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.
Three Costa Rican fishermen have been rescued alive after spending nearly a week adrift in the Caribbean. A 911 call helped Panama locate their boat.
Three Costa Rican fishermen who had been missing for almost a week have been found alive in the Caribbean waters of Panama after their small fishing boat was reportedly left drifting at sea.
The fishermen disappeared after leaving the Limón area of Costa Rica on September 21, 2026. They were eventually located approximately 20 nautical miles north of Cuango, in Panama’s Colón province, following an emergency call that helped authorities narrow down their location.
The successful rescue was carried out by Panama’s Servicio Nacional Aeronaval (SENAN) after the organization received an emergency alert through the 911 system.
All three men were found alive and were reported to be in stable condition.
The Fishing Trip That Turned Into an Emergency
According to reports from Costa Rican media, the three fishermen left from the Los Cocos area of Limón aboard a small artisanal fishing boat.
The vessel, identified by local reports as El Cosmo, was an approximately 8-meter-long fishing panga. The men were reportedly planning to fish in waters near Manzanillo, close to the Costa Rica-Panama border.
The trip did not go as planned.
Reports indicate that the boat experienced an engine failure while at sea, leaving the fishermen unable to return to the Costa Rican coast under their own power.
With the vessel no longer able to make way, ocean currents gradually carried the boat toward Panamanian waters.
When the boat failed to return as expected, concerns grew among the fishermen’s relatives and a search operation was launched.
A Phone Call Became the Key to the Rescue
One of the most important developments in the case came from a mobile phone.
While drifting offshore, the fishermen repeatedly attempted to switch on their phone in the hope of finding a mobile signal.
Eventually, the phone connected to a Panamanian network.
One of the men was then able to contact the 911 emergency service in Panama.
The call was reportedly brief, with the phone battery close to running out. However, the emergency contact provided authorities with crucial information that helped initiate a targeted search in the area.
For people lost at sea, even a very short communication can make a major difference.
A phone does not need to provide continuous communication to become useful to search-and-rescue authorities. A brief connection can potentially provide enough information to begin narrowing down the search area.
Panama Launches Search and Rescue Operation
Following the emergency alert, SENAN activated a search operation in the Panamanian Caribbean.
The operation included the P-230 patrol vessel and a fixed-wing aircraft, while more than 20 personnel from different SENAN units participated in the search.
According to Panamanian reports, personnel from the Naval Command, Air Command, Search and Rescue Department and the Third Aeronaval Region were involved.
The search eventually located the missing fishing boat approximately 20 nautical miles north of Cuango, in Colón Province.
When rescuers reached the vessel, all three fishermen were still alive.
Who Were the Rescued Fishermen?
Costa Rican reports identified the three men as:
Omar Dunkley Salazar, the captain
Erick Hernández Madriz
Dexter González Presida
The reported ages of the three men were 39, 41 and 44. They were residents of the Limón area and were described by relatives as longtime friends.
After being located, the fishermen were taken toward the Almirante Cristóbal Colón Aeronaval Base.
They received pre-hospital medical attention from SENAN paramedics and Panama’s emergency medical personnel before being taken to a medical facility for further evaluation.
Nearly a Week Exposed to the Sea
The fishermen reportedly spent several days aboard the small open fishing boat without being able to return to shore.
Their relatives described the men as being exposed to sun, rain, heat and cold during their time adrift.
The situation was particularly difficult because the vessel was a small artisanal fishing boat rather than a larger commercial vessel equipped with extensive communication, navigation and emergency systems.
The engine failure therefore left the crew dependent on their remaining supplies, their ability to obtain a communications signal and the possibility of being detected by search-and-rescue forces.
Costa Rica and Panama Worked Together
The rescue also highlighted the importance of cross-border maritime search and rescue cooperation.
Costa Rican authorities had been conducting searches after the fishermen were reported missing. The country’s Coast Guard and the Limón station coordinated with Panamanian authorities as the search area expanded toward Panama.
Once the emergency call reached Panama, SENAN was able to focus resources on the Panamanian side of the Caribbean.
The operation involved maritime and aerial assets, allowing authorities to search a much larger area than would have been possible using a single patrol vessel.
Why Communications Matter in a Maritime Emergency
The incident is another example of how communication equipment can become critical during a maritime emergency.
A disabled vessel can drift many nautical miles from its original position depending on wind, current and sea conditions.
For a small fishing boat, determining its exact position can become extremely difficult when the engine is disabled and communication is lost.
In this case, the fishermen’s attempts to obtain a mobile signal eventually provided a vital connection to emergency services.
The incident also demonstrates why crews operating small vessels should consider carrying reliable emergency communication equipment, life-saving equipment and independent means of determining their position.
A Successful Ending After Days of Uncertainty
After almost a week of uncertainty, the three fishermen were finally located alive.
The rescue brought an end to a search that had begun after their departure from Costa Rica on September 21.
Their survival was followed by medical evaluation in Panama, while arrangements were being made for their eventual return to Costa Rica.
