GENERAL DUTIES OF THE CHIEF OFFICER

AT SEA OR AT ANCHOR :

Keeping bridge watch from 0400hours to 0800hours and 1600hours to 2000hours under the supervision of the master.

WHEN BERTHING OR UNBERTHING :

On the bridge,as the second in command.

DURING FIRE STATIONS :

In charge of the attack party at the seat of the fire.

DURING BOAT STATIONS :

In charge of a boat.

AT ALL TIMES :

* The chief officer is the person next in line of command of the ship.He is the head of the deck department.

* In charge of all cargo operations : This includes planning,hold/tank preparation,loading,segregating,discharging,ballasting and de-ballasting,signing of mates receipt and all correspondence relating to cargo.
On general cargo ships, additional cargo related duties include supervision of work being done by stevedores,lashing/securing of cargo,trimming of bulk cargo,segregation of incompatible goods and special precautions for hazardous cargoes.

* In charge of stress calculations of the ship at all times during loading/discharging,deballasting/ballasting,still water conditions as well as rough sea wave conditions.

* In charge of the stability of the ship and all related calculations.

* In charge of the maintanance and repairs of all deck appliances,FFA and LSA,Gas measuring instruments,hull,deck,superstructure,accomdation,cargo spaces,fresh water tanks,ballast tanks,store rooms,etc. Supervision of maintanence/repair work being done,for the deck department,by shore labour.

* In charge of all stores in deck department including paints,cargo spares,ropes,wires,dunnage,lashing gear,etc.

* In charge of the safety and security of all personnel abroad including maintanence of anti-pilferage and anti-piracy watches whenever necessary.

* In charge of the making of contingency plans to deal with emergencies including the making of muster lists for boat and fire stations.

* Allocation of daily work to the deck crew and the supervision thereof.

* Allocation of daily work to deck cadets and supervision of their training.

* The chief officer is normally designated as 'shipboard training officer' for the training of cadets,subordinate officer and crew.

* In charge of enforcement of drug and alcohol policy on board.

* Social responsibilities includes ensuring that rights of the crew are not violated with regard to food,apparel,equipement,etc.

* Any other duties assigned by master.

GENERAL DUTIES OF SECOND OFFICER

AT SEA OR AT ANCHOR :

Keeping bridge watch from 0000hours to 0400hours and 1200hours to 1600hours under the supervision of the master.

IN PORT :

Keeping cargo / deck watch twelve hours a day(normally in 6 hours shifts) under the direction of the chief officer.

DURING FIRE DRILL :

In charge of boat deck party.

DURING BOAT DRILL :

In charge of a boat.

WHEN BERTHING OR UNBERTHING :

In charge of the station aft.

AT ALL TIMES :

* In charge of charts and publications and all bridge equipement under the direction of the master.

* In charge of all medical treatment and medical stores under the direction of the master.
In port,first aid will be rendered by the officer on cargo/deck watch but follow up treatment, for ship's staff,including co-ordination of medical help from ashore,whenever necessary,is the responsibility of the second officer,under the guidance of the master.

* Any other duties assigned by the master or chief officer.

The foregoing general list of duties is that followed by many shipping companies in the world.
Company specific duties may be listed in the quality system documents of the company.
However the master has the right to interchange any of the duties listed above with those of the third officer or of the chief officer.

GENERAL DUTIES OF THIRD OFFICER

AT SEA OR AT ANCHOR :

Keeping bridge watch from 0800hours to 1200hours and from 2000hours to 0000hours under the supervision of the master.

IN PORT :

Keeping cargo/deck watch twelve hours a day (normally in 6 hour shifts) under the direction of the chief officer.

DURING FIRE AND BOAT DRILL :

On the navigating bridge,assisting the master.

WHEN ARRIVING OR LEAVING PORT :

In charge of the station forward.

AT ALL TIMES :

* In charge of the maintenance of LSA and FFA under the direction of the chief officer.

* In charge of LSSA ( Light and sound signalling apparatus) of the ship,reporting to the chief officer.

* In charge of all meteorological equipement onboard - instruments,publications,stationery,weather logbooks,etc,reporting to the master.

* In charge of all flags onboard,reporting to the chief officer.

* Making of cargo plans under the direction of the chief officer.

* Any other duties assigned by the master or chief officer.

The foregoing general list of duties is that followed by many shipping companies in the world.
Company specific duties may be listed in the quality system documents of the company.
However the master has the right to interchange any of the duties listed above with those of the second officer or of the chief officer.

DECK FITTINGS

These are the devices that are used
to secure standing rigging, running
rigging, and mooring lines.

BITTS :

Bitts are heavy metal bed plates with
two iron or steel posts. They are
used on ships for securing mooring
or towing lines.

CHOCK :

Usually there is a set
forward and after each chock.
Chocks are heavy fittings secured to
the deck. Lines are passed through
them to bollards on the pier.

Types:
1) closed
2) open
3) roller and
4) double roller.

CLEATS :

Cleats are metal fittings having two
projecting horns. They are used for
securing lines.

