy piece, ensuring it is lowered carefully to prevent damage to the tank top and that adequate dunnage or blocking is positioned to distribute the load.

Valuable and Special Cargoes

Valuable cargo or cargo requiring lock-up stow demands special security arrangements. These parcels should be stowed in locations that can be secured and monitored, with access limited to authorized personnel only. The OOW must maintain a log of all access to locked cargo spaces and ensure that security seals remain intact throughout the voyage.

Some cargoes require tallying by independent surveyors or ship's officers. The OOW must coordinate with tally clerks to ensure accurate counts are maintained and that discrepancies are identified and documented immediately. Short landing or over-carriage of cargo creates serious commercial problems that proper tallying prevents.

❕ Important: Throughout the procedure involving hazardous cargo the ship's Master has the right to accept or reject the cargo prior to loading. The OOW should immediately inform the Chief Officer and Master of any concerns about cargo condition or documentation.

DECK SECURITY AND SAFETY MONITORING

Attention should be given throughout operations to prevent pilferage, smoking in cargo spaces and damage to the vessel. The OOW acts as the constant guardian of both cargo and ship safety, with responsibility for identifying and stopping unsafe practices before they result in theft, fire or structural damage.

The overall deck security should be monitored throughout, inclusive of gangway and hold access points. Controlling who enters and exits the vessel prevents unauthorized personnel from accessing cargo spaces where they could steal cargo, cause damage or create safety hazards through ignorance of shipboard dangers.

Pilferage Prevention

Cargo pilferage represents a constant concern during port operations, with shore labour, unauthorized visitors and even ship's crew sometimes involved in theft. The OOW must maintain vigilance identifying suspicious behavior and ensuring that cargo is protected through access control, surveillance and proper cargo handling procedures.

Anti-Pilferage Measures:
► Control gangway access with authorized personnel list
► Prevent shore workers carrying bags into cargo spaces
► Monitor personnel leaving vessel for concealed cargo
► Secure small valuable parcels in locked spaces
► Conduct random bag searches if permitted by local law
► Maintain lighting throughout deck and cargo spaces
► Position security watches at vulnerable locations
► Investigate any cargo discrepancies immediately
► Report suspected theft to Chief Officer and Master

✔ Tip: Cargo pilferage often occurs during shift changes when attention is diverted and new personnel are arriving. Maintain extra vigilance during these periods and ensure proper handover between shore labour gangs.

Fire Prevention

Fire precautions must be maintained throughout cargo operations. Smoking in cargo spaces represents one of the most serious fire hazards, capable of igniting combustible cargoes, cargo residues or flammable vapors. The OOW must enforce the no smoking policy strictly, with shore workers and ship's crew equally subject to the rules.

Hot work such as welding or cutting should never be permitted in cargo spaces or on deck near open hatches without proper authorization through the permit to work system. The OOW must verify that hot work permits have been issued by appropriate authority and that all fire precautions are in place before any such work proceeds.

Fire Safety During Cargo Operations:
• Enforce no smoking policy in cargo spaces and on deck
• Prohibit hot work without proper permits
• Keep fire hoses connected and ready for use
• Verify fire detection systems operational
• Ensure fire extinguishers accessible and pressurized
• Maintain clear escape routes from cargo spaces
• Monitor for fire hazards like oil spills or flammable materials
• Test fire alarm systems before commencing operations
• Brief shore labour on fire safety and alarm signals

❕ Important: Smoking in cargo spaces must be stopped immediately upon discovery. Even a single cigarette can trigger explosions in cargo holds containing flammable vapors or dust, causing catastrophic loss of life and vessel.

Vessel Damage Prevention

Damage to the vessel during cargo operations can result from rough handling by shore equipment, cargo striking ship's structure during loading or discharge, or excessive loads damaging tank tops and deck plating. The OOW must monitor all cargo handling activities identifying dangerous practices and stopping operations if necessary to prevent damage.

Shore crane operators sometimes swing loads carelessly allowing them to strike hatch coamings, masts, ventilators or other deck structures. The OOW should communicate immediately with shore personnel when such practices are observed, demanding more careful handling to protect the vessel from damage.

Tank tops can be damaged by dropping heavy cargo or by excessive concentrated loads. The OOW should ensure that adequate dunnage is used to distribute loads and that cargo is lowered carefully rather than dropped into the hold. Damage to tank tops can affect tank integrity below, potentially causing leaks into cargo holds.

