You are cargo watch officer during loading of bulk grain in a Mississippi River terminal. What are your ongoing responsibilities?

A. CARGO WATCH OOW responsibilities during bulk loading: (1) TRIM AND STABILITY: monitor the stability calculation at key loading stages — have the approved stability booklet loading sequence; check calculated trim vs actual draughts every 1-2 hours by reading the draft marks; if the trim or list deviates significantly, investigate; (2) HATCH SAFETY: ensure hatch covers are correctly opened and secured; confirm loading chute/conveyor is correctly positioned; no crew in the path of falling grain; (3) LOAD PLAN: follow the approved loading sequence — loading out of sequence can cause structural overloading of the hull (unacceptable still-water bending moment or shear force); have the stress calculation available; (4) DRAUGHT MONITORING: read all six draft marks hourly; confirm the vessel is not exceeding the applicable load line mark (here: Tropical or Tropical Fresh if on the Mississippi); (5) COMMUNICATIONS: maintain VHF communication with the terminal loading master; confirm loading rate and request adjustment if necessary; (6) TANK SOUNDINGS: take soundings of fuel, ballast, and water tanks per the deballasting plan — coordinate deballasting to maintain trim as cargo comes aboard; (7) WEATHER: if rain occurs — instruct terminal to pause loading (grain moisture content); (8) LOG: record cargo loaded tonnage per hatch per hour, trim readings, stability calculation stage.

B. During loading, the cargo watch officer only monitors the gangway. Cargo loading is the terminal's responsibility — the vessel only needs to receive the final tally.

C. Stability only needs to be checked at the start and end of loading. Intermediate monitoring is unnecessary if the terminal is following the approved cargo plan.

D. The loading plan cannot be changed once approved. If loading deviates from the plan, continue loading as is and note the deviation in the deck log.

A. OOW pilot boarding responsibilities: (1) PREPARE: ensure pilot boarding station is rigged correctly — pilot ladder complies with SOLAS V/23: secured to strong points, spreaders fitted if freeboard exceeds 9m, man-ropes rigged, deck lighting on, lifebuoy with light and line ready at the boarding position, officer present at the ladder foot; (2) COMMUNICATE: confirm ETA and pilot boarding position with the pilot station via VHF; confirm pilot ladder or combination ladder (helicopter?); (3) NIGHT PREPARATIONS: illuminate the ship's side at the pilot ladder; ensure the bridge has the pilot card prepared (vessel particulars, draught, GM, LOA, beam, manoeuvring data); (4) WHEN PILOT BOARDS: inform master immediately; note time of boarding in the deck log; pilot takes the conn — master retains command; OOW assists with communications (VHF Ch 12/16, calling tugs, relaying helm/engine orders), maintaining deck log, monitoring position on ECDIS/radar; (5) MASTER'S AUTHORITY: SOLAS V/34 — the pilot's presence does not relieve the master of responsibility for the safety of the vessel. If the pilot gives an order the OOW or master believes is unsafe, it must be challenged immediately.

B. Once the pilot boards, the OOW's role is complete. The pilot takes full legal responsibility and the OOW should leave the bridge until berthing is complete.

C. Pilot boarding is the bosun's responsibility. The OOW should remain on the bridge and not visit the pilot boarding station.

D. Once a compulsory pilot is aboard, the master's authority transfers to the pilot. The OOW should follow the pilot's orders as they would the master's.

A. ANCHORING procedure: (1) ANCHORAGE SELECTION: consult the chart, pilot book, and port authority instructions — identify designated anchorage areas; check charted depth (aim for 15-30m in most commercial anchoring); check seabed type (mud or sand preferred — better holding than rock); calculate swinging room (vessel length + scope × depth = minimum clear radius); check for nearby obstructions, pipelines, cables; confirm wind and tidal stream direction for the approach; (2) APPROACH: approach slowly, heading into the tidal stream (or wind if stream is negligible) to maintain steerage with minimum speed; stop the vessel when the bow anchor is over the intended dropping position; (3) LET GO: master's order — walk back the anchor to the surface, then let go; allow the vessel to drift/move astern slowly; pay out scope as the vessel moves back — ideally 5-7 × depth (or as instructed); (4) BEARING CROSS: take two or three compass bearings on fixed charted objects as the anchor runs out; this is the anchor bearing — the vessel's position when the anchor was dropped; monitor for dragging by comparing cross bearings or ECDIS position; (5) LOG: record time, position, depth, scope of cable, holding ground, and weather in the deck log.

B. Anchor in the shallowest water available to reduce cable scope needed. Shallow anchoring is always preferred as it reduces scope requirement.

C. Let go the anchor from full sea speed and allow the chain to run out freely — this buries the anchor deeper and provides better holding.

D. AIS tracking provides sufficient position monitoring when anchored. No fixed bearing cross checks are needed if the AIS position shows you are stationary.