The case serves as a reminder that mechanical failure can quickly become a serious maritime emergency, particularly when a small vessel is operating far from immediate assistance.
It also shows the importance of emergency communications and cooperation between maritime authorities when a vessel crosses or drifts toward international waters.
Anchoring a ship looks simple from the outside.Stop the vessel, drop the anchor, pay out some chain and wait.But How to do anchoring and drop anchor properly here the full guidance,
1. Planning the Anchorage
Good anchoring starts long before the anchor reaches the seabed.
I normally think about anchoring in the same way as passage planning:
Appraisal → Planning → Execution → Monitoring
The same idea can be applied to anchoring.
Before approaching the anchorage, you should know:
Where you intend to anchor
Water depth
Type of seabed
Expected wind
Expected current
Weather forecast
Nearby vessels
Available swinging room
Amount of chain required
Possible hazards
What you will do if the anchor does not hold
The anchorage should not be selected simply because the chart says “anchorage.”
You need to understand what is actually happening in that area and it all depends on your loaded & ballast condition as well , for proper stability calculation
1.1 Check the Water Depth
The first thing to check is the depth.
Look at the Admiralty chart or the appropriate electronic chart and identify the depth at the intended anchoring position.
The depth has a direct relationship with the amount of cable you may need.
There is no single amount of chain that is correct for every situation. Company procedures, vessel characteristics, weather, seabed and local requirements all have an influence.
Some companies may restrict anchoring in deeper water or require additional precautions when the depth becomes significant.
For example, depending on the vessel and company procedure, the anchor may need to be walked back rather than simply allowed to fall.
In my own experience, I would be very careful about using too little chain.
As a personal rule developed from my time at sea, I would not want to give less than four shackles without a very good reason and proper consideration of the conditions.
This is not a universal rule. The correct amount depends on the circumstances and the Master’s instructions.
I have anchored in different conditions where the amount of chain required was very different.
For example, at Fos-sur-Mer in France, I have experienced anchoring in relatively shallow water, around 11 metres in ballast condition. In such conditions, if the weather is suitable, the amount of cable required can be quite different from a deep-water anchorage.
At Piraeus, the situation can be completely different. Vessels may anchor in considerably deeper water, sometimes around 80 metres for operations such as bunkering.
In deeper water, the amount of chain can become significant. In good weather, a vessel may be able to use a large amount of cable according to the vessel’s procedures and local conditions.
Personally, I would not want to remain at a crowded anchorage such as Piraeus for a long period if bad weather is expected.
The important lesson is that you should not decide the amount of chain only from the depth.
Look at the complete situation.
1.2 Check the Seabed
The seabed is one of the most important factors when selecting an anchoring position.
Mud and clay are generally considered good holding ground because the anchor can penetrate the seabed and develop good holding power.
Sand can also provide good holding in suitable conditions, but its behaviour can become less reliable when weather deteriorates.
I have experienced this in the La Seine Bay area in northern France, where the seabed is predominantly sandy.
In calm conditions, anchoring there can be perfectly normal.
However, when strong northwesterly weather develops, the situation can change considerably.
The anchor may not hold as reliably as it does in good weather, even when additional precautions are taken.
This is one reason why I do not like looking only at the charted depth when deciding whether an anchorage is suitable.
Two anchorages can have the same depth but completely different holding characteristics because of the seabed.
In difficult conditions, simply putting down more chain does not automatically guarantee that the anchor will hold.
The charted seabed information should therefore be checked together with the expected weather and current.
Local experience can also be extremely useful.
If pilots, port authorities or experienced local officers know that a particular anchorage has poor holding in a certain wind direction, that information should be considered during planning.
A good anchorage in calm weather is not necessarily a good anchorage in bad weather.
1.3 Check the Weather
Weather is another major part of anchoring preparation.
You should not only look at the weather at the moment of anchoring.
You should consider what is expected while the vessel will remain at anchor.
A ship may remain at anchor for several hours, several days or, in some situations, even much longer.
Therefore, the worst expected weather during the planned stay should be considered.
Check:
Wind speed
Wind direction
Forecast changes
Gusts
Rain or reduced visibility
Sea conditions
Storm development
Current and tidal conditions
For example, a vessel may be safely anchored with 15 knots of wind.
If the forecast indicates that the wind will increase to 35 or 40 knots later, the anchoring plan should be based on the stronger conditions rather than the conditions at the moment the anchor is dropped.
The same applies when the wind direction is expected to change.
A change in wind direction can cause the vessel to swing through a large arc and put different loads on the anchor and chain.
1.4 Wind and Current
Wind is one of the main forces acting on an anchored vessel.
However, current can sometimes become even more important.
Wind direction is relatively easy to understand because you can check the weather forecast and the anemometer on the bridge.
Current can be more difficult, especially when you are anchoring somewhere unfamiliar.
I experienced this in Chittagong, Bangladesh, where the current can become extremely strong.
In some situations, the current can reach several knots and have a much greater effect on the vessel than the wind.