OPERATIONAL DOCUMENTATION AND RECORDING

All times of cargo work and stoppages are to be recorded in the deck log book. Accurate timing documentation becomes critical when disputes arise about laytime, demurrage or despatch, with improper records costing ship owners significant sums in commercial disputes.

The OOW should record the time cargo work commences each day, all interruptions with their duration and cause, and the time operations cease. Weather delays, equipment breakdowns, shore labour disputes, cargo document problems and any other stoppages should be documented with sufficient detail to support later claims or defend against improper charges.

Deck Log Book Entries

The deck log book represents the official record of vessel operations, with entries made contemporaneously as events occur rather than reconstructed later from memory. Each entry should be clear, concise and factual, avoiding opinions or inflammatory language that could be problematic if the log is produced in legal proceedings.

Required Cargo Operation Log Entries:
• Time cargo operations commence each hatch
• Time operations cease each hatch
• Duration and reason for all stoppages
• Weather conditions affecting operations
• Equipment breakdowns and repairs
• Shore labour disputes or work slowdowns
• Cargo damaged during operations
• Special cargo handled and stowage locations
• Hazardous cargo loaded with quantities and classes
• Completion of load ing or discharge operations

✔ Tip: Write log entries in permanent ink immediately after events occur. Reconstructing timing from memory hours later introduces inaccuracies that can be challenged in commercial disputes, weakening the vessel's position.

Cargo Documentation

Notes should be taken of cargo parcels being loaded to be added to the cargo plan. These notes should include the description of cargo, package type, quantity, weight if known, marks, destination port and hold location. This information allows the Chief Officer to construct an accurate cargo plan showing the distribution and disposition of all cargo parcels aboard the vessel.

Any damaged cargo received on board should be noted with detailed descriptions of the nature and extent of damage. These notes support endorsement of bills of lading indicating that cargo was received in damaged condition, protecting the vessel from subsequent cargo claims for pre-existing damage.

Cargo Damage Documentation:
► Photograph all damaged cargo before loading
► Document nature of damage in detail
► Record package marks and identifying information
► Obtain witness statements from shore personnel if possible
► Report to Chief Officer immediately
► Ensure bill of lading is endorsed with damage remarks
► Retain copy of damage report for vessel files
► Update cargo notes with damage information

If discharging, note should be taken of any damaged cargo to be reported to the Chief Officer. This discharge damage documentation serves different purposes than loading damage records, as it helps identify whether damage occurred during the voyage or from rough handling during discharge operations.

MONITORING SHIP'S CONDITION DURING OPERATIONS

Ship's draught and moorings should be monitored continuously throughout cargo operations. The vessel's draught changes as cargo is loaded or discharged, affecting stability, loadline compliance and ability to leave port safely. Moorings require adjustment as the vessel rises or sinks in the water to prevent excessive strain or slack lines.

Draught Monitoring

The OOW should read drafts regularly during cargo operations, typically at the start of operations, hourly during loading and at completion. These readings allow calculation of tonnage loaded and verification that the vessel is not exceeding loadline limitations. Draught readings also identify uneven loading that could create dangerous trim or list conditions.

When loading, the vessel sinks deeper into the water as cargo weight increases. The OOW must ensure that the vessel does not sink below the appropriate loadline for the season, zone and water density. Loading beyond the loadline creates serious safety hazards and can result in vessel detention and substantial fines.

Draught Reading Procedures:
• Read forward, midship and aft draft marks
• Record readings in deck log with time
• Calculate mean draft and compare to limits
• Monitor trim changes during loading
• Watch for list development indicating uneven loading
• Report significant draft changes to Chief Officer
• Verify dock water density allowance applied
• Alert Chief Officer if approaching loadline limits

✔ Tip: Read drafts from the dock rather than from onboard when possible. Reading from the ship often introduces paralax errors that make drafts appear different than they actually are, particularly when the vessel has freeboard.

Mooring Adjustment

As the vessel sinks during loading or rises during discharge, mooring lines require adjustment to maintain proper tension. Lines that were adjusted correctly at the start of operations can become dangerously over-tensioned as the vessel sinks or excessively slack as it rises, requiring continuous monitoring and adjustment.

