Your trusted source for professional maritime news, global shipping updates, marine engineering insights, safety regulations, and navigation resources.
Your trusted source for professional maritime news, global shipping updates, marine engineering insights, safety regulations, and navigation resources.
Another merchant cargo vessel operating in the Black Sea has been caught in the ongoing conflict between Russia and Ukraine, resulting in the death of a Ukrainian seafarer.
The Mera Queen, a 5,195 DWT cargo vessel built in 2014, sails under the Guinea-Bissau flag and has an overall length of 91 meters. The vessel was reportedly operating on the Ukrainian grain corridor, preparing to load wheat for export when the attack occurred.
According to available information, the vessel was struck while sailing near the Port of Odesa during the night of August 5. The impact hit the ship’s hull, causing a fire on board. One Ukrainian seafarer lost their life, while three other crew members were injured and transported to a local hospital for medical treatment.
By the early hours of August 6, the crew had been safely evacuated, and the vessel was brought alongside the berth. Emergency teams and remaining personnel continued efforts to contain the fire and assess the extent of the damage.
Since the outbreak of the war, normal anchorage operations in the region have been severely disrupted. On the Ukrainian side, merchant vessels often remain close to port rather than waiting at traditional anchorage areas due to security concerns. On the Russian side of the Black Sea, ships are generally not permitted to anchor until shortly before their scheduled berthing time. These operational changes have become part of the new reality for commercial shipping in the conflict zone.
According to Ukrainian officials, this latest incident brings the reported number of seafarers killed in the Black Sea region since July to 24. Despite continued international concern over the safety of merchant shipping, the security situation remains highly volatile, with no lasting de-escalation measures ensuring safe passage for civilian vessels and their crews.
The incident serves as another reminder of the increasing risks faced by merchant seafarers operating in one of the world’s most dangerous maritime regions. As attacks continue, concerns are growing within the global shipping industry over the protection of civilian crews carrying essential cargo through the Black Sea.
Here is the third serie of our article of sea life if you want to start from beginning of the journey here and then for the second blog
Every milestone starts with a single step.
If you do not have the courage to start what you want, how can you ever become what you want to be?
Some of us dream of becoming a seaman. Others want to become an officer. Then, after becoming an officer, the next goal is often to become a captain. The same applies to engineers: starting as a third engineer and eventually becoming a chief engineer.
But when you finally become what you wanted to be, are you actually happy and satisfied?
Have you ever considered what you left behind, what you missed, and what you never got to see?
Is it only difficult for us to leave the people we love behind and go onboard, or are they also suffering silently without us?
There are millions of jobs in the world, so why do we choose to work onboard ships?
Are we weak or strong? Smart or foolish? Rich or poor?
Why Do People Choose a Life at Sea?
Since the beginning of my career, I have rarely seen a truly wealthy person working onboard.
Most of us come from ordinary or difficult backgrounds. We start working at sea because it offers something that many other jobs cannot: the opportunity to earn an above-average income and change our lives.
But what is the final destination?
Eventually, we will all die. Yet during our careers, many of us spend most of our time seeing only the sea and ships.
I recently met a safety officer in Fawley who told me about his life. He had worked at the terminal for more than 30 years. He started at the security gate and eventually became a safety officer before reaching retirement age.
He also told me about his brother-in-law, who built a successful business, sold it for millions, and started travelling around the world in a caravan.
Unfortunately, his brother-in-law has already passed away.
Now, this safety officer is planning to buy his own caravan and travel around the world.
The only difference between them was around ten years.
When you become wealthy, you may achieve your dreams 10 or 15 years earlier.
But eventually, death finds everyone.
What Are We Sacrificing to Work Onboard?
Okay.
If we are all going to die eventually, then why do we stay away from the people we love for so long?
At least 70% of seafarers probably start this career as a temporary 5–10 year project.
The plan is usually simple:
Work hard → earn money → buy a house → secure your future → leave the ships.
But somehow, many of us cannot escape.
Five years become ten.
Ten years become twenty.
During this time, your children grow up. Family members pass away. You miss weddings, birthdays, parties, meetings, and countless small moments that you can never get back.
And what do you earn in return?
Money.
You work hard and sacrifice part of your life for the people you love. You send your children to private schools, buy a nice car, purchase another house, and try to build wealth.
But sometimes you realise that you are collecting wealth instead of memories.
Even if you try to explain your life onboard to people ashore, they often cannot understand what you are talking about.
They do not know what a gangway is.
They do not understand the provision store, chipping and painting, cargo operations, watchkeeping, or what it feels like to spend months surrounded by the same steel walls.
At some point, you simply stop explaining.
You just continue living your life.
Life Onboard Is Not the Same Anymore
I am sure almost every seafarer had a dream before starting this career.
Some wanted to start a business.
Some wanted to build wealth and quit shipping.
Some simply wanted a decent and comfortable life.
But if you decide to become an officer between the ages of 20 and 30, you may spend around six years of your life onboard during your early career.
Six years onboard.
Think about that.
That is a significant part of your youth spent working at sea.
How many times did you actually go ashore?
How many times did you meet new people?
How many people you met during your voyages are you still in contact with today?
Older generations of seafarers were sometimes luckier in this regard.
Ships could stay in ports for weeks or even a month. Seafarers had time to explore the local area, meet people, build friendships, and sometimes even meet their future partners.
Today, the situation is very different.
For tankers and container ships, port stays can sometimes be only one or two days.
In some ports, shore leave is also restricted or difficult.
You may spend more than six months onboard, surrounded by steel, with very limited opportunities to experience the places you are actually travelling to.
So how do you enjoy the world when you barely have the opportunity to see it?
Your Mental Health Matters Onboard
Even if you have strong mental health, there can be a point where the pressure starts affecting you.
Loneliness, isolation, long working hours, separation from family, lack of shore leave, and repetitive routines can slowly become difficult to handle.
So what can keep a seafarer going?
One of the best answers is having a purpose.
Dreaming is good.
But dreaming can also be dangerous.
If you only dream about changing your life but never take action, eventually those dreams can become another source of frustration.
You start thinking:
“What if I had started earlier?”
“What if I had tried?”
“What if I had left the ship?”
That is why having a dream is not enough.
You need a plan.
What Should a Seafarer Do?
First of all, do your job properly.
Never forget that you are the most valuable thing you have.
There is an important principle in first aid: protect yourself first, because if you become unable to help, you cannot help anyone else.
The same principle applies to your career and your life.
Take care of yourself first.
Then write down your dreams.
Do not just keep them in your head.
Write them somewhere and start creating a realistic plan to achieve them.
Build Something Ashore
Since we work onboard, we cannot easily manage a traditional business from the ship.
That is why it is important to find trustworthy people ashore who can help you operate your business while you are onboard.
Try to stay involved, even when you are at sea.
And remember that being a seafarer gives you something very valuable: worldwide experience.
Use it.
For example, if you visit France and discover an amazing type of cake, learn how it is made.
If you want to open a café one day, perhaps you can bring that experience into your own business.
Every country you visit can teach you something.
Every port can give you an idea.
Every person you meet can potentially change your perspective.
Create an Income Outside Shipping
Another important goal for a seafarer can be building an income source outside the ship.
It could be a rental property, a small business, investments, or an online business.
The important thing is to build something that can continue generating income if you eventually decide to leave shipping.
Why?
Because when you leave the ships, your income can suddenly decrease.
And nobody wants to see their quality of life collapse after leaving a career they spent 10, 20, or 30 years building.
Sometimes people start seeing you only as the person who provides money.
Not as a husband.
Not as a brother.
Not as a friend.
Not as a relative.
Just as money.
And this is one of the saddest things that can happen after spending years working for your family.
Turn Your Skills Into a Business
Your experience onboard can also become an advantage ashore.
If you are a bosun, why not consider a hardware or marine equipment business?
If you are a donkeyman or an experienced engine-room worker, why not consider a welding equipment or technical supply business?
If you are an officer, your knowledge of shipping, logistics, safety, navigation, or cargo operations could potentially become the foundation of a business.
Try to connect your skills at sea with opportunities ashore.
You already have knowledge that many people do not have.
You just need to find a way to use it.
You Can Start From the Bottom
I have heard stories about people who started their careers onboard as stewards and eventually became shipowners with fleets of more than 20 vessels.
Whether every story is completely accurate or not, the principle remains the same:
Why not you?
You do not have to start with millions of dollars.
You do not need a perfect plan.
You need to take the first step.