One way to recognise this is to compare the wind direction with the vessel’s actual heading.
For example, imagine that the anemometer shows a 25–30 knot wind coming from the northwest.
Normally, if the wind is the dominant force, you would expect the vessel’s bow to tend towards the wind.
But if the wind is coming from the northwest and the vessel is lying towards the northeast, something else may be controlling the vessel.
The current may be stronger than the wind.
This is particularly important with a large loaded vessel because the underwater profile of the ship can make the current’s effect significant.
I have also experienced the influence of tidal current around Southampton in the UK.
During tidal changes, the vessel’s movement and heading at anchor may be influenced considerably by the current.
The ship may not simply point into the wind.
This is why I would not recommend looking at the wind alone when preparing to anchor.
Before anchoring in an unfamiliar area, ask the local pilot, port authority or another reliable local source about the current.
Check tidal information where applicable and observe the vessels that are already anchored.
Sometimes the vessels already at anchor can tell you something that the weather forecast cannot.
If several vessels are lying in a direction that does not match the wind, there may be a strong current affecting the anchorage.
Wind tells you one part of the story. The actual behaviour of the vessel tells you the rest.
1.5 Check Other Vessels
Before dropping the anchor, look carefully at the vessels already at anchor.
Every vessel needs enough room to swing safely around its anchor.
In reality, this is not always available.
Some anchorages can become extremely crowded, especially around major ports and bunkering areas.
I have experienced this at the anchorage south of Istanbul Strait, where vessels may wait for bunkering, provisions or other operations.
The anchorage can become very congested, and sometimes the distance between vessels can be less than two cables.
In such a situation, there is very little room for mistakes.
You need to consider:
Where the other vessels are anchored
Their approximate swinging circles
Their headings
Wind direction
Current direction
Your own swinging circle
Possible escape routes
What happens if your vessel starts dragging
If your vessel begins to drag, you may not have enough time or space to simply wait.
For this reason, when operating in a heavily congested anchorage, I prefer to keep the vessel ready for action.
If the vessel is there only for bunkering or provisions, I would want the operation completed without unnecessary delay and the vessel ready to leave if conditions require it.
A crowded anchorage requires much more attention than an open anchorage with plenty of sea room.
1.6 Check for Underwater Hazards
Before anchoring, check the chart for hazards.
These can include:
Submarine cables
Pipelines
Wrecks
Rocks
Obstructions
Restricted areas
Dredged channels
Other charted hazards
Dropping an anchor onto a submarine cable or pipeline can create a serious situation.
It can also make weighing anchor difficult if the cable or pipeline becomes fouled.
The intended anchor position should therefore be checked carefully on the chart and ECDIS before the vessel reaches the anchorage.
1.7 Always Have an Alternative Plan
Do not assume that the first anchoring position will always work.
Your alternative plan may be needed if:
Another vessel approaches your intended position
The anchorage becomes crowded
The current is stronger than expected
The vessel does not slow as expected
The weather changes
The depth is unsuitable
The seabed is unsuitable
The vessel cannot safely reach the planned position
Before approaching the anchorage, I prefer to have a second option in mind.
It does not need to be complicated.
Simply knowing where you will go if the first plan does not work can make a big difference on the bridge.
2. Preparing the Ship and Forecastle Team
Once the anchoring position has been selected, preparation should begin.
The bridge and forecastle team should understand what is going to happen.
Communication is particularly important.
Before arrival at the anchorage, the Master or officer in charge should make sure the forecastle team understands:
Which anchor will be used
Whether the anchor will be let go or walked back
Expected amount of cable
Communication method
Required PPE
Windlass condition
Brake condition
Chain stopper condition
Any special hazards
The windlass should be ready for operation.
The anchor lashings should be released according to the vessel’s procedure.
The chain stopper should be prepared.
The brake should be checked.
The team should also confirm that the anchor can be controlled safely.
2.1 PPE and Forecastle Safety
Anchoring is a high-risk operation.
The forecastle team should use the PPE required by the vessel’s risk assessment and company PPE matrix.
This may include:
Safety helmet
Safety shoes
Boiler suit
Safety goggles
Gloves
Lifejacket where required
Portable radio
Torch during night operations
The crew should also stay away from dangerous areas around the chain and windlass.
The anchor chain contains enormous amounts of stored energy when under tension.
Nobody should treat the forecastle as a place where you can simply stand anywhere and watch the operation.
3. Approaching the Anchorage
The approach to the anchorage requires careful control of the vessel.
The first thing I consider is the relationship between wind and current.
As mentioned earlier, I have experienced situations where the wind appeared to be the dominant factor, but the current was actually controlling the vessel.
This can change the way you approach the anchorage.
A loaded vessel may also behave differently from a ballast vessel.
A large loaded ship does not always slow down or turn as quickly as expected, especially at low speed.
Therefore, you need to start reducing speed early enough.
Do not wait until you are directly over the anchoring position before trying to stop the vessel.
3.1 Approach from the Cleanest Direction
Ideally, approach the anchoring position from a direction that gives you the most control.