The OOW should inspect moorings regularly, ensuring that springs, breast lines and headlines maintain appropriate tension. Over-tensioned lines can part suddenly causing injury or allowing the vessel to surge away from the berth. Slack lines allow excessive movement potentially damaging cargo gear or causing the vessel to contact the dock.

Mooring Watch Duties:
► Inspect all mooring lines hourly
► Adjust lines as vessel rises or sinks
► Watch for chafe at fairleads and bitts
► Monitor wind and current effects on moorings
► Keep vessel position steady against berth
► Call additional crew for adjustments if needed
► Report parted lines immediately
► Ensure backup lines ready for deployment

❕ Important: Parted mooring lines can recoil with tremendous force causing death or serious injury. Never stand in the bight of a mooring line under tension, and ensure that crew adjusting lines remain clear of the snap-back zone.

Tonnage and Capacity Tracking

Together with tonnages and capacities loaded per space, the OOW should maintain running totals allowing comparison with the Chief Officer's cargo plan. Discrepancies between planned tonnages and actual loaded quantities indicate errors that must be identified and corrected before operations are complete.

Each hold has a maximum capacity by weight and volume that cannot be exceeded without creating stability problems or structural stress. The OOW should track tonnages loaded into each space ensuring that hold capacities are not exceeded and that weight distribution matches the cargo plan requirements.

SHIFT COMPLETION AND SECURING

Once operations are complete for the day the hatches should be secured and locked. Leaving hatches open overnight or during meal breaks creates security problems and weather risks, with rain potentially damaging cargo or accumulating in bilges. The OOW must ensure that all hatches are properly closed and all securing devices engaged before cargo watch personnel leave the vessel.

Hatch locking prevents unauthorized access to cargo spaces during periods when operations are suspended. Locks should be checked to verify they are engaged and functional, with keys maintained in secure locations accessible only to authorized personnel.

End of Shift Procedures

Before securing operations for the day or completing operations permanently, the OOW should conduct a final inspection of all cargo spaces and deck areas. This inspection verifies that operations have been completed satisfactorily and identifies any issues requiring attention before the next shift begins or before sailing.

Shift End Checklist:
• All cargo secured in stowed position
• Loose dunnage and debris cleared from holds
• Hatch covers closed and all securing devices engaged
• Hatch locks tested and confirmed engaged
• Cargo gear secured in stowed position
• Fire watch established if hot work was performed
• Gangway secured with proper lighting
• Security watch positions established
• Deck log entries completed and accurate
• Chief Officer briefed on progress and issues
• Shore personnel that work will resume notified
• Vessel made safe for unmanned periods

✔ Tip: Take photographs of hatch cover securing arrangements at the end of each day. If cargo damage claims later allege that hatches were not properly secured, these photos provide evidence of the vessel's condition when operations ceased.

CARGO TERMINOLOGY FOR OOW REFERENCE

Understanding cargo terminology allows the OOW to communicate effectively with shore personnel, accurately document cargo operations and interpret the Chief Officer's cargo plan. These standard definitions are used throughout the maritime industry, making familiarity with them essential for professional cargo watch duties.

Volume and Capacity Definitions

Bale Space: This is internal volume measured to the inside edges of the spar ceiling, beams, tank top ceiling and bulkhead stiffeners. A spar ceiling is often referred to as cargo battens. This measurement is used for cargo that cannot completely fill every space due to obstructions from ship's structure.

Grain Space: This is the total internal volume of the compartment, measured from the shell plating either side and from the tank top to underdeck. This measurement is used for any form of bulk cargo that could completely fill the space, an allowance being made for space occupied by beams and frames.

Broken Stowage: This is the unfilled space between packages, tending to be greatest when large cases are stowed in the end holds where the shape of the vessel fines off. Broken stowage represents lost cargo capacity that cannot be eliminated but should be minimized through careful stowage planning.

Stowage Factor: The volume occupied by unit weight, usually expressed in cubic feet per ton or cubic meters per tonne, no account being taken of broken stowage. Each cargo type has a characteristic stowage factor that helps predict how much space a given weight of cargo will occupy.

Cargo Type Definitions

Deadweight Cargo: This cargo measures less than 40 cubic feet per ton (1.2 cubic meters per tonne), and freight is paid on the actual weight. Heavy dense cargoes like steel, ore and bagged cement are typically deadweight cargoes that fill hold weight capacity before volume capacity.