Everything starts with a step.
Do not be afraid.
Do not be ashamed of starting small.
Do not think too small.
We work at sea and sometimes fight against waves that are more than 10 metres high.
If we can handle that, perhaps we can also handle the challenges of building a different life.
Start Small and Stay Consistent
Make your plan using small steps.
Then try to execute those steps safely and consistently.
If you feel that you do not belong on ships, that feeling may not disappear by itself.
I remember my first contract as a cadet.
I told myself:
“This job is not for me.”
Now I am a chief officer, and sometimes I still think the same thing.
The difference is that I never took serious action to change my situation.
I dreamed many times about leaving the ships, but I never really worked toward it.
If you are still young and already know that you do not want to spend your entire life at sea, take action early.
Do something that adds value to your life.
Do not only dream about it.
Wealth Does Not Always Mean Happiness
I have seen many able seamen who had more wealth than some officers and even captains.
Why?
Because when they started working, their families were not living a wealthy lifestyle.
Some came from villages or modest backgrounds.
They focused on saving and buying assets.
Meanwhile, some officers start earning a higher salary and immediately change their lifestyle.
A better car.
A bigger house.
More expensive holidays.
More spending.
Eventually, despite earning more money, they still cannot escape the ships.
Your salary does not make you wealthy.
What you do with your salary does.
What Is the Real Meaning of Life Onboard?
Life onboard a ship is not only about the sea, ships, cargo, watches, salaries, and contracts.
It is also about what you sacrifice to earn that money.
Every seafarer has a different story.
For some, working at sea is the best career they could have chosen.
For others, it is simply a way to reach another destination in life.
The important thing is knowing which one you are.
If you want to stay at sea for 30 years, there is nothing wrong with that.
If you want to become a captain, become the best captain you can be.
But if you want to leave shipping one day, do not spend 20 years only dreaming about it.
Start working toward it.
Because anyone can dream.
But only consistent action can turn a dream into reality.
Consistency is one of the most important things when achieving a dream.
Remember:
You cannot control how long you will live.
But you can control what you do with the time you have.
So take the first step.
And make it count.
Share Your Seafarer Story
Have you ever thought about leaving the ships?
What made you start working at sea?
What have you sacrificed during your seafarer career?
And if you eventually left shipping, what did you do after leaving?
If you have a story or experience you would like to share with other seafarers, send it to us through the contact section below or by email.
Your story might help another seafarer make a decision that changes their life.
The Oil Discharge Monitoring and Control System (ODME) is fitted on oil and chemical tankers for the purpose of monitoring and controlling the discharge of water mixed with oil. One of the main purposes of the system is to allow the controlled discharge of oily water and reduce the amount of slop remaining onboard.
MARPOL Requirements
According to Regulation 31 of MARPOL Annex I, all oil tankers of 150 gross tonnage and above must be fitted with an approved ODME system.
Chemical tankers carrying oil or oil-like substances covered under MARPOL Annex I are also subject to the same operational discharge and monitoring requirements.
The ODME system automatically monitors, records, and controls the discharge of oily water or ballast from cargo tank areas.
The main components of an ODME system are:
Oil Content Meter (OCM): Measures the oil concentration in the discharged water in parts per million (ppm).
Flow Meter: Measures the discharge flow rate.
Computing / Processing Unit: Calculates the instantaneous rate of discharge, records the necessary information, and uses data such as ship speed and position to control the system.
Overboard Control System: Controls the overboard and slop tank valves. If the discharge conditions are outside the permitted limits, the system automatically stops the overboard discharge and diverts the flow back to the slop tank.
Discharge Limits Outside Special Areas
An oil tanker may discharge oily mixtures or ballast from cargo tank areas into the sea outside Special Areas only when all the required conditions are fulfilled.
The main conditions are:
En Route: The tanker must be proceeding on a voyage.
Distance from Land: The tanker must be more than 50 nautical miles from the nearest land.
Instantaneous Rate of Discharge: The instantaneous rate of oil discharge must not exceed 30 litres of oil per nautical mile.
Total Quantity Limit: The total quantity of oil discharged into the sea must not exceed 1/30,000 of the total quantity of the particular cargo of which the residue formed a part, for tankers delivered after 31 December 1979.
Operational ODME: The vessel must have a fully operational ODME system and the required slop tank arrangement.
Special Areas
Discharge of oil or oily mixtures from cargo areas is generally prohibited within MARPOL Special Areas, such as the Antarctic, Mediterranean, Baltic and Red Seas, regardless of whether an ODME system is installed.
There are only limited exceptions, such as certain clean or segregated ballast conditions, depending on the applicable MARPOL requirements.
Data Recording and Retention
The ODME system must have a dedicated recording device that continuously records important information related to the discharge operation.
The recorded information includes:
Discharge rate in litres per nautical mile
Total quantity of oil discharged
Date and time
Geographical position
Printed or digitally stored records must be retained onboard for at least three years.
ODME Testing and Functional Checks
Like other important equipment onboard, the ODME system also requires regular testing and condition checks.This test procedure should be done under chief officer responsibilities.
Monthly functional tests should be carried out for the valves, system operation, and different alarm or operating conditions. The tests and relevant results should be recorded in the Oil Record Book Part II as required.
So, what exactly should be tested and what procedure should be followed?
On my vessel, we have an OILCON Mark 6M VAF ODME system, and in this article we will look at the test procedure for this particular equipment according to the manufacturer’s instructions.
Important: The following procedure is based on the equipment manufacturer’s instructions. Always follow the actual manufacturer’s manual and the vessel’s approved procedures when carrying out an ODME test.
Test and Check-Out Procedure
Before starting the test, there is one very important point.
Under no circumstances should the pump run without liquid.
The pump housing must first be filled with liquid. Otherwise, the pump can seize and become damaged.
Before carrying out a test, the person in charge should be familiar with the operation of the system and make sure that the following conditions are fulfilled:
Control air supply is ON.
Fresh water supply is ON.
Electrical supplies are ON.
Main Control Unit (MCU) is switched ON.
Electro-pneumatic unit is switched ON.
Starter box is switched ON.
All manual valves in the system are open.
Cargo pump is on standby.
Generally, if the vessel is operating in an area where the temperature does not normally fall below approximately 5°C, the air and fresh water supplies can normally be left open after joining the vessel. This avoids problems caused by frozen water in the lines or loss of air supply.
Once these supplies are closed, problems can occur later when the system is required to operate again, so it is better to keep them available when the vessel’s operating conditions allow it.
Functional Test Procedure
Proceed as follows.
1. Initial Setup
1. Turn the key switch to the CONTROL position.
2. Press the SETUP key to enter the setup mode.
3. Press the CHANGE key and then press the NEXT key until “TOTAL OIL LIMIT” is displayed.
4. Change the TOTAL OIL LIMIT to 40 litres.
5. Press the NEXT key to display “RESET OIL TOTAL”.
6. Change RESET OIL TOTAL to YES.
7. Press the NEXT key until “SHIP SPEED INDICATION” is selected. Use the + and – keys to change the ship speed to 15 knots.
8. Press the NEXT key until “FLOW RATE INPUT” is selected. Use the numeric keys to enter a flow rate of 250 m³/h.
9. Press the NEXT key until “OIL CONCENTRATION INDICATION” is selected. Use the numeric keys to enter an oil concentration of 100 ppm.
10. Press the OK key to enter the setup mode.
11. Press the FLUSH key. The system will not perform the normal flush sequence but will immediately go into IDLE mode.
12. Press the SAMPLE key to start the Sample mode.
13. Check the display on the MCU and make sure the information shown is correct.
Overboard Valve Operation
14. After approximately 20 seconds, the signal to open the overboard valve and close the slop tank valve will be given. This will be indicated on the MCU display.
15. Check that the valves have actually operated. On the MCU display, this should be indicated by the valve position changing from C (Closed) to O (Open).
16. Press the STOP key. The system will return to IDLE mode and the signal to close the overboard valve and open the slop tank valve will be given.
17. Check that the valves have actually operated.
High Flow Rate Alarm Test
18. Select the IDLE setup mode by pressing the CHANGE key.
19. Press the NEXT key until “FLOW RATE INPUT” is selected. Use the numeric keys to enter a flow rate of 2,000 m³/h.
20. Press the OK key and then the BACK key to return to IDLE mode.
21. Press the SAMPLE key to start the Sample mode.
22. Check the display on the MCU for correct information.
23. Select the Sample mode by pressing the SAMPLE key. Since the discharge rate is now set too high, the system should trigger an alarm.