PAD EYES :

Pad Eyes are fixtures welded to a
deck or bulkhead. They have an eye
to which lines or tackle are fastened
and are used for securing or
handling cargo.

BULKWARK :

A bulwark is the wall around any
deck exposed to the elements. This
includes the weather deck, the poop
deck, the fore deck, and any deck on
the superstructure.

RAIL :

On top of the
bulwark is a flat rail (or plate) called
the rail. Pad eyes and cleats are
often welded to the rail.

SITUATIONS TO CALL THE MASTER

a) In the event of visibility becoming obscured to less than 4miles.

b) In the event of failure of any of the ships navigational equipement.

c) On any occasion that difficulty is experienced in maintaining the course.

d) If traffic was causing concern and effecting the safe progress of the ship.

e) In the event of sighting a landfall unexpectedly.

f) In the event of failing to sight landfall when expecting a landfall to.

g) If soundings are seen to be shelving unexpectedly.

h) On any occasion of encountering heavy weather.

i) If sighting ice or receiving ice warning reports of ice on the vessels track.

j) In the event of management of watchkeepers becomes untenable.

K) When sighting oil pollution on the surface.

l) If a scheduled position fix is found to be suspect or unreliable.

m) In any other emergency where the involvement of the master is considered desirable or essential.
E.g. Fire onboard

ENTRIES MADE IN OFFICIAL LOG BOOK

* Every offence commited by a member of crew and,if the offence is one for which it is intended to prosecute or to enforce a forfeiture or to a exact a fine,such statement concerning the reading over of that entry and concerning the reply,if any,made to the charge as by this ordinance required.

* Every offence for which punishment is inflicted onboard and the punishment inflicted.

* A statement of the conduct,character and qualifications,and a report on the quality of work of each member of crew , or a statement with reasons that captain declines to give an opinion on those particulars.

* Every case of illness or injury happening to a member of crew with the nature there of and the medical treatment adopted if any.

* Every case of death happening onboard and the cause.

* Every birth happening onboard with the sex of the infant and the names of the parents.

* Every marriage taking place onboard with the names and age of the parties.

* The name of the every seaman or apprentice  who ceases to be a member of the crew otherwise than by death,with place,time,manner and cause.

* The wages due to any seaman or apprentice who dies or otherwise ceases to be the member of the crew , during the voyage,and the gross amount of all deductions to be made there from.

* A record of examination of provisions and water and the result of such examinations.

* The money or other such property taken over of any seaman or apprentice who dies during the voyage and the sale of such effects if any,indicating a statement of each article sold and of the sum received for it.

* Every disrating of seaman along with a statement of disrating and of the fact that copy of the entry has been furnished to the seaman.

* A statement of the effects left onboard by a seaman who is left and the amount due to him on account of wages at the time he was left behind.

* A record of inspection of crew accomdation and the result of such inspection.

* Every collision with any other ship and the circumstance under which the same occured.

* Every fire or boiler explosion occuring on the ship and the circumstance under which the same occured.

* A statement of any damage sustained by the ship or cargo as a result of any fire,boiler explosion,perils of the seas or any other reason during the voyage.

* A statement of the nature and amount of cargo jettisoned for the safety of the crew,passenger or the ship.

* The time of closing and opening the hinged doors,portable plates,side scuttles,gangway,cargo and coaling parts and other openings which are required by any rule made under this ordinance to be kept closed during navigation.

* A record of all drills and inspection required by any rules made under this ordinance with an explict record of any defects disclosed and if boat drill and fire drill are not practised onboard,the reasons to be noted.

* The particular as to the position of the deck line and loadline specified in the loadline certificate.

* Particulars relating to the depth to which the ship is loaded before leaving any place for the purpose of proceeding to sea as may be required by any rules made under this ordinance.

* Statement if any,stoaway is found onboard.

* The tonnage of the space,measured in accordance with any rules made under this ordinance occupied by goods carried as deck cargo.

* Any order made by marine board.

* Every signal of distress or message that a vessel,aircraft or a person in distress at sea,received by master.

* Any occasion when the master has been unable to go to the assistance of any vessel or aircraft or person in distress at sea together with reasons for the inability.

* A list of documents deleivered to master on taking command of the ship.

* Any other matter which may be prescribed for entry in the official log book.

CONTENT OF MATERIAL SAFETY DATA SHEET (MSDS)

SECTION:1
Product and content Identification: product identifier,
Manufacturer and suppliers name and contact number.

SECTION:2
Hazards identification.

SECTION:3
Composition,Information on Ingredients.

SECTION:4
First aid measures.

SECTION:5
Fire fighting measures.

SECTION:6
Accidental release measures.

SECTION:7
Handling and storage.

SECTION:8
Exposure control and personal protection.

SECTION:9
Physical and chemical properties.

SECTION:10
Stability and Reactivity data :
Information on the chemical instability of a product and the  substance it may react with.

SECTION:11
Toxological information.

SECTION:12
Ecological information.