Consider:
Wind
Current
Traffic
Depth
Nearby vessels
Available sea room
The final heading should normally allow the vessel to settle into a safe position before the anchor is released.
The exact approach depends on the vessel and environmental conditions.
3.2 The Final Approach
As the vessel approaches the final position, speed should be reduced.
The objective is not simply to stop directly over the position.
You need to control the vessel so that the anchor can be deployed safely and the chain can lead correctly.
Depending on the conditions and vessel configuration, the vessel may use engine movements and bow thruster assistance.
There is sometimes an attitude that using the bow thruster during anchoring is somehow a matter of pride.
I do not agree with that approach.
If the bow thruster is available and using it appropriately makes the operation safer and more controlled, there is nothing wrong with using it.
The objective is safe ship handling, not proving that you can operate without assistance.
4. Letting Go or Walking Back the Anchor
There are two common methods of lowering the anchor:
Letting go
or
Walking back
The correct method depends on the vessel, depth, company procedure and circumstances.
4.1 Letting Go the Anchor
Letting go is quick and simple when conditions are suitable.
I have used this method many times in water depths of approximately 20–60 metres, including on older vessels around 180 metres in length, without problems.
However, the fact that it worked in those situations does not mean it is automatically the correct method for every vessel or every anchorage.
Company procedures should always be followed.
Before letting go, the vessel should be under proper control.
The forecastle team should confirm readiness.
When the vessel is sufficiently stopped, the anchor can be released according to the Master’s order and vessel procedure.
Once the anchor reaches the seabed, the chain should be controlled carefully.
4.2 Walking Back the Anchor
Walking back provides more control, particularly in deeper water or where the vessel’s procedures require it.
Instead of allowing the anchor to fall freely, the windlass controls the speed at which the chain and anchor descend.
This can reduce uncontrolled running of the chain and allow the crew to monitor the operation more carefully.
In deep water, walking back can be particularly useful.
Again, the method should be based on the vessel’s SMS, Master’s instructions and the actual conditions.
5. Paying Out the Anchor Chain
After the anchor is on the seabed, the chain should be paid out under control.
Communication between the bridge and forecastle is extremely important.
The forecastle should report the condition of the chain.
A simple practical description is:
Short Stay
The chain has little tension and is relatively relaxed.
The anchor is not yet taking the full load of the vessel.
Medium Stay
The chain is becoming more horizontal and tension is increasing.
The anchor is beginning to hold the vessel.
Long Stay
The chain is strongly tensioned and the vessel is properly brought up on the anchor.
Once the vessel has settled and the engine is stopped, the chain may relax again depending on wind and current.
The officer on the bridge should not only listen to the report from the forecastle.
The vessel’s movement on ECDIS, radar and visually should also be monitored.
6. How Much Anchor Chain Should You Use?
There is no single number that applies to every anchoring situation.
The amount depends on:
Depth
Weather
Wind
Current
Seabed
Vessel size
Vessel condition
Length of stay
Company procedure
Local requirements
Available swinging room
As a general practical concept, more chain gives the anchor a better chance of developing a suitable horizontal pull, but more chain also means a larger swinging circle.
This is especially important in crowded anchorages.
For example, putting down a very large amount of chain in a congested anchorage may create a swinging circle that overlaps with another vessel.
Therefore, the amount of chain must always be considered together with the available space.
7. Calculating the Swinging Circle
The swinging circle is one of the most important things to consider before anchoring.
When a vessel is anchored, it does not stay directly above the anchor.
It swings around the anchor as wind and current change.
A practical way of estimating the radius is to consider the length of cable plus the vessel’s length.
For example:
Swinging radius ≈ Anchor cable length + LOA
If you want the result in nautical miles:
Swinging radius (NM) = (Cable length in metres + LOA in metres) / 1852
Consider a vessel approximately 190 metres LOA.
Suppose the depth is around 40 metres and the vessel uses 7 shackles.
One shackle is approximately 27.5 metres.
Therefore:
7 × 27.5 ≈ 193 metres
Add the vessel’s length:
193 + 190 = 383 metres
So the approximate radius is:
383 / 1852 ≈ 0.21 NM
In practice, I would not use the exact theoretical number as the only safety margin.
I would consider a little additional space, for example around 0.25 NM, depending on the situation.
The actual behaviour of the vessel can be affected by the depth, catenary of the chain, wind, current and vessel characteristics.
The important point is not to treat the swinging circle as a perfect mathematical circle.
Use it as a practical safety reference.
8. Monitoring the Vessel at Anchor
Anchoring does not finish when the anchor is on the seabed.
This is where anchor watch begins.
The vessel should be monitored continuously according to the Master’s instructions and the vessel’s procedures.
There are several useful methods.
8.1 ECDIS and GNSS
When the anchor is dropped, mark the exact position where it was released.
Modern ECDIS systems may have an anchor watch, anchor drop or MOB-type function that can be used for this purpose.
The vessel’s position can then be monitored relative to the anchor position.
You can also establish a suitable safety or swinging circle.