The overboard discharge valve signal should not change from CLOSED to OPEN.
24. Press the ACK key to stop the alarm buzzer.
25. Press the STOP key to return to IDLE mode.
Total Oil Limit Test
26. Select the IDLE setup mode by pressing the CHANGE key.
27. Press the NEXT key until “FLOW RATE INPUT” is selected. Use the numeric keys to enter a flow rate of 1,000 m³/h.
28. Press the OK key and then the BACK key to enter IDLE mode.
29. Press the SAMPLE key to start the Sample mode.
30. Check the display on the MCU for correct information.
31. Select the Sample mode by pressing the SAMPLE key.
32. Press the SAMPLE key again to start the Sample mode.
33. Check the display on the MCU for correct information.
34. After approximately 2 minutes, the signal to open the overboard valve and close the slop tank valve will be given. This will be indicated on the display.
35. Check that the valves have actually operated. On the MCU display, the valve position should change from C to O.
36. The discharged oil quantity shown on the display as “TOTAL OIL” will increase.
Allow the simulated oil discharge to continue until it reaches 40 litres. At this point, the system should give the signal to close the overboard valve and open the slop tank valve, and an alarm should be triggered.
Practical Tip
If you do not want to wait for too long during the test, because this simulation can take around 20–25 minutes, you can increase the flow rate to maximum and reduce the ship speed to around 7 knots.
This will increase the calculated oil discharge rate, allowing the total oil limit to be reached faster. With this method, the alarm can normally be observed within a few minutes.
37. Check that the valves have actually operated.
38. Press the ACK key to stop the alarm buzzer.
39. Press the STOP key to return to IDLE mode.
40. Press the STOP key again to select the shutdown mode.
After the shutdown sequence has finished, the system should be in STANDBY mode.
Additional Detailed Test Procedure
The procedure below is taken from the manufacturer’s instruction manual and is more detailed.
For a normal monthly functional test, the procedure above should generally be sufficient for the required operational checks and recording in the Oil Record Book, subject to the vessel’s SMS and applicable requirements.
The more detailed procedure below may be carried out during annual service and maintenance or during other scheduled service intervals, depending on the equipment certificate and manufacturer’s requirements.
Detailed System Test
41. Press the SETUP key to enter the setup mode.
42. Press the CHANGE key and then press the NEXT key until “RESET OIL TOTAL” is displayed.
43. Change RESET OIL TOTAL to YES.
44. Press the NEXT key until “SHIP SPEED INDICATION” is selected. Use the + and – keys to change the ship speed to AUTOMATIC.
45. Press the NEXT key until “FLOW RATE INPUT” is selected. Use the numeric keys to change the flow rate to AUTOMATIC.
46. Press the NEXT key until “OIL CONCENTRATION INDICATION” is selected. Change the oil concentration indication to AUTOMATIC.
47. Use the numeric keys to enter an oil concentration of 400 ppm.
48. Press the OK key to enter the setup mode.
49. Press the FLUSH key. The system will now perform the flush sequence, which takes approximately 7 minutes. After the flush sequence has finished, the system will return to IDLE mode.
50. Check the display on the MCU for correct information.
Sample Pump and Sample Point Test
51. Start the cargo pump.
Note: The MCU will divert the flow into the slop tank.
52. Press the SAMPLE key to start sampling. Check that the ppm indication on the MCU is changing.
53. Press the STOP key to stop sampling and select IDLE mode.
54. Press the CHANGE key to select the IDLE setup mode.
55. Press the CHANGE key to select the SAMPLE POINT. Use the + and – keys to change to the next sample point.
56. Press the OK key and then the BACK key to return to IDLE mode.
57. Press the SAMPLE key to start sampling.
Check the following:
The correct sample point is indicated on the MCU.
The correct sample probe is selected.
58. Repeat steps 52 to 57 for each sample point.
59. Press the STOP key to stop sampling and select IDLE mode.
Oil Type Selection Test
60. Press the CHANGE key to select the IDLE setup mode.
61. Press the CHANGE key and then press the NEXT key until “OIL TYPE” is displayed.
62. Use the + and – keys to select the next oil type.
63. Press the OK key and then the BACK key to return to IDLE mode.
64. Check that the correct oil type is indicated on the MCU.
65. Repeat steps 60 to 63 for each available oil type.
Window Wash Test
66. Press the SAMPLE key to select the Sample mode.
67. Press the W WASH key to select the Window Wash mode.
68. After the W WASH key is pressed, the system will initiate a manual window wash sequence to keep the detector cell in good condition.
The display should indicate WINDOW WASH.
Manual Flush and No Flow Alarm Test
69. Press the SAMPLE key to select the Sample mode.
70. Press the FLUSH key to select the manual flush mode.
Check the following:
Valve V10 opens for approximately 2 minutes.
The oil content indication on the MCU reads zero.
71. Test the NO FLOW alarm by manually closing the sample inlet valve on the skid assembly.
Check that the sample pump stops after approximately 2 minutes.
Re-open the sample inlet valve after the test.
72. Check that ship speed, flow rate, and oil content are all displayed on the MCU.
Wait for the overboard discharge valve to open.
Regulate the cargo pump speed and back pressure to obtain a flow rate equivalent to approximately 50% of the rated capacity of the flowmeter.
Underrange Alarm Test
73. Test the underrange alarm by reducing the flow.
Close the overboard valve. The recirculating valve should open.
Increase the discharge flow and press ALARM RESET.
Then press STOP RESET.
Self-Test
74. Press the SELFTEST key to select the self-test mode.
Follow the instructions shown on the MCU display to perform the self-test.
The following should occur:
The display should indicate 500 ppm.
The audible alarm should sound.
75. Press the BACK key to return to Sample mode.
76. Press the STOP key to select IDLE mode.
Manual Valve Control Test
77. Turn the key switch on the MCU to the CONSOLE position and check the manual control of the overboard discharge valve and slop tank valve from the cargo control console.
78. Turn the key switch on the MCU to the CONTROL position and check that manual control of both the overboard discharge valve and slop tank valve from the cargo control console is not possible.
Shutdown and Flushing Cycle
79. Press the STOP key to select the shutdown mode.
Check the operation of the shutdown flushing cycle as follows:
Valve V10 and valve V11 open.
The sample pump runs.
After approximately 2 minutes, valve V11 should close.
The window wash pump should operate for approximately 12 seconds.
After a further 2 minutes, valve V10 should close and the pump should stop.
The system should now be in STANDBY mode.
80. Finally, inspect the complete system for any evidence of leakage.
During a monthly functional test, the main purpose is to confirm that the ODME system, valves, alarms, sampling system, and automatic stopping/diverting functions are operating correctly.
Always carry out the test according to the manufacturer’s manual, the vessel’s SMS, and the applicable MARPOL requirements.
For the OILCON Mark 6M VAF system, the procedure above gives a practical example of how the system can be checked under different simulated operating conditions, including high flow, total oil limit, sampling, no-flow alarm, underrange alarm, self-test, valve operation, window washing, and shutdown flushing.
Featured Maritime Insights & Industry Knowledge
Explore the latest maritime news, professional guidance, safety practices, engineering insights, navigation tips, and industry trends designed to support seafarers and maritime professionals worldwide. Stay updated with expert knowledge, real-world experiences, and valuable resources from the global maritime community.
Safety is the foundation of successful maritime operations. This episode explores important safety principles followed by professional seafarers, including risk assessment, teamwork, communication, and emergency response procedures.
Industry professionals share their experiences and explain how strong safety awareness helps protect crews, vessels, and the marine environment.
Machinery failures can create serious challenges for ship operations, affecting safety, efficiency, and voyage schedules. Effective maintenance planning is essential to minimize risks and maintain reliable vessel performance.
Regular inspections, condition monitoring, proper lubrication, and timely replacement of worn components help prevent unexpected breakdowns. Modern vessels also use digital monitoring systems and predictive maintenance technologies to identify potential problems early.
Marine engineers play a key role in preventing failures by analyzing equipment performance and following manufacturer guidelines and safety procedures.
By combining skilled engineering practices with modern technology, shipping companies can improve reliability, reduce operational costs, and create safer working environments onboard.
Artificial Intelligence (AI) is becoming one of the most influential technologies shaping the future of the shipping industry. From improving vessel safety to optimizing operational efficiency, AI solutions are helping maritime companies make smarter decisions.
