You are cargo watch officer during a passage with 24 reefer (refrigerated) containers on deck. What are your monitoring responsibilities?

A. REEFER CONTAINER MONITORING — OOW RESPONSIBILITIES: (1) REEFER MONITORING LOG: check all reefer containers at regular intervals — minimum every 6 hours (some company SMS require 4-hourly). Record in the reefer monitoring log: container number, set temperature, actual temperature, compressor running status, alarm status; (2) TEMPERATURE ALARMS: if a reefer temperature deviates from the set point — investigate immediately. Common causes: (a) Door seal failure; (b) Compressor fault; (c) Power supply failure; (d) Refrigerant leak; (3) POWER CONNECTION: verify all reefer containers are connected to ship's power and the shore power has been properly transferred at departure — a reefer disconnected from power at departure will defrost silently; (4) ALARM RESPONSE: if temperature rising in a reefer: contact ship's electrician or reefer technician; notify chief officer; contact the agent/shipper if temperature deviation is significant — cargo is at risk; (5) REEFER MANIFEST: keep an updated manifest showing: container number, commodity, required temperature, special requirements (modified atmosphere, humidity control); (6) DOCUMENTATION: log all temperature readings, alarms, and actions in the reefer log — this is a cargo claim document if cargo is damaged on arrival; (7) MEDICAL/PHARMACEUTICAL CARGO: reefers containing pharmaceuticals, blood, organs — report ANY deviation immediately regardless of magnitude.

B. Reefer containers are self-monitoring — the container's own alarm system will notify the vessel if temperature deviates. The OOW does not need to conduct rounds.

C. Reefer monitoring is the electrician's responsibility. The OOW only needs to be informed if a reefer temperature deviation cannot be corrected by the electrician within 2 hours.

D. Reefer containers on deck are the stevedore's responsibility until discharge. The vessel is only liable for temperature during port operations, not during sea passage.

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.