You are taking over the gangway/security watch in port. What are your specific responsibilities as the duty officer?

A. GANGWAY / SECURITY WATCH IN PORT — DUTY OFFICER RESPONSIBILITIES: (1) ISPS CODE: the vessel is in a port facility. ISPS requires the vessel to operate at a declared Maritime Security Level (MARSEC 1, 2, or 3). The duty officer must know the current MARSEC level and what measures apply; (2) ACCESS CONTROL: control all persons embarking and disembarking. Check ID of visitors — suppliers, surveyors, agents, contractors. Log all persons on board. No unauthorised persons allowed; (3) GANGWAY WATCH: a gangway watch person should be posted at the gangway (or the duty officer monitors if single-officer watch); check that the gangway is properly rigged, lit, and safe; (4) SAFETY: check that the gangway safety net is in place; ensure gangway is not slippery; (5) FIRE WATCH: while in port, fire watches may be required — especially if hot work is in progress. Coordinate with chief officer; (6) MOORINGS: check mooring lines regularly — in tidal ports, lines may need adjusting as the tide rises/falls. Rope gangways and accommodation ladders must also be adjusted; (7) DRAFT MARKS: read draft marks fore and aft at regular intervals if cargo is being worked; (8) POLLUTION WATCH: monitor for oil sheen in the water around the vessel — any discharge into port must be reported immediately; (9) PORT AUTHORITY: maintain VHF watch on port working channel; (10) EMERGENCY: know where the fire plan, muster list, and emergency contacts are. In any incident — call master first.

B. The gangway watch in port is purely a customs/immigration formality. The duty officer only needs to check passports of crew going ashore and does not need to monitor mooring lines or fire safety.

C. ISPS security measures are only required at MARSEC 2 and 3. At MARSEC 1, the normal port watch requires no security procedures.

D. The gangway watch is managed by the bosun. The duty officer only needs to be available in his cabin by phone for any problems the bosun cannot resolve.

A. PROPER LOOKOUT — RULE 5 PRACTICAL REQUIREMENTS: COLREG Rule 5: every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision. IN PRACTICE: (1) VISUAL: dedicated lookout person on watch — not the helmsman (who must watch the compass and not the horizon). In darkness, allow 20 minutes dark adaptation before lookout duty. Scan systematically — not just dead ahead; (2) HEARING: in restricted visibility — listen for fog signals from other vessels; in any conditions — listen for distress signals (flares, gunshots, horn signals, shouting from water); (3) RADAR: keep radar on and properly tuned — ARPA tracking active. Radar supplements but does not replace visual lookout; (4) AIS: monitor AIS display — be aware of other vessels' identities, courses, speeds. AIS complements radar; (5) VHF: monitor Ch 16 — NAVTEX for warnings; (6) NIGHT ORDERS: follow master's night orders on when to call; (7) NOT ACCEPTABLE: OOW alone on bridge in darkness — STCW Code A-VIII/2 Para 13 and 14 specify that a single OOW may keep watch only if ECDIS/radar is providing collision avoidance assistance AND the OOW can call additional lookout immediately; (8) STCW MINIMUM: many administrations (including UK MCA) require a second person available for lookout in restricted visibility.

B. A proper lookout means the OOW must be on the bridge at all times. The OOW watching from the bridge chair satisfies COLREG Rule 5 requirements.

C. RADAR and AIS together constitute "all available means" under Rule 5. Once ARPA is running, a dedicated human visual lookout is no longer required by COLREG.

D. Rule 5 applies only in restricted visibility. In clear weather with visibility over 5nm, the OOW alone satisfies proper lookout requirements.

A. MASTER'S STANDING ORDERS — INTERPRETATION AND ACTION: SITUATION: visibility 2.1nm and dropping — you are at the threshold. THE CORRECT INTERPRETATION: the spirit of the order is to ensure the master is called before restricted visibility operations become dangerous. A literal reading — "not yet 2nm so don't call" — misses the point. ACTIONS: (1) CALL THE MASTER: call now. The order says "if visibility drops below 2nm" — at 2.1nm dropping, visibility WILL be below 2nm within minutes. The spirit of the order requires calling at the threshold or before it is breached, not after; (2) PHRASE IT CORRECTLY: "Master, OOW. Visibility currently 2.1nm and dropping. Fog appears to be closing in. You asked to be called if visibility drops below 2nm — calling you now as we approach that threshold"; (3) CONCURRENTLY: sound fog signal (one prolonged blast every 2 minutes) — Rule 35 requires this as soon as visibility is restricted. Minimum requirement for sounding fog signals is when "visibility is restricted"; (4) REDUCE SPEED: consider speed reduction — call master and recommend; (5) EXTRA LOOKOUT: post additional lookout; (6) LOG: time, visibility, fog signals commenced, master called, time. STCW Rule: always err on the side of calling the master too early rather than too late. No master has ever disciplined an OOW for calling too early. Many OOWs have been disciplined (or worse) for calling too late.

B. Visibility is 2.1nm — above the 2nm threshold. Do not call the master until visibility actually reaches 2.0nm exactly as stated in the orders.

C. Ignore the night order visibility threshold — you are OOW and in command of the bridge. The master's orders are guidance only; they cannot override your professional judgement.

D. Start fog signals and reduce speed on your own authority. Call the master only when visibility reaches 1nm — this prevents unnecessary disturbance.