Modern ships are using AI-powered systems to analyze large amounts of operational data, monitor equipment performance, predict maintenance requirements, and improve fuel efficiency. These technologies help reduce downtime and enhance overall vessel reliability.
AI is also supporting advanced navigation systems by assisting crews with route optimization, weather analysis, and collision avoidance. By combining human expertise with intelligent technology, shipping operations can become safer and more efficient.
As the maritime industry continues its digital transformation, artificial intelligence will play an important role in creating smarter, safer, and more sustainable shipping solutions.
Becoming a deck officer is a rewarding career choice for individuals interested in navigation, leadership, and life at sea. Deck officers play a vital role in vessel operations, ensuring safe navigation, cargo management, and compliance with international maritime regulations.
The journey typically begins with maritime education and training at an approved maritime academy. Aspiring officers must develop knowledge in navigation, ship handling, safety procedures, communication systems, and marine regulations.
After completing academic training, cadets gain practical experience through onboard sea service. This hands-on experience helps them understand real-world ship operations and prepare for professional certification examinations.
A successful deck officer requires strong decision-making abilities, teamwork, leadership skills, and commitment to continuous learning. With experience and further qualifications, officers can progress to senior positions such as Chief Officer and Master Mariner.
Access comprehensive reports covering ship accidents, groundings, collisions, engine failures, fires, pollution incidents, and rescue operations from around the world. Each article provides factual information, official investigation updates, safety lessons, and industry analysis to help maritime professionals understand the causes of incidents and improve operational safety at sea.
Stay informed with the latest developments from the global shipping industry. Explore breaking news on container shipping, bulk carriers, tanker operations, ports, logistics, freight markets, vessel technology, and international trade. Our coverage helps seafarers, ship managers, maritime professionals, and industry enthusiasts understand the events shaping commercial shipping across the world’s oceans.
Trusted Maritime Insights Worldwide
Explore reliable maritime information powered by global coverage, expert analysis, and daily industry updates designed for seafarers, professionals, and maritime enthusiasts.
Maritime News Articles
Latest updates covering shipping, ports, marine technology, and industry developments.
Industry Reports
Professional reports, analysis, and resources for maritime professionals.
Countries Covered
Global maritime news and insights from major shipping regions worldwide.
Continuous Updates
Stay informed with regular maritime updates and breaking industry news.
Two Greek-managed crude oil tankers were reportedly struck in separate drone-related incidents near Russia’s Black Sea port of Novorossiysk, raising fresh concerns over the safety of commercial shipping operating in the region. Fortunately, no injuries or pollution have been reported in either incident.
Despite ongoing international sanctions against Russia, crude oil loading operations continue at several export terminals. Some oil producers remain outside the scope of certain sanctions, allowing international tanker traffic to continue under existing regulations.
Nissos Sifnos Damaged While Loading at CPC Terminal
The first incident involved the Marshall Islands-flagged crude oil tanker Nissos Sifnos, managed by the Greek shipping company Dynacom Tankers Management.
According to preliminary reports, the vessel was alongside the Caspian Pipeline Consortium (CPC) offshore terminal near Novorossiysk when a drone struck the ship in the vicinity of the cargo manifold during loading operations.
The resulting fire was quickly extinguished through the combined efforts of the vessel’s crew and terminal emergency teams. Authorities reported no injuries, no oil spill, and no environmental pollution.
Loading operations were subsequently suspended while the vessel underwent structural and safety inspections.
The cargo was reported to originate from Tengizchevroil, a Kazakhstan-based oil venture in which US energy company Chevron is one of the major shareholders.
Marathi Also Reportedly Targeted
A second Dynacom-managed tanker, Marathi, was reportedly involved in a separate incident approximately 6 nautical miles (around 10 km) from the CPC terminal while proceeding to load cargo.
Initial information indicates that the vessel sustained limited damage. The Caspian Pipeline Consortium confirmed the incident but did not provide details regarding the extent of the damage.
No injuries among the crew or pollution have been reported. The vessel’s current operational status remains under assessment.
Security Risks Continue for Commercial Shipping
The latest incidents highlight the growing security risks facing merchant vessels operating in the Black Sea as the conflict between Russia and Ukraine continues along with Strait of Hormuz conflict.
Although commercial shipping remains active in the region, attacks involving drones and missiles continue to pose significant threats to civilian vessels and seafarers. In many cases, merchant crews find themselves operating in high-risk waters despite having no involvement in the ongoing conflict.
Dynacom Tankers Also Involved in Earlier Hormuz Strait Incidents
The Black Sea incidents come only weeks after Dynacom Tankers was involved in separate security incidents in the Middle East.
Two vessels managed by the Greek shipping company, Kavomaleas and Acheloos, were struck by projectiles while transiting near the Strait of Hormuz off the coast of Oman.
According to Dynacom Tankers, all crew members on both vessels were safely accounted for. The master of Kavomaleas ordered the crew to evacuate after onboard fire suppression systems were activated, and Omani authorities later transferred the seafarers safely ashore. The Acheloos also sustained damage but proceeded to a safe anchorage for inspections. No pollution was reported in either incident.
Calculation is the most important part for chief officer however not the hardest one anymore
Oil tankers are designed to carry different types of petroleum products, including gasoline, fuel oil, Jet A-1, diesel, vacuum gasoil (VGO), heavy fuel oil, and many other clean and dirty petroleum products. The cargoes a particular tanker can carry depend on the vessel’s Certificate of Fitness, approved cargo list, and applicable regulations.
Once the voyage order is received, the cargo quantity is generally given in metric tonnes (MT). This is a measurement of mass. However, a tanker also has a limited tank volume, normally expressed in cubic metres (m³). Therefore, before loading, we need to make sure that the required cargo quantity will physically fit inside the available tanks.
This is where density, volume, and temperature become very important.
1. The Relationship Between Mass, Volume, and Density
The basic formula is:
Density = Mass / Volume
Therefore:
Volume = Mass / Density
If we know the cargo mass and density, we can calculate the approximate volume required and compare it with the available tank capacity.
Example: Checking Tank Capacity
Suppose tank 2P has a capacity of 2,675 m³, according to the vessel’s tank plan.
The voyage order requires:
Cargo quantity: 2,500 MT
Cargo density: 0.91 t/m³
Tank capacity: 2,675 m³
First, calculate the required volume:
Volume = Mass / Density
Volume = 2,500 / 0.91
Volume = 2,747 m³
The required volume is approximately 2,747 m³, but the tank capacity is only 2,675 m³.
Therefore, the cargo cannot fit into the tank at this quantity. The quantity must be reduced or additional suitable tank capacity must be used.
Important: This is only a basic calculation. Actual cargo planning must also consider tank restrictions, maximum filling limits, temperature, trim, stability, strength, segregation, free-water content, and the vessel’s approved loading computer/calculation procedures.
2. Why Density and Temperature Are Important
When calculating cargo capacity on an oil tanker, two of the most important factors are:
Cargo density
Cargo temperature
These factors directly affect the volume occupied by the cargo.
For example, a high-density product occupies less volume for the same mass than a low-density product.
A simple way to understand this is:
1 MT of a high-density product → relatively small volume
1 MT of a low-density product → relatively large volume
Temperature is also important because petroleum products expand when their temperature increases. This means that a cargo loaded at a relatively low temperature can occupy a larger volume after it is heated during the voyage.
This is one of the reasons why a vessel may have enough deadweight capacity to carry a particular cargo but still not have enough available tank volume.
3. Manual Cargo Calculation — Step by Step
Modern oil tankers normally have an approved loading computer or loading calculation system. The officer can enter the intended cargo quantities, densities, temperatures, and tank allocations, and the system calculates the corresponding volumes and checks various loading conditions.
However, every deck officer involved in cargo operations should understand the basic principles behind these calculations.
Let’s take a simple example.
Step 1 — Receive the Voyage Order
Suppose the voyage order is:
Load 30,000 MT of fuel oil
The vessel’s DWT is approximately:
30,000 MT
At first glance, it may appear that the vessel can load the entire 30,000 MT.
However, the DWT cannot simply be treated as cargo capacity.
Step 2 — Check Bunkers and Fresh Water
Before loading cargo, check whether the vessel will receive or already has bunkers, fresh water, stores, and other weights that need to be considered.
For example:
Bunkers + fresh water = 500 MT
Therefore:
30,000 − 500 = 29,500 MT
The vessel can theoretically carry approximately 29,500 MT after allowing for these weights, before considering the vessel’s constant and other loading restrictions.