If the vessel moves outside the expected area, this should immediately attract attention.
8.2 Radar
Radar is another very useful tool.
Fixed objects such as:
Breakwaters
Buildings
Headlands
Buoys
Other fixed structures
can provide useful range and bearing information.
This is particularly valuable at night or when visibility is poor.
8.3 Visual Bearings
Traditional visual bearings are still useful.
Take bearings of suitable fixed objects and monitor whether they change.
For example, if a breakwater, lighthouse or shore structure should remain at a particular bearing but the bearing changes continuously, this may indicate that the vessel is moving.
Electronic navigation equipment is extremely useful, but traditional methods should not be forgotten.
9. Anchor Watch and Dragging
A vessel can appear to be safely anchored and then begin dragging.
The first indication may not always be obvious.
On the bridge, you may notice unusual vibration or movement.
In my experience, there can be a short period of vibration, then it stops, and later the vibration happens again.
The ECDIS track can also provide useful information.
If the vessel starts moving in a direction opposite to the expected wind direction, this can be an indication that something has changed.
An increase in SOG can also attract attention.
For example, if the vessel is supposed to be safely anchored but you begin seeing movement around 0.50–0.70 knots, together with other indications of movement, you should investigate.
This number should not be treated as a universal alarm limit.
A vessel can move slightly while safely anchored because of wind and current.
The important thing is to look at the overall movement pattern.
10. What If the Anchor Drags?
If you suspect that the anchor is dragging, the Master should be informed according to the vessel’s standing orders and procedures.
The correct response depends on the situation.
Consider:
Wind speed
Current
Direction of movement
Distance from other vessels
Available sea room
Weather forecast
Engine readiness
Whether additional chain can help
Whether a second anchor is practical
If the vessel is dragging towards open sea and there is plenty of room, there may be more time to take action.
If the vessel is dragging towards another anchored vessel, shallow water, a channel or a hazard, the response must be much faster.
10.1 Use the Main Engine
One of the most important preparations for bad anchoring conditions is engine readiness.
If the Master decides that the engine should be used, the vessel may need to regain position or reduce the load on the anchor.
The engine can be used carefully to help control the vessel.
The exact manoeuvre depends on the conditions and Master’s instructions.
After the vessel is stabilised, the anchor may be reset or another anchoring plan may be required.
10.2 Pay Out More Chain
If the vessel is dragging because the anchor is not developing sufficient holding power, additional chain may sometimes help.
However, this should not be treated as the automatic answer.
If the seabed is unsuitable or the weather is becoming too strong, simply adding more chain may not solve the problem.
There is also the limitation of available swinging room.
10.3 Use a Second Anchor Carefully
Using a second anchor can be considered in certain conditions.
However, it introduces another problem: the two chains can become crossed or fouled.
If the vessel swings significantly, the chains may interact.
This can create a much more complicated situation during weighing anchor.
Therefore, using the second anchor should be a planned decision rather than something done automatically.
11. When Should You Consider Leaving the Anchorage?
Sometimes the safest anchoring decision is not to remain at anchor.
If:
The weather is deteriorating rapidly
The anchor repeatedly drags
There is insufficient swinging room
Nearby traffic creates a risk
The seabed is unsuitable
The current becomes too strong
The vessel cannot maintain a safe position
the Master may decide to leave the anchorage.
This is why the alternative plan is important.
Before dropping the anchor, you should already know where the vessel can go if remaining at anchor becomes unsafe.
12. Weighing Anchor
Weighing anchor is another operation that requires preparation.
Before starting, the engine and bow thruster should be ready as required.
The forecastle team should be prepared.
The windlass should be checked.
Communication between bridge and forecastle should be established.
Once the windlass starts recovering the chain, the forecastle should report the chain condition.
If the chain is short stay, the windlass may recover it relatively easily.
As the chain becomes medium stay or long stay, the vessel may need engine assistance depending on the conditions.
The objective is to avoid putting excessive load on the windlass.
12.1 Anchor Aweigh
When the anchor leaves the seabed, the forecastle should report:
“Anchor aweigh.”
At this point, the vessel is no longer being held by the anchor.
The officer on the bridge needs to know how the vessel is moving.
If there is plenty of sea room, the vessel may be allowed to drift slightly while the anchor is being recovered.
If there is traffic, shallow water or another hazard nearby, the engine and rudder may need to be used immediately.
The situation is different for every vessel and anchorage.
12.2 Wash the Anchor and Chain
When the anchor and chain are coming onboard, they may carry a large amount of mud and dirt.
The fire main or suitable washing arrangement can be used to clean the chain and anchor according to the vessel’s procedure.
This is not only about keeping the forecastle clean.
Excessive mud and dirt entering the chain locker can create problems later.
A clean chain locker is much easier to inspect and maintain.
Anchoring without checking the current
The vessel may behave very differently from what the wind direction suggests.
My experience at Chittagong is a good example of why current should not be ignored.
Looking only at depth
Depth is important, but seabed quality can be equally important.
