As cargo watch officer, the chief officer asks you to sign a Bill of Lading for cargo just loaded. What must you check before signing?

A. BILL OF LADING SIGNING — OOW CHECKS: THE BILL OF LADING (B/L) is a legal document — a receipt for cargo, a contract of carriage, and a document of title. Signing it creates legal obligations. OOW CHECKS BEFORE SIGNING: (1) APPARENT ORDER AND CONDITION: the B/L states the cargo was received "in apparent good order and condition." The OOW must verify this is true — inspect the cargo condition as loaded. If cargo is damaged, wet, or defective — the B/L must be claused: "dirty bill" (e.g., "wet bags", "torn sacks," "dented drums" as applicable); (2) QUANTITY: verify the quantity stated on the B/L matches the tally count — number of parcels, weight, container count etc.; (3) MARKS AND NUMBERS: verify container numbers, package marks on the B/L match what was actually loaded; (4) DESCRIPTION: cargo description on B/L should match what was observed; (5) MATE'S RECEIPT: typically the mate's receipt is the primary document the OOW signs — the B/L is then issued by the company/agent based on the mate's receipt. Sign the mate's receipt first with any reservations/clauses; (6) DO NOT SIGN A CLEAN B/L FOR DAMAGED CARGO: signing a clean B/L for damaged cargo (issuing a "letter of indemnity" in return) is potentially fraudulent and creates massive P&I liability for the vessel; (7) CONTACT C/O OR MASTER: if uncertain about condition or quantity — do not sign. Refer to chief officer. The chief officer typically signs cargo documents, not the OOW, without specific instruction.

B. The OOW should sign Bills of Lading as presented — they are administrative documents and the chief officer is responsible for any errors. Signing is a formality.

C. Bills of Lading should be signed only after the vessel has departed port — this prevents any pre-departure disputes about cargo condition.

D. The OOW should not sign Bills of Lading under any circumstances — this is exclusively the master's authority and cannot be delegated.

A. UN 1203 — MOTOR SPIRIT (PETROL/GASOLINE): UN 1203 is Class 3 — Flammable Liquids. Packing Group II (medium danger). Proper shipping name: MOTOR SPIRIT or PETROL. WHAT THE OOW MUST KNOW: (1) CLASS 3 STOWAGE: "on deck or under deck" — typically stowed on deck or in a cargo space with mechanical ventilation; must not be stowed in accommodation spaces or engine room; (2) SEGREGATION: Class 3 must be segregated from: Class 1 (explosives) — "separated from"; Classes 2.1 (flammable gas), 4.1, 4.3 — "away from"; ignition sources; (3) IMDG CODE SPECIAL PROVISION: check the IMDG individual schedule for UN 1203 for special provisions, limited quantities, emergency procedures; (4) FLASHPOINT: motor spirit has a flashpoint below 23°C — extremely flammable vapour at normal temperatures; (5) BCSF (BC Safety of Flammable): vapour can accumulate in enclosed spaces — ventilation essential; (6) EMS (EMERGENCY SCHEDULES): EMS for UN 1203 provides fire and spillage procedures — F-E (fire) and S-E (spillage). These must be available on board; (7) DANGEROUS GOODS DECLARATION: the shipper must provide a Dangerous Goods Declaration. The OOW must check it is received and matches the container marking; (8) CONTAINER TRANSPORT DOCUMENT: all Class 3 containers must be correctly marked, labelled, and placarded (Class 3 flame label).

B. UN 1203 is a Class 8 corrosive liquid. It must be stowed away from foodstuffs and cannot be loaded in the same hold as Class 3 materials.

C. UN numbers are only required for air cargo. For sea transport, the cargo class number (e.g., "Class 3") is sufficient and UN numbers need not be declared.

D. Class 3 flammable liquids can be stowed in any cargo hold provided they are in sealed containers. No special ventilation or segregation requirements apply.

A. SOLAS VGM REQUIREMENT — MANDATORY CONTAINER WEIGHT VERIFICATION: SOLAS VI/2 Amendment (in force July 2016): it is PROHIBITED to load a packed container onto a vessel unless a Verified Gross Mass (VGM) has been provided by the shipper. THE VGM MUST BE: (1) Verified by the shipper (not estimated) — either by: METHOD 1: weighing the packed container; or METHOD 2: weighing all contents and adding tare weight; (2) Submitted to the master or agent before vessel departure; (3) Documented in the Shipping Document or a separate VGM document. OOW / MASTER ACTION IF VGM NOT PROVIDED: (1) The container CANNOT be loaded — SOLAS is absolute on this; (2) Inform the chief officer and master; (3) Container must be kept aside until VGM is provided by the shipper; (4) No exception — the vessel cannot accept the container without VGM regardless of commercial pressure; WHY VGM: misdeclared container weights (understated) have been a major factor in stack collapses and vessel losses. The MSC Napoli (2007) — container weight misdeclarations contributed to structural failure. The Deneb (1998) — fatal accident attributable in part to misdeclared container weights. VGM protects the vessel's stability calculations and cargo securing plans which depend on accurate weights.

B. The VGM is a shipper's administrative requirement only. The vessel can load the container and the master can estimate the weight from the container type for stability purposes.

C. The VGM may be provided up to 24 hours after the container is loaded. For port turnaround purposes, load the container and request VGM before the vessel departs.

D. VGM is only required for containers exceeding 14 tonnes gross weight. Containers below 14 tonnes may be loaded without a VGM under the SOLAS light freight exemption.