Step 3 — Consider the Ship’s Constant
The ship’s constant represents the difference between the vessel’s calculated lightweight and its actual lightweight and can include items such as accumulated stores, spare parts, equipment, and other variable weights.
Suppose the ship’s constant used for the calculation is:
2,500 MT
Then:
29,500 − 2,500 = 27,000 MT
Therefore, based purely on this simplified weight calculation, the maximum cargo intake would be approximately:
27,000 MT
This example shows why a vessel with a nominal DWT of 30,000 MT cannot necessarily load 30,000 MT of cargo.
The actual cargo intake depends on the vessel’s loading condition and the weights of all other items onboard.
4. Do You Have Enough Tank Volume?
Now we know that the vessel has enough weight capacity for 27,000 MT.
But another question remains:
Do we have enough volume to physically contain the cargo?
This is where cargo density becomes important.
For example, imagine two different materials:
1 kg of iron
1 kg of cotton
They have the same mass, but the cotton occupies much more space because it has a lower density.
The same principle applies to petroleum products.
Therefore, when preparing the cargo stowage plan, you need the cargo density to convert the ordered cargo quantity from metric tonnes into volume.
For example:
Cargo quantity = 27,000 MT
Cargo density = 1.000 t/m³
Then:
Volume = 27,000 / 1.000 = 27,000 m³
You can then compare this volume with the available cargo tank capacity.
5. The Effect of Temperature
There is another important factor: temperature.
Petroleum products expand as their temperature increases.
For example, a cargo loaded at a relatively low temperature may occupy one volume during loading. If the cargo is subsequently heated, its volume will increase.
This is particularly important for products such as fuel oil, which may require heating during loading, discharge, or the voyage.
To account for the effect of temperature, the industry uses a Volume Correction Factor (VCF).
VCF is used to convert the observed volume of petroleum cargo at its current temperature to a reference temperature, commonly 15°C for metric calculations under the applicable standard.
The appropriate VCF is obtained from the applicable ASTM/API petroleum measurement tables or from the vessel’s approved loading computer.
The exact factor depends on the cargo’s density and temperature, so it should not be guessed.
6. What Happens When the Surveyor Comes Onboard?
Imagine you have prepared your cargo plan and arrive at the loading port.
The terminal and cargo surveyor inform you:
“The vessel will load 25,000 MT.”
Now the calculation becomes more important because the cargo temperature can change during the loading operation.
The cargo may enter the tanks at one temperature and gradually become warmer or cooler during loading.
Therefore, the volume observed in the tank can change even though the actual mass of cargo has not changed.
This is why officers should understand the terminology used by the loading computer and cargo surveyors.
Some of the most important terms are:
TOV — Total Observed Volume
GOV — Gross Observed Volume
GSV — Gross Standard Volume
VCF — Volume Correction Factor
VEF — Vessel Experience Factor
Density in VAC
Density in AIR
Let’s look at these one by one.
7. What Is TOV?
TOV means Total Observed Volume.
It is the total volume observed in the cargo tank at the measured temperature and includes the contents measured in the tank before deductions such as free water.
In simple terms:
TOV = Total volume observed in the tank
TOV is an important figure during cargo operations because tank levels and volumes are monitored during loading and discharge.
For example, if the loading computer shows a certain TOV, the officer can use the information together with the loading rate to monitor the operation and estimate the Estimated Time of Completion (ETC).
8. What Is GOV?
GOV means Gross Observed Volume.
GOV is obtained after deducting the measured free water and sediment, where applicable, from the TOV.
A simplified representation is:
GOV = TOV − Free Water and Sediment
For example:
TOV = 20,000 m³
Free water = 2,000 m³
Therefore:
GOV = 20,000 − 2,000
GOV = 18,000 m³
This means that the observed volume attributable to the oil/product is 18,000 m³.
The exact measurement procedure depends on the cargo, terminal, survey method, and applicable petroleum measurement standard.
9. What Is GSV?
GSV means Gross Standard Volume.
Petroleum products have different volumes at different temperatures. Therefore, to compare and calculate cargo quantities consistently, the observed volume is corrected to a standard reference temperature.
For metric petroleum calculations, this is commonly 15°C.
The correction is made using the Volume Correction Factor (VCF).
The basic relationship is:
GSV = GOV × VCF
Let’s use an example.
Suppose:
GOV = 18,000 m³
Cargo temperature = 60°C
VCF = 0.9676
Then:
GSV = 18,000 × 0.9676
GSV = 17,416.8 m³
Therefore, the Gross Standard Volume is approximately:
17,417 m³ at 15°C
The VCF in this example is only for illustration. The actual VCF must be obtained from the applicable ASTM/API tables or the approved loading computer using the correct cargo density and temperature.
10. From GSV to Metric Tonnes
Once we have the GSV, we can calculate the cargo mass.
Suppose the cargo density at the reference condition is:
0.9158 t/m³
Then:
Mass = GSV × Density
Therefore:
Mass = 17,416.8 × 0.9158
Mass ≈ 15,950 MT
So the calculation becomes:
TOV → Deduct Free Water → GOV → Apply VCF → GSV → Apply Density → Metric Tonnes
Using our example:
Calculation
Result
TOV
20,000 m³
Less free water
2,000 m³
GOV
18,000 m³
VCF
0.9676
GSV
17,416.8 m³
Density
0.9158 t/m³
Cargo mass
≈ 15,950 MT
This is the basic calculation chain used to convert an observed cargo volume into a standard volume and then into mass.
11. Density in VAC and Density in AIR
Another point that can sometimes cause confusion during cargo operations is the difference between density in vacuum (VAC) and density in air.
Petroleum cargo densities are commonly reported by surveyors at the reference temperature and under a specified basis, often referred to as density in vacuum (VAC).
If a calculation specifically requires density in air, the appropriate conversion should be made according to the applicable measurement standard or the vessel’s approved calculation system.
For a simplified example, if the density is given as:
Density in VAC = 0.9158
and the applicable conversion requires subtracting 0.0011:
Density in AIR = 0.9158 − 0.0011
Density in AIR = 0.9147
Then:
GSV × Density in VAC → Metric tonnes in vacuum
while:
GSV × Density in AIR → Metric tonnes in air
Using our example:
17,416.8 × 0.9158 ≈ 15,950 MT
while:
17,416.8 × 0.9147 ≈ 15,931 MT
However, the exact conversion should always follow the applicable ASTM/API standard and the requirements of the terminal, surveyor, charterer, and bill of lading calculation.
12. What Is VEF?
You may also see VEF, which means Vessel Experience Factor.
VEF is used in petroleum measurement to account for the vessel’s historical measurement performance compared with shore measurements.
It is calculated from qualifying historical vessel and shore figures according to the applicable industry standard.
VEF is therefore not a volume correction factor and should not be confused with VCF.
In simple terms:
VCF → Corrects volume for temperature and density/reference conditions.
VEF → Accounts for the vessel’s historical measurement experience when applicable.
13. Why Understanding the Loading Computer Is Important
Modern loading computers make cargo calculations much easier.
Usually, you enter information such as:
Cargo quantity
Cargo density
Cargo temperature
Tank allocation
Free water, where applicable
Loading condition
The system can then calculate:
Tank volume
Filling percentage
TOV
GOV
GSV
VCF
Cargo weight
Drafts
Trim
Stability
Shear forces
Bending moments
However, using a loading computer does not mean that the officer should simply trust the numbers without understanding them.
If a surveyor, terminal representative, or loading master asks:
“How did you arrive at this figure?”
you should understand what each number represents.
A good officer should be able to follow the calculation from tank measurement → observed volume → corrected volume → density → cargo mass.
14. The Basic Cargo Calculation Flow
The entire process can be simplified into the following sequence:
1. Receive the cargo order
Determine the required cargo quantity in MT.
↓
2. Check the vessel’s weight capacity
Consider DWT, bunkers, fresh water, stores, constant, ballast, and other weights.
↓
3. Check cargo density
Use the correct density supplied by the terminal, charterer, surveyor, or cargo documentation.
↓
4. Convert mass to volume
Volume = Mass / Density
↓
5. Check tank capacity
Make sure the required volume fits within the available and permitted tank capacity.
↓
6. Consider cargo temperature
Determine how temperature affects the cargo volume.
↓
7. Apply the appropriate VCF
Convert the observed volume to the applicable reference temperature.