Dropping the anchor too fast
The anchor should be controlled according to the vessel’s procedure and conditions.
Not monitoring after anchoring
A vessel can drag hours after the anchor was initially holding.
Having no alternative plan
If the first anchoring position becomes unsuitable, you should already have another option.
Treating one anchoring method as suitable for every vessel
A method that worked perfectly on one vessel may not be appropriate on another.
Most useful tactic : If you having problems with anchor holding due to ship desing or vessel working area seabed problems , check the chart and find a place where your anchor depth will be more than ships gps position depth which means you will drop anchor to 25 meters but you will be on 20 meter area where anchor will hold due to height in the water much better.
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.
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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.
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LockBit 5.0 has reportedly listed Brazilian maritime company Camorim Serviços Marítimos. The ransomware claim includes a 14-day data leak countdown.
A Brazilian maritime services company has reportedly been listed by the LockBit 5.0 ransomware operation, raising fresh concerns about cybersecurity risks facing companies working across the maritime and logistics sectors.
Camorim Serviços Marítimos, a company based in Brazil, was reportedly added to a LockBit victim listing on September 28, 2026. The claim has subsequently appeared on several cybersecurity monitoring websites.
However, the available information does not independently confirm that a successful ransomware intrusion took place or establish exactly what information may have been accessed or stolen. The initial information appears to originate from a ransomware group’s own leak-site listing.
According to the information shown in the circulating alert, the attackers have reportedly placed a 14-day countdown before potentially publishing data allegedly obtained from the company.
Who Is Camorim Serviços Marítimos?
Camorim Serviços Marítimos is a Brazilian maritime company headquartered in Niterói, Rio de Janeiro.
The company’s official website lists a range of maritime and offshore activities, including port towing, logistics support for offshore platforms, port manoeuvring, cargo transportation, passenger transportation, dredging support and offshore services. The company also operates shipyard facilities and a fleet that includes different types of tugboats and support vessels.
Brazil’s National Waterway Transport Agency, ANTAQ, also lists Camorim Serviços Marítimos as an authorized maritime company, including activities involving port support, maritime support and cabotage.
That makes the reported incident particularly relevant to the maritime industry because companies such as tug operators, offshore-support providers and port-service companies increasingly depend on connected IT systems to coordinate their daily operations.
What Does the LockBit 5.0 Claim Say?
The reported LockBit listing identifies Camorim Serviços Marítimos and its website domain, camorim.com.br, as the alleged victim.
Cybersecurity monitoring services reported that the listing appeared on September 28, with further reports appearing on September 29.
The circulating alert also claims that the attackers have given the company a limited period before allegedly publishing stolen information.
At the time of writing, however, there is no independently verified public evidence establishing the amount or type of data allegedly taken.
This distinction is important in ransomware reporting. A company appearing on a ransomware group’s leak site does not automatically prove that the attackers successfully accessed internal systems or obtained sensitive information. Threat actors can make claims that later turn out to be incomplete, exaggerated or inaccurate.
One cybersecurity monitoring report specifically described the Camorim listing as an unverified claim and noted that neither the breach nor the alleged stolen data had been independently confirmed.
Why Maritime Companies Are Attractive Cyber Targets
The maritime industry is no longer dependent only on traditional shipboard systems.
Modern shipping operations connect vessels, terminals, offices, agents, suppliers and customers through increasingly complex digital networks.
A maritime company may use IT systems for:
Vessel scheduling
Port operations
Cargo documentation
Crew administration
Financial transactions
Maintenance records
Procurement
Email communication
Customer information
Logistics coordination
Cloud-based business applications
An attack against an office or logistics provider therefore does not necessarily have to target a ship directly to create operational problems.
For a company involved in port towing or offshore support, even a disruption to basic communication and scheduling systems could potentially create delays in coordinating vessels and personnel.
This is one reason cybersecurity has become an increasingly important part of maritime risk management.
Ransomware Can Become an Operational Problem
Ransomware attacks traditionally involved encrypting files and demanding payment for decryption.
Modern ransomware operations can also use data theft and extortion. In these cases, attackers may attempt to steal company information before disrupting systems and then threaten to publish the data if their demands are not met.
This creates two separate risks for companies.
The first is operational disruption.
Employees may lose access to important systems, files or communication tools.
The second is data exposure.
If sensitive information has actually been stolen, the consequences could potentially continue even after systems are restored.
For maritime businesses, the information held inside corporate networks can include contracts, customer information, invoices, vessel documentation, employee records and operational communications.
The exact information involved in the Camorim case, if any, has not been independently established.
Reports of Credential Exposure
One later cybersecurity report went further, citing intelligence from third-party security researchers and claiming that several employee credentials may have been exposed through infostealer activity.
That report alleged exposure involving passwords and a browser cookie, as well as credentials associated with third-party services. These details have not been independently confirmed by Camorim in the publicly available material reviewed for this article, so they should be treated as allegations rather than established facts.
Credential theft is particularly important in ransomware incidents because attackers do not always need to exploit a sophisticated vulnerability to obtain initial access.
