You are loading a general cargo vessel to the Summer load line in the North Atlantic in November. Your cargo officer says the draught is 0.15m above the Summer mark. As Master, what do you do?

A. OVERLOADED VESSEL — LOAD LINE COMPLIANCE: LOAD LINE REGULATIONS: the International Load Line Convention 1966 (as amended by the 1988 Protocol) assigns freeboard to vessels to ensure minimum reserve buoyancy. Loading BELOW the assigned mark — the vessel is within limits. Loading ABOVE the assigned mark — the vessel EXCEEDS the load line. KEY POINT — NORTH ATLANTIC IN NOVEMBER: the North Atlantic in November is a WINTER NORTH ATLANTIC (WNA) zone for Load Line purposes. The WNA zone: 1 November to 15 April north of approximately 36°N in the North Atlantic. IN A WNA ZONE: the appropriate mark is the WINTER NORTH ATLANTIC MARK (W1), not the Summer mark. The WNA mark has LESS freeboard (lower load line) than the Standard Winter mark but MORE than the Summer mark. Wait — actually: the WNA mark gives MORE freeboard than Summer (less cargo). The vessel on Summer mark in November in the North Atlantic is likely already using the WRONG mark. ASSESSMENT: (1) DETERMINE THE CORRECT ZONE: check the Load Line Chart for the departure zone and the zones to be transited; (2) THE VESSEL IS OVERLOADED against the Summer mark — regardless of zone; (3) DISCHARGE CARGO: the vessel cannot depart with the draught 0.15m above the Summer mark. Discharge cargo until the draught is at or within the correct mark; (4) DO NOT SAIL: sailing an overloaded vessel is a criminal offence under MSA 1995 Section 47. The master faces personal criminal liability; (5) NOTIFY COMPANY AND FLAG STATE: report the situation.

B. A 0.15m overload is a minor discrepancy that can be resolved by burning fuel en route. Depart on the understanding that the vessel will reach the correct draught within 24 hours.

C. The Summer mark is the appropriate mark for all seasons. Load line zones are only relevant for vessels loading in tropical or fresh water regions.

D. Ask the port authority to grant a dispensation for the 0.15m overload. Port authorities routinely grant minor freeboard dispensations for commercial reasons.

A. CONTAINER LOSS OVERBOARD — MASTER'S OBLIGATIONS AND INVESTIGATION FOCUS: IMMEDIATE ACTIONS: (1) SAFETY: no crew on deck in the current conditions. Head count — is anyone missing?; (2) MANOEUVRE: alter course to reduce vessel motion and prevent further casualties. Inform VTS if in TSS or coastal waters; (3) MAIB NOTIFICATION: lost containers and damage to vessel = significant marine incident. Call MAIB 023 8023 2527; (4) MARPOL: if containers contained goods that are now discharged into the sea — MARPOL reporting obligation (material that could pollute); (5) SOPEP/Emergency Response: if hazardous goods are in the lost containers — what is the UN number? IMDG EmS code? Coastal state environmental alert?; (6) LOG: immediate OLB entry — number of containers lost, position, time, sea state, course/speed; (7) NOTIFY: owner, DPA, P&I Club, charterer; (8) MARK ON CHART: position of lost containers. MAIB will want this. Container stranding is a major navigation hazard — notify MRCC/VTS for NAVTEX broadcast; INVESTIGATION FOCUS: (a) WAS THE CARGO SECURED IN ACCORDANCE WITH THE CSS CODE AND CARGO SECURING MANUAL (CSM)?: the CSS Code (Code of Safe Practice for Cargo Stowage and Securing) and vessel-specific CSM (approved under SOLAS VI/5.6) specify lashing requirements. Did the lashings meet specification? Were they correctly applied?; (b) WAS THE VESSEL'S STABILITY AND LOADING CONDITION APPROPRIATE?; (c) WAS THE WEATHER FORECAST CONSIDERED IN STOWAGE DECISIONS?; (d) WERE LASHINGS CHECKED EN ROUTE?; (e) MASTER'S SIGNATURE ON CARGO PLAN: did the master approve the stowage and securing plan?

B. Container losses at sea are covered by cargo insurance. Notify the charterer and continue the voyage — the containers are their problem once they fall overboard.

C. Container lashing is the chief officer's responsibility. The master is only accountable for navigational decisions and has no cargo securing liability.

D. Three containers overboard is a minor incident. Continue voyage and report at the next port. MAIB notification is only required for vessel damage.

A. IRON ORE FINES LOADING — TML AND MOISTURE ASSESSMENT: LIQUEFACTION RISK: iron ore fines are an IMSBC Code Group A cargo (may liquefy). Liquefaction is when cargo behaves like a liquid due to high moisture content exceeding the Transportable Moisture Limit (TML). Several bulk carriers have sunk due to liquefaction (e.g., Bulk Jupiter 2015, Vinalines Queen 2011). TML TESTING: the shipper must provide: (a) TML certificate (maximum 6 months old for iron ore fines); (b) Moisture content (MC) certificate showing actual MC is below TML. The margin: actual MC should be BELOW TML — the IMSBC Code requires actual MC < TML. A "can test" may be used as a pre-load indicator. RECENT RAINFALL — ADDITIONAL DUTY: if rainfall has occurred since the TML/MC certificate was issued, the moisture content of the surface cargo stockpile may have increased. THE MASTER'S DUTY: (1) REQUEST UPDATED MOISTURE CONTENT TEST: ask the shipper for a fresh moisture content test reflecting post-rainfall conditions. IMSBC Clause 4.4.2 allows the master to request additional testing if there is reason to believe moisture content has increased; (2) VISUAL INSPECTION: inspect the stockpile. Wet sheen on surface, water pooling, flowing consistency when disturbed — all indicators of elevated moisture; (3) CAN TEST: IMSBC Appendix 2 — can test procedure. Take a sample of the cargo into a tin can, seal it, shake vigorously. If free moisture appears or the cargo flows — it is too wet to load; (4) REFUSE TO LOAD IF UNCERTAIN: the master has the right (and duty) to refuse to load Group A cargo that may be unsafe. This is backed by ISM Code 5.3.

B. The shipper's TML certificate is valid. Once the certificate is presented, the master has no further obligation to assess moisture content.

C. Iron ore fines do not liquefy in transit — they are a solid mineral cargo. Moisture content testing is only required for agricultural cargoes such as grain.

D. Rainfall affects only the surface layer of stockpiled cargo. Load the cargo at reduced speed and the surface moisture will dissipate once in the hold.