↓
8. Determine GSV
GSV = GOV × VCF
↓
9. Calculate cargo mass
Mass = GSV × Density
↓
10. Verify the final figures
Check the loading computer, cargo plan, stability, strength, tank limits, terminal requirements, and surveyor’s calculations before finalizing the cargo quantity.
To Sum Up
Cargo calculation on an oil tanker is much more than simply dividing metric tonnes by density.
A proper cargo calculation requires an understanding of mass, volume, density, temperature, tank capacity, VCF, TOV, GOV, GSV, VEF, and the applicable measurement standards.
The most important concept to remember is that mass and volume are not the same thing.
A vessel may have enough deadweight capacity for a cargo but still be unable to load the full quantity because the cargo occupies too much tank volume.
Similarly, a cargo may fit during loading but require careful temperature and filling-limit considerations if it is heated afterward.
Modern loading computers perform most of these calculations automatically, but the officer responsible for cargo operations should still understand the principles behind the figures.
Ultimately, accurate cargo calculations help prevent overfilling, cargo shortage claims, incorrect documentation, and unsafe loading conditions.
Important: The examples in this article are simplified for educational purposes. Actual cargo calculations should always be performed using the vessel’s approved loading computer, applicable ASTM/API petroleum measurement standards, cargo documentation, terminal requirements, and company procedures. Never rely on an illustrative VCF or density conversion as an operational value.
The Chief Officer, also known as the Chief Mate, is the senior deck officer and second-in-command on a merchant ship.
While the Master has overall command and ultimate responsibility for the safety and security of the vessel, the Chief Officer is heavily involved in the ship’s day-to-day deck operations. Cargo handling, deck maintenance, crew supervision, training, safety, inspections and many aspects of shipboard planning fall within the Chief Officer’s area of responsibility.
On tankers, the role becomes even more demanding because cargo operations involve dangerous and sometimes highly toxic products, complex tank systems, inert gas, cargo pumps, tank cleaning, gas monitoring and strict safety procedures.
The international STCW framework defines the Chief Mate role at the management level and requires competence in areas including navigation, cargo handling and stowage, ship operations, maintenance and repair. It also requires a Chief Mate to be capable of assuming the Master’s responsibilities when necessary.
But what does a Chief Officer actually do during a normal day onboard?
The answer is much more than simply supervising the deck crew.
Who Is the Chief Officer?
The Chief Officer is the senior deck officer immediately below the Master in the ship’s command structure.
A simple way to understand the position is this:
The Master has overall command of the ship, while the Chief Officer manages a major part of the vessel’s daily deck, cargo, maintenance and safety operations.
The Chief Officer normally coordinates the deck department and works closely with the Master, Second Officer, Third Officer, Bosun, Able Seafarers and other crew members.
The position also carries significant responsibility for cargo operations. Under the STCW management-level standards, Chief Mates must be competent to plan and ensure safe loading, stowage, securing, care during the voyage and unloading of cargo.
On a tanker, this can involve thousands or tens of thousands of tonnes of petroleum or chemical cargo.
That means a Chief Officer must understand not only how to operate equipment, but also how cargo operations affect:
Ship stability
Hull stress
Trim and draft
Tank pressure
Cargo temperature
Cargo segregation
Pollution prevention
Personnel safety
Terminal requirements
Loading and discharge rates
What Does a Chief Officer Do?
The exact responsibilities vary according to the ship type, company procedures, Safety Management System (SMS), flag-state requirements and the vessel’s equipment.
However, the Chief Officer commonly has responsibility for the following areas.
1. Cargo Operations
Cargo operations are among the most important responsibilities of a Chief Officer.
Depending on the vessel, this can include:
Cargo planning
Loading and discharge
Ballasting and deballasting
Cargo tank monitoring
Cargo pump operations
Tank cleaning
Cargo line and valve management
Cargo temperature monitoring
Cargo documentation
Communication with terminals
Coordination with cargo surveyors
Cargo calculations
Stability and stress considerations
On tankers, cargo planning must also consider segregation requirements, cargo compatibility, tank condition, inert gas requirements and the vessel’s maximum permissible loading conditions.
The STCW Code specifically requires management-level competence in planning and executing cargo operations safely and in accordance with applicable regulations and procedures.
2. Deck Maintenance
The Chief Officer is normally responsible for planning and supervising maintenance of the vessel’s hull, deck machinery, cargo equipment and associated systems.
This doesn’t mean the Chief Officer personally repairs every piece of equipment.
Instead, the Chief Officer plans the work, assigns responsibilities, supervises the crew, checks the condition of equipment and ensures that maintenance is properly recorded in the vessel’s Planned Maintenance System (PMS).
A routine maintenance program may include inspections of:
Pilot ladders
Mooring ropes
Mooring winches
Windlasses
Anchors and cables
Cargo cranes
Cargo hoses and connections
Cargo pipelines
Cargo valves
Tank cleaning systems
Cargo pumps
Tank monitoring equipment
Tank coatings
Ballast tanks
Deck fittings
Safety equipment
3. Crew Management and Training
A Chief Officer is also a manager.
The deck crew needs clear instructions about what has to be done, how it should be done and what safety precautions are required.
The Chief Officer may organize:
Daily deck work
Maintenance teams
Cargo operation teams
Mooring operations
Tank cleaning teams
Safety drills
Familiarization
Training for junior officers and ratings
Toolbox meetings
Risk assessments and work permits
Good leadership is extremely important.
A Chief Officer who knows everything technically but cannot communicate clearly with the crew can still create serious operational problems.
4. Safety and Accident Prevention
Safety is integrated into almost everything a Chief Officer does.
The Chief Officer may be involved in:
Risk assessments
Permit-to-work systems
Enclosed-space entry
Hot work
Working aloft
Mooring safety
Cargo safety
Tank cleaning safety
Gas testing
Emergency preparedness
Near-miss reporting
Accident investigation
Corrective actions
The Chief Officer also needs to keep the Master informed about important operational issues, deficiencies, accidents, near misses, cargo problems and safety concerns.
5. Ship Security
On many merchant ships, the Chief Officer may also be designated as the Ship Security Officer (SSO), depending on the company’s organization and the vessel’s approved security arrangements.
The ISPS Code requires ships to have appropriate security officers and personnel, but the appointment of the SSO is a company/flag-state matter rather than a universal requirement that the Chief Officer must hold the position. The Master retains ultimate responsibility for ship safety and security.
Security-related duties can include:
Controlling access to the vessel
Monitoring visitors
Checking identification
Stowaway prevention
Security rounds
Security drills
Searches when required
Implementing the Ship Security Plan
Reporting security incidents
What Does a Chief Officer Do on an Oil or Chemical Tanker?
The tanker environment makes the Chief Officer’s job particularly technical.
An oil or chemical tanker can have sophisticated cargo systems that need continuous monitoring and maintenance.
Here are some examples of the equipment and systems a Chief Officer may be responsible for supervising.
Pilot Ladder Inspection
Pilot ladders are critical equipment because pilots may use them when boarding or leaving the vessel.
They are exposed to seawater, weather and mechanical wear, so their condition must be regularly inspected according to applicable requirements and company procedures.
The Chief Officer may check:
Steps
Side ropes
Spreader arrangements
Fastenings
Chafing
General deterioration
A damaged pilot ladder is not something that can simply be ignored until the next port.
Cargo Cranes
Many tankers have deck cranes for handling cargo hoses, provisions, stores, equipment and other heavy items.
The Chief Officer may supervise inspections of:
Hydraulic systems
Oil leakage
Wire ropes
Limit switches
Hooks
Greasing
Brakes
General structural condition
The exact equipment varies between vessels, so the inspection requirements should follow the manufacturer’s instructions, PMS and company procedures.
PV Breaker and Tank Pressure Systems
On oil tankers, pressure/vacuum protection is a critical part of safe cargo operations.
The Chief Officer needs to ensure that relevant pressure/vacuum protection systems are maintained and operational according to the vessel’s procedures.
Depending on the vessel’s design, this may involve monitoring liquid levels in a PV breaker and checking associated valves and systems.
These systems are particularly important because cargo tanks must be protected from excessive pressure or vacuum during loading, discharge and other operations.
Inert Gas System
Many oil tankers use an inert gas system to reduce oxygen concentration and prevent the formation of a flammable atmosphere inside cargo tanks.
The Chief Officer is closely involved in monitoring the system during cargo operations.