A stolen password, compromised account or successful phishing attack can potentially provide an entry point into a company’s wider digital environment.
The Maritime Industry Needs Stronger Cybersecurity
The reported Camorim case is another reminder that maritime cybersecurity extends far beyond the bridge of a ship.
A vessel can have modern navigation, communication and automation systems while the company operating that vessel may still face serious cyber risks through its shore-based infrastructure.
For shipping companies, port operators, ship managers and maritime service providers, basic security measures remain important.
These include:
Multi-factor authentication for important accounts
Strong and unique passwords
Regular software updates
Secure backups
Employee phishing awareness training
Monitoring of unusual account activity
Restricting administrative privileges
Separating critical systems from ordinary office networks
Regular cybersecurity assessments
Clear incident-response procedures
Cybersecurity also needs to be considered throughout the wider maritime supply chain rather than only within individual vessels.
What Happens Next?
The reported LockBit listing included a countdown threatening the possible publication of allegedly stolen information.
Whether any data will actually be released remains to be seen.
At present, the available public information does not establish the full scope of the alleged incident, including how attackers may have gained access, whether systems were encrypted, what information may have been taken or whether the alleged data will eventually be published.
Maritime companies and their customers will therefore be watching for further information from Camorim, Brazilian authorities or credible cybersecurity researchers.
For the maritime sector, however, the broader lesson is already clear: cybersecurity is increasingly part of operational safety and business continuity at sea and ashore.
A ransomware attack does not need to take control of a ship’s navigation system to affect maritime operations. Disrupting the shore-based systems supporting vessels, ports, logistics and communications can also create serious operational challenges.
Update
This article may be updated if Camorim Serviços Marítimos, Brazilian authorities or credible cybersecurity researchers publish additional information about the reported incident.
During recruitment, some tanker seafarers are now being asked a question that would have seemed unusual under normal circumstances:Are you willing to sail to the Strait of Hormuz?
The security situation around the Strait of Hormuz has created a serious dilemma for the maritime industry, particularly for tanker crews. While shipping companies are facing operational, financial and security challenges, seafarers remain the people physically onboard the vessels and therefore face the most direct consequences when a voyage enters a high-risk area.
a simple question about a seafarer’s availability or willingness to work in different trading areas. But for someone looking for employment, the answer may have much bigger consequences.
If a seafarer says “No,” could another candidate who says “Yes” be selected instead?
And if additional financial compensation is offered for entering a high-risk area, how much risk is a seafarer expected to accept for a higher salary?
These questions are becoming increasingly important for tanker crews.
The Question That Can Change a Job Interview
For tanker officers and ratings looking for their next contract, recruitment interviews usually focus on experience, certificates, tanker background, previous vessels and technical knowledge.
However, there is now another question that can enter the conversation:
“Are you willing to go to the Strait of Hormuz?”
But what exactly does the company want to know when asking this question?
Is it simply a survey to understand the availability of its crew?
Or could the answer influence the selection process?
This is where the situation becomes complicated.
I was personally asked this question by a well-known crewing company. My answer was no.
Later, I spoke with a Filipino crew member who had also been asked about his willingness to sail to the region. His answer was very different. He told me that he would say:
“Of course I would go. I would do anything for my company.”
However, he also explained that if the vessel actually entered an extremely dangerous area, he would reconsider his decision because, ultimately, nothing is more important than his life.
This raises an uncomfortable question.
What if that person is selected instead of another candidate simply because he answered “yes” during the interview?
Is that fair?
And what happens to a less experienced seafarer who has fewer employment opportunities and cannot easily choose which vessel or trading area he wants to join?
These are questions that deserve an honest discussion within the maritime industry.
What Happens If a Seafarer Says “No”?
At the moment, it is difficult for seafarers to know exactly what happens behind the recruitment process when one candidate says no and another says yes.
Does the company continue the recruitment process with the person who is willing to enter a high-risk area?
Does the candidate who refuses simply remain on standby?
Or is the question being asked only to understand how many available crew members would potentially accept such an assignment?
Without transparency from companies and crewing agencies, seafarers may naturally question how their answers are being used.
The financial aspect makes the decision even more complicated.
High-risk voyages can involve significant additional compensation, particularly when war-risk premiums and special allowances are included. For some seafarers, the financial difference can be substantial.
For a rating, the additional income could potentially be several times their normal salary, while officers may also receive significantly higher compensation depending on the vessel, company and specific voyage.
For someone with a mortgage, debts, family expenses or other financial responsibilities, turning down a highly paid contract is not necessarily an easy decision.
A seafarer may understand the risks but still think:
“I need the money.”
This is where employment pressure and personal safety begin to collide.
Saying Yes vs. Saying No
There are two obvious choices for a seafarer.
Option 1 — Say Yes
Saying yes could provide several potential advantages:
You may remain eligible for the position.
You may have access to more employment opportunities.
You demonstrate flexibility to the company.
You may qualify for additional compensation if the vessel enters a designated high-risk area.