Measurement Cargo: This is cargo measuring 40 cubic feet per ton (1.2 cubic meters per tonne) or more. The standard is used for comparatively light cargo on which freight is paid on space occupied. Cotton bales, wood products and many manufactured goods are measurement cargoes.

Dunnage: This is material used when stowing cargo to protect it from contact with steelwork, other cargoes or any possibly damaging influences. Dunnage also provides ventilation space around cargo and distributes weight over larger areas preventing tank top damage.

❔ FAQ

Q: What is the difference between OOW cargo watch duties and Chief Officer duties?
A: The Chief Officer is responsible for cargo planning, stability calculations, overall supervision and documentation dispatch. The OOW executes the cargo plan through direct supervision of loading and discharge operations, monitoring hold conditions, safety and security.

Q: When should hatch covers be opened during cargo operations?
A: Hatch covers should be opened when weather permits and only after all safety checks are completed, personnel are briefed, and the stowage bay is verified clear. Never open hatches in heavy rain or if forecast deterioration threatens to damage cargo.

Q: What should the OOW do if damaged cargo is discovered during loading?
A: Document the damage with photographs and detailed descriptions, report immediately to the Chief Officer, obtain witness statements if possible, and ensure the bill of lading is endorsed noting the damage before accepting the cargo aboard.

Q: How often should drafts be read during loading operations?
A: Read drafts at the start of operations, hourly during loading and at completion. More frequent readings may be necessary if loading heavy cargo or if approaching loadline limits. Always record draft readings in the deck log with time.

Q: What is the purpose of testing bilge suctions before loading?
A: Testing bilge suctions ensures they can remove water that may accumulate in holds during the voyage from cargo sweat, leaking hatches or other sources. Blocked bilge suctions can lead to cargo water damage and stability problems from accumulated bilge water.

Q: Why must smoking in cargo spaces be strictly prohibited?
A: Smoking in cargo spaces can ignite combustible cargoes, cargo residues or flammable vapors causing fires or explosions. Even cargoes not obviously flammable can create dust or vapors that become explosive when ignited by cigarettes.

Q: What should the OOW do if hazardous cargo appears to be leaking?
A: Ascertain the nature of the cargo, keep personnel clear of the immediate area until the degree of hazard is confirmed, do not accept the cargo for shipment, and reject it until it is satisfactorily contained. Report immediately to the Chief Officer and Master.

Q: How should eccentric wheels on hatch covers be secured?
A: Eccentric wheels must be secured by locking pins in such a manner that they will not slip out when the wheel rotates or when the hatch is in the vertical stowed position. Missing or improperly installed locking pins can cause catastrophic failure.

Q: What cargo information should be recorded in the deck log book?
A: Record times cargo operations commence and cease, all stoppages with duration and reasons, weather affecting operations, equipment breakdowns, damaged cargo, special cargo handled, hazardous cargo quantities and classes, and completion of operations.

Q: Why is it important to monitor moorings during cargo operations?
A: As the vessel sinks during loading or rises during discharge, mooring lines require adjustment to maintain proper tension. Over-tensioned lines can part causing injury while slack lines allow excessive movement potentially damaging cargo gear or the vessel.

GOOD TO KNOW

Modern Hatch Cover Efficiency: The latest versions of steel hatch covers are so labour saving that one man could open up all the hatches of a ship in the time it takes to strip a single conventional hatch. Their structure being of steel is extremely strong and generally forms a flush surface in tween deck hatches providing ideal conditions for forklift truck work.

Square Corner Construction Benefits: New construction designs have produced square hatch corners removing excessive broken stowage and allowing the internal use of forklift truck movement. Modern vessels have flush fitting liftable steel plate covers over bilge bays producing flat deck corners that provide tight receptive areas for squared corner cargoes like boxes, wood cases or pallets leaving little broken stowage.

Tank Top Ceiling Variations: This wood covering may come in one of two forms—either wide flats laid on bearers which leave space for liquids to drain off to the bilges, or set close into a composition of cement and tar. When bulk cargoes are being regularly carried the second method is often employed as the drainage spaces tend to become choked when the first method is used.