This can include:
Inert gas pressure
Oxygen content
Tank pressure
Deck water seal or equivalent protection
Non-return arrangements
Inert gas main valves
Alarms and shutdowns
The exact system configuration depends on the vessel.
Cargo Tank Monitoring Systems
Modern tankers normally use fixed tank monitoring equipment to measure cargo levels and other parameters.
The Chief Officer relies on this information during:
Loading
Discharging
Cargo calculations
Stability calculations
Cargo monitoring
Tank inspections
The fixed equipment may be supplemented by portable instruments, such as an approved UTI, depending on the vessel and terminal requirements.
Emergency Bilge or Suction Arrangements
On vessels fitted with a pump room, emergency suction arrangements can be an important part of the ship’s emergency preparedness.
These systems need to be maintained and tested according to the ship’s PMS and procedures.
The Chief Officer needs to know where these systems are located, how they operate and how they would be used during an emergency.
Tank Cleaning
Tank cleaning is another major responsibility on tankers.
A fixed tank cleaning system can use seawater or fresh water supplied through a pump and delivered to tank cleaning machines.
Depending on the cargo and cleaning procedure, hot water may be required.
Some vessels therefore have tank cleaning heaters that use steam from the ship’s boiler system to heat the cleaning water before it reaches the tank cleaning machines.
The Chief Officer has to consider:
Previous cargo
Next cargo
Tank coating compatibility
Cleaning temperature
Cleaning chemicals
Washing duration
Sludge generation
Ventilation
Gas measurements
MARPOL requirements
Crew safety
Tank cleaning is not simply a matter of spraying water into a tank. It is a carefully planned operation involving cargo compatibility, safety and environmental considerations.
Gas Detection and Calibration
Gas detection is particularly important on oil and chemical tankers.
Portable and fixed gas detection equipment may be used to monitor parameters such as:
Oxygen
Hydrocarbon gases
Carbon monoxide
Carbon dioxide
Other toxic gases, depending on the cargo and equipment fitted
The Chief Officer may be responsible for ensuring that portable gas meters are properly maintained, tested and calibrated according to the manufacturer’s instructions and company procedures.
Fixed gas detection systems also need to be maintained and tested.
This equipment can literally determine whether an atmosphere is safe to enter or work in.
Cargo Tank and Ballast Tank Inspections
Cargo tanks need regular inspection to identify problems such as:
Coating damage
Corrosion
Cracks
Deformation
Structural deterioration
Leakage
Damaged fittings
Tank coatings can be extremely expensive to repair or replace, particularly on older tankers.
For this reason, early identification of coating damage and corrosion is important.
Ballast tanks also require inspection because they are exposed to seawater and can experience corrosion and structural deterioration over time.
The exact inspection frequency and scope depend on the vessel’s PMS, class requirements, company procedures and applicable regulations.
Cargo Pipelines, Valves and Pumps
Cargo must travel through the vessel’s cargo piping system during loading, discharge and internal transfer operations.
The Chief Officer therefore needs to ensure that cargo lines, valves and related equipment are maintained and free from unacceptable leakage or defects.
Cargo pumps also need regular monitoring and maintenance.
On some vessels, the Chief Officer works closely with the engine department because cargo pumps may be hydraulically driven or otherwise connected to systems maintained by the engineering team.
Mooring Ropes, Winches and Windlasses
Mooring equipment is another important part of the Chief Officer’s responsibilities.
A merchant ship can carry numerous heavy mooring lines, each of which can be expensive and subject to considerable loads during berthing.
The Chief Officer and deck crew need to monitor:
Rope condition
Chafing
Broken strands
Deformation
Mooring winches
Hydraulic systems
Brakes
Fairleads
Rollers
Windlass condition
Anchoring equipment also requires proper maintenance.
The important point is that the Chief Officer does not simply “check the ropes.” The Chief Officer must understand how the entire mooring system behaves under load and ensure that the crew operates it safely.
Does the Chief Officer Stand a Navigation Watch?
Yes.
Although the Chief Officer’s management responsibilities are extensive, the position remains part of the deck officer structure.
On many merchant ships, the Chief Officer stands a 0400–0800 and 1600–2000 navigation watch, although watch schedules can vary according to the vessel’s manning arrangement and company procedures.
During a navigation watch, the Chief Officer is responsible for carrying out the duties of the Officer of the Watch in accordance with the Master’s standing orders, the vessel’s procedures and applicable regulations.
This means that the Chief Officer can move from cargo planning and deck maintenance during the day to navigating a vessel during the night.
That combination is one reason the job is so demanding.
A Realistic Example: A Chief Officer Loading Diesel and Gasoline
Let’s imagine you are the Chief Officer of an oil/chemical tanker proceeding to Hamburg to load approximately 30,000 metric tonnes of cargo, consisting of diesel and gasoline.
The cargoes require proper segregation and a carefully prepared loading plan.
Before Arrival
Before arriving at the terminal, the Chief Officer needs to prepare the cargo plan.
This involves checking:
Cargo quantities
Tank allocation
Cargo segregation
Stability
Trim
Hull stress
Loading sequence
Ballast sequence
Maximum permissible loading rates
Tank capacities
Cargo compatibility
The terminal may request vessel information such as manifold dimensions, manifold height, vessel length, parallel body length and inert gas arrangements.
Before cargo operations begin, the Chief Officer also needs to ensure that the relevant cargo equipment is ready.
This can include:
High-level alarms
High-high-level alarms
Tank radar systems
Cargo valves
Ballast valves
Cargo pipelines
Scuppers
Manifold arrangements
Gas detection equipment
Inert gas systems
At the Loading Terminal
After berthing, the Chief Officer and deck team inspect the vessel and prepare for cargo operations.
The Chief Officer normally meets the terminal representative or loading master.
Together, they establish an operational agreement covering matters such as:
Loading rate
Maximum manifold pressure
Communication procedures
Emergency shutdown arrangements
Cargo sequence
Expected completion time
Special terminal requirements
The vessel’s Notice of Readiness and other documentation are also handled as required.
A cargo surveyor may then board the vessel.
Depending on the cargo operation, the surveyor may check tank condition and documentation and request information such as:
Vessel particulars
Previous cargoes
Vessel Experience Factor (VEF)
Tank calibration tables
UTI information
Cargo documents
Previous dry-dock information
Slop quantities
Once the vessel and terminal are ready, loading can begin.
Starting Cargo Loading
Loading normally begins at an agreed initial rate.
There is a good reason for starting slowly.
At the beginning of a cargo operation, the ship and terminal need to confirm that:
The correct valve is open
The correct tank is receiving cargo
There are no unexpected leaks
Communication is working
Pressure is within limits
Cargo is flowing as planned
Once everything is confirmed, the loading rate may be increased according to the agreed operational limits.
At the same time, the Chief Officer manages the ballast operation according to the loading plan.
This is where cargo planning becomes a real operational task.
The ship is gaining weight in some tanks while losing ballast from others, and stability, trim and hull stresses must remain within safe limits.
Measuring the Cargo
After loading is completed, the ship’s tanks are measured.
Although fixed tank monitoring systems can provide highly useful readings, cargo surveyors may also use portable equipment such as a UTI according to their procedures.
The ship and terminal figures are compared.
Once the cargo quantities and documentation are agreed, paperwork may include:
Bill of Lading
Cargo Manifest
Quantity Certificate
Analysis Certificate
Ullage Report
Time Sheet
Other terminal and cargo documents
If there is an operational disagreement, such as a significant quantity discrepancy, unexpected delay or operational restriction, the Master may issue an appropriate protest or reservation.
The exact documentation depends on the cargo, terminal, charterer and contractual arrangements.
Sailing to the Discharge Port
Once loading is completed and all departure requirements are satisfied, the vessel sails toward the discharge port.
But the Chief Officer’s work does not stop.
Before arrival at the next terminal, cargo equipment is checked again.
The Chief Officer may verify:
Cargo pumps
Cargo valves
Cargo lines
Overfill alarms
Tank monitoring systems
Inert gas arrangements
Ballast systems
Manifold condition
The vessel then arrives at the discharge port.
Discharging the Cargo
At the discharge terminal, the Chief Officer again meets the terminal representative or loading master.
The ship and terminal agree on operational parameters such as:
Maximum discharge rate
Maximum manifold pressure
Communication methods
Emergency contacts
Cargo sequence
Ballast requirements
After the relevant checks and measurements are completed, discharge begins.
Cargo is discharged while ballast operations may take place simultaneously, depending on the vessel’s cargo plan and stability requirements.