However, there are also disadvantages:
You are potentially accepting additional personal risk.
The security situation can deteriorate rapidly.
The actual circumstances of a voyage may be different from what was expected during recruitment.
You may later decide that you are no longer comfortable entering the area.
Option 2 — Say No
Saying no can also have clear advantages:
You are being honest about your personal safety limits.
You avoid a voyage that you consider unacceptable.
You may have greater peace of mind about the contract you are accepting.
But there is an obvious concern:
What if another candidate who says yes becomes more attractive to the employer?
That is the part seafarers cannot easily know.
And this leads to perhaps the most important question in this entire discussion:
Can a seafarer’s decision really be considered completely voluntary if saying “no” could potentially affect his employment?
What Should the Company Be Responsible For?
This does not mean that shipping companies should simply ignore the willingness of their crew.
Companies have legitimate operational requirements. A tanker company needs qualified crew members who can operate vessels across different trading areas, including regions where security risks may exist.
However, there should also be transparency.
If a company asks a seafarer whether they are willing to sail to the Strait of Hormuz, the seafarer should ideally understand what that answer actually means.
Is the question asking:
“Would you work for our company if our vessels trade in this region?”
Or:
“Would you personally accept a voyage into a high-risk area under the current security conditions?”
These are two completely different questions.
A seafarer might be willing to work for a tanker company without being willing to enter every high-risk area under every possible security condition.
For example, a seafarer could reasonably say:
“If the current security situation improves and the area is considered sufficiently safe for commercial shipping, I have no problem sailing there. However, under the current circumstances, I would prefer not to enter the area.”
That is very different from simply refusing to work for the company.
Can Safety Be Guaranteed?
This is perhaps the most difficult question.
Can a company guarantee that a seafarer will return home safely?
Realistically, no company can guarantee that.
Shipping has always involved risk. Weather, mechanical failures, piracy, collisions and other unexpected events can occur.
But a conflict zone creates a different level of uncertainty.
A seafarer could therefore reasonably ask the company:
What is the current security assessment?
What measures are being taken to protect the crew?
Is the voyage covered by appropriate war-risk arrangements?
What additional compensation is being offered?
What happens if the security situation deteriorates?
What happens if the crew member no longer considers the voyage acceptable?
Are these conditions clearly reflected in the employment agreement?
These questions are not signs of weakness.
They are reasonable questions from someone whose physical safety depends on the decisions being made ashore.
The Same Problem Can Affect Other High-Risk Areas
The Strait of Hormuz is not the only region where this issue can arise.
The Black Sea has also demonstrated how quickly commercial shipping can become exposed to military and geopolitical risks.
For seafarers, the problem is not limited to one specific geographical location.
The larger question is:
How should the maritime industry deal with crew employment when commercial vessels are operating close to active conflict zones?
A company may have a legitimate commercial reason to operate in a particular region. A seafarer may have a legitimate personal reason to refuse.
Both sides have interests that need to be considered.
More Money Does Not Automatically Mean Less Risk
Higher salaries and additional war-risk compensation can make a dangerous voyage financially attractive.
For some seafarers, the difference may be enough to significantly improve their family’s financial situation.
But money cannot remove the physical risk.
A seafarer can calculate a salary.
He cannot calculate the value of returning home safely to his family.
This does not mean that every seafarer should refuse to sail into a high-risk area. Different people have different risk tolerances, financial circumstances and professional decisions.
The important point is that the decision should be informed and genuinely voluntary.
What Should Seafarers Ask Before Accepting a High-Risk Voyage?
Before accepting a tanker position involving potentially high-risk trading areas, seafarers should consider asking the company for clear information about the voyage and the applicable conditions.
Questions could include:
Will the vessel actually enter the Strait of Hormuz or another designated high-risk area?
What is the current security assessment?
What additional compensation is provided?
Are war-risk arrangements clearly defined?
What security measures are available onboard?
What happens if the security situation suddenly deteriorates?
Are the relevant conditions included in the employment agreement?
The objective is not to create conflict between seafarers and companies.
It is to make sure that both sides understand what they are agreeing to.
The Real Strait of Hormuz Dilemma
The question is ultimately bigger than whether a seafarer says yes or no during a job interview.
It is about the pressure behind that answer.
A seafarer looking for employment may need the salary. A company may need crew members willing to operate its vessels in challenging areas. At the same time, the seafarer is the person who will physically be onboard if the security situation deteriorates.
That creates a difficult balance between employment, income and personal safety.
Perhaps the maritime industry should therefore move beyond simply asking:
“Are you willing to go to the Strait of Hormuz?”
A better question might be:
“Under what conditions would you be willing to go, and what information and protections do you need to make that decision?”
Seafarers are not simply another operational resource. They are the people who ultimately carry the physical consequences of decisions made both onboard and ashore.
And while higher compensation can recognize additional risk, it cannot eliminate that risk.
For every seafarer facing this question, the decision remains deeply personal:
How much is your safety worth, and should your employment depend on the answer?
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.
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