Non-Return Valve Purpose: A non-return valve must be fitted clear of the strum and in more modern vessels this valve is situated clear of the bilge area. The purpose of the non-return valve is to prevent accidental run back from the pumps which may cause flooding in the hold, protecting cargo and vessel stability.

Strum Box Construction: The strum box is so constructed as to allow the passage of water but not the passage of solids which could interfere with suction. The sides of the strum are either slotted or hinged to a framework that will allow the box itself to be dismantled for cleaning and maintenance.

Spar Ceiling Function: Spar ceiling may be in the form of horizontal or vertical wooden battens to keep cargo off the steelwork of the ship's side. Contact between the shell plate and the cargo tends to lead to excessive cargo sweat damage, making this separation critical for preventing condensation damage to susceptible cargoes.

Limber Boards Accessibility: Limber boards are wooden boards similar to hatch boards that cover the bilge bays situated at the bottom sides of the lower holds. These bilge bays run the full length of the hold and should be regularly inspected for their cleanliness as blocked bilge bays prevent proper drainage.

Hydraulic Hatch Cover Concerns: Hydraulic operated covers are simple in operation but should hydraulic fluid leak at any time cargo damage may result. The OOW must monitor for any signs of hydraulic leakage during operations and immediately stop work if leaks are discovered until repairs are completed.

Check Wire Safety Function: The check wire on MacGregor hatch covers controls the opening speed and prevents the hatch sections from slamming into the stowed position. Easing out on the check wire as the bull wire heaves the hatch open provides smooth controlled movement protecting equipment and personnel.

Dunnage Quality Requirements: Additional dunnage is soft light wood, dry and free from stains, odour, nails and large splinters. New timber should be free of resin and without the smell of new wood. Materials also used for similar purpose are matting, bamboo or waterproof paper, all serving to protect cargo from contact damage.

Double Dunnage Purpose: Tank tops are usually covered with a double layer of dunnage wood, the bottom layer running athwartships to allow drainage to bilges and normally being more substantial than the upper layer. This arrangement provides both protection and ventilation preventing cargo sweat accumulation.

Grain Cargo Special Preparation: When preparing holds for grain cargo, limber boards should be plugged and covered with burlap. This prevents grain blocking bilge suctions while at the same time allowing the passage of water, essential for maintaining bilge pumping capability during grain voyages.

Coal Temperature Monitoring: Coal requires arrangements for obtaining temperatures at all levels if engaged on a long voyage as coal can generate internal heat through oxidation. Spontaneous combustion becomes a real danger in poorly ventilated holds with coal cargoes, requiring careful monitoring throughout the passage.

Salt Corrosion Protection: When preparing holds for salt cargo metalwork should be whitewashed. Salt is highly corrosive to steel and the whitewash provides a protective barrier preventing direct contact between the salt and the ship's structure, significantly reducing corrosion damage.

Vessel Trim and Bilge Location: The bilge suction is usually found in the aftermost bay of the hold. Vessels normally trim by the stern so that this aft siting is best for drainage within the confines of the hatch, ensuring that accumulated water naturally flows to the suction location.

Modern Bulk Carrier Design: Many bulk ships are built for a fixed trade being left without any cargo lifting gear whatsoever. These vessels rely entirely on shoreside equipment for cargo operations but typically feature much larger hatches and holds optimized for rapid loading and discharge by shore cranes.

Hatch Coaming Evolution: Hatch coamings have increased in height and are more robust to support heavier steel hatch covers. The increased height also reduces the risk of water on deck entering cargo holds through hatch openings during heavy weather, improving cargo protection.

Broken Stowage Concentration: Broken stowage tends to be greatest when large cases are stowed in the end holds where the shape of the vessel fines off. The narrowing hull shape in bow and stern areas creates more irregular spaces between cargo items reducing overall cargo capacity efficiency.

Tween Deck Guard Rails: Tween deck guard rails should be seen to be in place and secure in respect of tween deck vessels. These guard rails prevent personnel from falling into lower holds during cargo operations, making their presence essential safety equipment that must be verified before operations begin.

Cargo Sweat Causes: Contact between the shell plate and the cargo tends to lead to excessive cargo sweat damage. Temperature differences between the cool steel hull and warm moist air in cargo spaces cause condensation on the steel which then drips onto any cargo in direct contact.

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