The Chief Officer continuously monitors the operation.
Stripping the Cargo Tanks
One of the final parts of a tanker discharge operation is stripping.
The objective is to remove as much remaining cargo as reasonably possible from the tanks and cargo system.
Some vessels are fitted with highly effective stripping systems that can recover very small quantities of remaining cargo.
On other vessels, cargo may need to be stripped toward a designated tank and then discharged through the cargo system.
This is particularly important on tankers because the remaining cargo can affect:
Cargo quantity
Tank cleanliness
Next cargo compatibility
Tank inspection
Environmental compliance
Commercial claims
Once discharge is complete, the surveyor may inspect the tanks and issue the relevant documentation confirming their condition.
The Chief Officer then prepares the vessel for the next operation.
And eventually, after hours of cargo operations, inspections, documentation and supervision, it is time to return to the bridge or finally get some rest.
Chief Officer Salary in 2026
Chief Officer salaries vary considerably depending on the vessel type, company, flag, nationality, experience, trading area and contract conditions.
There is no single global Chief Officer salary.
However, current 2026 job advertisements provide a useful indication of the market.
Recent listings include:
Vessel / Position
Average Monthly Salary
Chemical tanker Chief Officer
$10,800–$11,550
Oil/Chemical tanker, 38,000 DWT
$7,000–$12,000
Crude oil tanker, 120,000 DWT
$10,500–$11,000
Crude oil tanker fleet
Around $12,000
Chemical tanker vacancy
Around $11,300
These are examples from current 2026 vacancies rather than a universal industry salary scale.
A 2026 salary analysis from Maritime Zone reports an average Chief Officer salary of approximately $10,204 per month for June 2026 in its dataset, while also showing that some tanker and gas-sector positions can reach significantly higher levels.
For an experienced Chief Officer on an international tanker, a practical 2026 expectation is therefore often around $10,000–$14,000+ per month, with some specialized vessels and markets paying more.
For example, a current vacancy for a Chief Officer on a 110,000–150,000 DWT crude tanker advertises $12,000 per month, while another current oil/chemical tanker vacancy for a 38,000 DWT vessel advertises $11,000–$12,000 per month.
However, salary alone does not tell the complete story.
A seafarer should also check:
Contract duration
Paid leave
Leave pay
Bonus
Tank cleaning allowance
Overtime
Insurance
Pension
Repatriation
Travel arrangements
Tax obligations
Whether salary is paid only while onboard or continuously
Two Chief Officers earning the same monthly amount can therefore have very different overall compensation packages.
Chief Officer Working Hours
One of the biggest misconceptions about the job is that a Chief Officer simply works a normal “office day” onboard.
In reality, the working day can change dramatically depending on the operation.
During a quiet sea passage, the Chief Officer may have a predictable navigation watch combined with planned maintenance, inspections, paperwork and crew management.
During cargo operations, however, the situation can be completely different.
A Chief Officer may be dealing with:
Pre-arrival preparation
Cargo calculations
Terminal meetings
Loading or discharge
Ballasting
Tank inspections
Cargo surveys
Documentation
Maintenance problems
Crew supervision
Safety meetings
Emergency situations
Port operations can therefore create very long and demanding days.
The Chief Officer also needs to manage rest carefully because international watchkeeping and hours-of-rest requirements apply to seafarers.
Chief Officer vs Captain
The Chief Officer and Master have different responsibilities, although they work closely together.
Master
The Master has overall command and ultimate responsibility for the safety and security of the vessel, crew, cargo and the protection of the marine environment. The STCW framework explicitly recognizes the Master’s ultimate responsibility while requiring the Chief Mate to be able to assume that responsibility when necessary.
Chief Officer
The Chief Officer is the senior deck officer and generally manages a large part of the ship’s daily deck and cargo operations.
In simplified terms:
Master = overall command
Chief Officer = senior deck management and cargo operations
But the Chief Officer is not simply “the person who does everything after the Captain.”
The role is management-focused.
The Chief Officer plans, supervises, coordinates, checks and makes decisions within the area of responsibility while keeping the Master properly informed.
How Do You Become a Chief Officer?
The exact career path depends on the country and flag administration, but the general merchant-navy pathway is:
Deck Cadet → Third Officer → Second Officer → Chief Officer → Master
A mariner normally needs:
Approved sea service
Appropriate Certificate of Competency
Required STCW training
Medical fitness certification
Required examinations
Relevant tanker or ship-type training where applicable
Experience appropriate to the certificate
The STCW Convention establishes international minimum standards for training, certification and watchkeeping, while individual administrations determine how those requirements are implemented nationally.
Becoming a Chief Officer is therefore not simply a matter of accumulating sea time.
The officer must demonstrate competence at management level.
Is Being a Chief Officer Difficult?
Yes—but the difficulty isn’t only physical.
The biggest challenge is responsibility.
Imagine being responsible for a cargo operation involving tens of thousands of tonnes of petroleum product.
A Chief Officer needs technical knowledge, practical experience, leadership, communication skills and the ability to make decisions under pressure.
The Chief Officer Does Not Work Alone
Despite everything described in this article, there is one important point that should never be forgotten:
The Chief Officer does not perform all of these jobs alone.
There is a deck team behind the Chief Officer.
The officers, Bosun, Able Seafarers and other crew members perform maintenance, inspections, mooring, cargo operations, cleaning and many other tasks.
The Chief Officer’s job is not to personally do every piece of work.
It is to plan the work, organize the team, supervise the operation, identify risks and make sure the job is completed safely and correctly.
That is what makes the Chief Officer a management-level position.
Final Thoughts
The Chief Officer is one of the most demanding positions in the merchant navy.
From the outside, a large tanker may look like nothing more than a huge steel structure carrying cargo across the ocean.
From the Chief Officer’s perspective, however, every part of the ship requires attention.
Cargo tanks need to be inspected.
Pumps need to work.
Valves need to operate.
Mooring ropes need to be maintained.
Tank cleaning systems need to be ready.
Gas detection equipment needs to be reliable.
Ballast needs to be controlled.
Cargo needs to be planned.
The crew needs to be trained.
And when the ship arrives at the terminal, the Chief Officer may be responsible for coordinating an operation involving thousands of tonnes of dangerous cargo.
That is why the Chief Officer’s job is much more than a title.
It is a combination of cargo manager, deck manager, safety leader, supervisor, planner, navigator and decision-maker—all while working as part of a team under the overall command of the Master.
For anyone considering a career at sea, becoming a Chief Officer can be one of the biggest milestones in a deck officer’s career.
And for those already working onboard, they know the reality:
The ship may belong to the company, the cargo may belong to the charterer, but when the operation starts, the Chief Officer has a lot of responsibility on his shoulders.
Mooring operations are one of the most important activities performed during a vessel’s arrival and departure from port. Proper mooring ensures the ship remains safely secured while preventing damage to the vessel, port facilities, and surrounding areas.
Successful mooring requires careful planning, effective communication between bridge and deck teams, and proper handling of mooring equipment. Crew members must understand the condition of ropes, winches, bollards, and other mooring systems before starting operations.
Safety procedures are essential during every stage of mooring. Following established practices, maintaining awareness, and using correct techniques help reduce risks and create a safer working environment for all crew members.
Professional seamanship and teamwork play a key role in ensuring smooth and efficient mooring operations.
Marine diesel engines are the primary power source for many commercial vessels around the world. These powerful machines provide the energy required to move ships efficiently across oceans while supporting essential onboard systems.
Understanding the basics of marine diesel engines helps engineers and maritime professionals recognize how propulsion systems operate. Key components include cylinders, pistons, fuel injection systems, turbochargers, cooling systems, and lubrication systems.
Marine engineers are responsible for monitoring engine performance, conducting maintenance, troubleshooting problems, and ensuring reliable operation during voyages.
With modern advancements in fuel efficiency, automation, and environmental technology, marine diesel engines continue to evolve to meet the changing needs of the global shipping industry.
Safety is the foundation of successful maritime operations. This episode explores important safety principles followed by professional seafarers, including risk assessment, teamwork, communication, and emergency response procedures.
Industry professionals share their experiences and explain how strong safety awareness helps protect crews, vessels, and the marine environment.
Stay connected with seafarers worldwide. Get maritime news, professional updates, industry insights, and project announcements directly in your inbox.
This website uses cookies
We use cookies to personalize content, provide social media features, and analyze our traffic. We also share information about your use of our site with our analytics partners. You can change your preferences at any time.