SECTION:13
Disposal consideration.

SECTION:14
Transport information.

SECTION:15
Regulatory information.

SECTION:16
Other information.

REPLACEMENT OF RECORDING PAPER IN ECHO SOUNDER

1.switchoff the echo sounder.

2.Rotate the pen belt so that the recording pen is located below the lower belt pulley.

3.Take hold of the top front of the recording unit,pull it out and let the unit swing down carefully.

4.Open the paper-Transport rollers by pullying the left hand roller to the left and out..

5.Pull out the end disc knob for the magazine and remove the used paper roll.

6.Transfer the empty spool from right to left side and make sure that the end supporting discs enter the spool.

7.Install a new roll of recording paper and pull the paper out between the belt and the front,under the scale and then in between the paper transport rollers and around the empty spool.

8.Thread the end of the paper into the slot in the paper spool and turn the spool so that the paper becomes tight and doesnot lie loosely against the front.Then close the paper transport rollers.

9.Finally engage the recorder unit back into its place.

Note:
There are two switches inside the electronic unit cover,which for Navigation purposes are set as follows.
TVG-SWITCH to position
FUNCTION SWITCH to position I

The switches are set at the factory and should not be used.

Responsibilities of officer when anchoring

The operation of a ship is a complex activity, especially when it is being carried out away from immediate help and at the mercy of nature. Optimum performance can therefore only be achieved by using the available workforce in an efficient manner.

The very core aspect of watchkeeping is to minimize any prospect of human error and thereby reduce risk of damage to the ship or cargo. More than often, the time at anchorage is considered to be a time to relax. However, depending on the area in which the vessel is operating in, the anchorage might be a time to be extra vigilant.

Seafarers who have been on a vessel anchored outside the Port of Calabar (Nigeria) can relate to the extent to which watchkeeping at anchorage is troublesome! Or anchorage at Singapore for that matter where traffic is abundant and where small errors might lead to full scale disasters.

At anchorage, it is solely up to the Master to decide whether the watch is to be kept on deck or on the bridge. As otherwise, the officer on watch (OOW) has to ensure that all measures are taken for safety of the vessel, its cargo and crew.

Here are a few procedures for watchkeeping at anchorage:

 1. Calculate the Swinging Circle

Swinging Circle (M) = L.O.A + Length of Cable – UKC

1852.3

The swinging circle might vary with the changes in tidal levels and in weather. However, it is important to have a fair idea of the radius around which the ship might move above.

 2. Follow the Master’s Standing Orders

Every ship’s master writes their own standing orders based on the ship, the experience of its officers, the trade patterns which in turn determine the standing orders. These orders reflect the Master’s requirements based on past experiences with the ship and his contemporary workforce, therefore making it imperative that the orders are followed to prevent any anomaly or to maintain a set grade of performance. Clearly, the master puts faith in the officer when saying “Call me if in doubt” and expects the officer to do so if required and in ample time.

3. Keep a Check on your own Ship and other Ships in the Vicinity

Keep a close watch on your ship and other ships in the vicinity lest they start dragging after anchoring. Dragging might occur due to changes in tidal levels, changes in weather or due to the brake giving away to a lot of yawing. The danger here is primarily to ensure that your own vessel does not drag and also to double check if there are other vessels drifting towards your vessel. Use the bow stopper when at anchor to minimize any probability of a blunder.

4. Keep a Constant Check on the Ship’s position. This point is generally laid down in the Master’s Standing Orders and almost always mentions the intervals at which the position must be plotted on the chart. Use the GPS or the Radar or both to determine the exact position of the ship, which, very obviously, helps to determine if the ship is stationery or dragging.

5. Display Appropriate Lights

This enables other vessels to know that you are anchored, therefore making it evident that they should not anchor too close to your vessel and also give them an indication of proximity, if dragging occurs.

6. Keeping a Constant VHF watch

 If slated to receive a pilot onboard or for information on vessels in the area, it is very important to keep a constant VHF watch. The coast authorities generally promulgate extremely useful information that might be integral to the safety of the vessel. Wreckages, vessel information, ETA to pilot etc are necessary data that optimize operational procedures.

7. Alert Nearby Vessels When Required

If another vessel seems to be coming close to your own vessel, get their attention on the VHF or by flashing the Aldis lamp. Use any available means at the time to bring to their attention regarding the grave nature of the situation and avert any danger that may be impending.

Watchkeeping at anchorage might seem to be an easy task, for there is barely any movement. However, the very fact that the vessel is halted makes it vulnerable to a variety of dangers. As is done usually, the OOW must be vigilant at all times and use the assistance of additional look outs if necessary.

In areas prone to piracy, the importance of alertness cannot be stressed on more. The ship being stationery makes it open to attacks and pilferage. And very little can be left to the imagination in case the pirates attempt to board the vessel when it is anchored!

Responsibility and diligence in the part of the OOW will keep the vessel safe and away from harm. That is to say that the OOW should basically just do what he does on an everyday basis and thereby keep the dynamics going.