The complete chief officer 4 departure

4 Departure
As yet, you have not had time to put in place your own organisation for running the
department, so you will have to go along with what already exists and tweak the system as
you go along.

4.1 ETD

When are we sailing Chief?

The first thing to do is establish an ETD. This will normally come from the shore terminal and
will be their idea of when they will complete the cargo based on the cargo discharge or load
figures. I said 'idea' for, as you know, this is only what it can be. It is not unheard of for a ship
to be advised of a specific time for completion only to suddenly be advised that completion
will now be several hours earlier or later. Later is no problem but earlier is far more difficult,
particularly if stores or repairs have been arranged on the previously advised time or crew
have been granted extended leave.

15


Probably finish at half past...

Consider very carefully the ETD that you are given. Look at your own cargo figures and see if
they make sense. Then call the agent and see what he has heard. He will usually get his ETD
from the same cargo source as you do, so do not expect this to be very different, but at least
you are doing all you can.
Once the time is given the prudent Chief Officer will deduct a few hours to make it an earlier
time and make all aware of this as the presently advised ETD. For some strange reason,
everyone forgets the word 'estimated' in ETD and, should this suddenly become earlier and
they are inconvenienced, it becomes 'you told me this or that time' as if you gave it to them
cast in stone. You must live with this. As completion approaches, frequently update the ETD

as is appropriate.
Ensure that the gangway board is clearly marked with the ETD and have shore leave expire
at least 4 hours ahead of this time. This way you might actually have all the crew onboard in
plenty of time, without having to sweat it out as the departure approaches.

4.2 Departure Day
It is to be hoped that you will awake without having been too much disturbed during the night,
as you will not be getting much rest today. Once again you will want the latest ETD, and this
should now be fairly close to reality. Pass this directly to:
•
•
•
•

The Captain
the Chief Engineer
the Chief Steward (if you have one)
the Bosun


Ensure that the gangway board is updated, once again keeping a few hours up your sleeve
for shore leave expiry.

4.3 Trim
You will have calculated the trim required by the Master and the ship should now be almost
on these marks. Next ensure that the ship is upright with no list.

4.4 Cargo Completion
The last few hours of cargo work are generally when things go wrong. Everyone is in a
hurry. If on a liner schedule, such as would be the case with a container vessel, you are

working to deadlines. On all other types of vessels the ports will want you clear as soon as
possible. There are other ships waiting for your berth and the charterers or owners will no
doubt want you in the next port as soon as possible.
If you are loading a homogeneous cargo, ensure that the last of it is watched and stowed
with the same level of care as the previously loaded items. If lashing is required, ensure that
this is done properly, not hurriedly. It is better to sail a little late but with the cargo properly
stowed and lashed.

Ensuro lashings are socure.

17


At this stage in the proceedings, on a number of occasions, I reluctantly had to delay the
sailing of the ship as I was not satisfied with the securing of the cargo or with the trimming
of the holds. As the Chief Officer, and being directly responsibly for the cargo, you must
keep the Master advised of the situation. Sometimes it is wise to get to him first with your
problem as, without doubt, as soon as you state that you are not satisfied others will be
hotfooting it to his cabin with their complaints.

You could have a pile of cargo papers waiting to be signed, last stability
calculations to do and a draught survey to complete. Therefore, you
depend to a great extent on your officers overseeing the decks in these last
hours.
Your OOW should be out on deck seeing the last of the cargo stowed and secured, hatch
coamings cleared and hatches battened down, hoses disconnected and all the other
tasks undertaken that go with cargo completion. You must ensure that, regardless of the
time:
•
•

•

The same attention to cargo is given in these last hours as was given in the first
the stowage and condition are checked, with any doubts on the OOW's part brought to
your attention
the safety regulations are followed by both ship and shore workers.

Experience shows that this is the time when shortcuts are made and accidents happen.
Your ETD will be of no consequence in any court of enquiry.
On completion of cargo you will have your draught checks to make. On large vessels this
will have to be completed by boat, provided by the terminal. Don't

Last minute checks .............. last minute damagel

18


forget to take the draughts properly with a mean of the highs and lows in choppy waters.
Also ensure that the density of the harbour water is checked again as this changes
frequently with the tides.
The requirements for securing the cargo operations of the ship depend entirely on the type
of ship and the cargo carried. The most difficult requirements are for the closing up of bulk
carriers, where the hatch coamings have to be cleared of cargo residue, the hatch tops
closed and the same secured with cleats. There will usually be only two hatches remaining,
but this can still take time.
The lashings on the hatch top have to be given a final check, particularly those forward.
Deck cargo, and heavy lifts in particular, must also be given a final check.
If discharging, the last hatches should be checked for stevedore damage, particularly if
heavy grabs have been used. This is not easy on very large vessels because the ship's
staff cannot get very high in the holds. It takes several hours to do the job properly and few

parties will allow the time necessary.

4.5

Bridge Equipment

If the ship has been in port for some time, ensure that the crew wash down the bridge
wings, dodgers and windows ready for sea. In very cold climates with temperatures below
freezing, ensure that the heaters are all on. If the windows aren't heated, de-icing should be
used on these and on the decks outside.
Ensure that the Second Officer has been given sufficient time to prepare the passage plan
for departure.
The OOW will test gear prior to sailing and there should be a checklist for these items.
When these have been completed, the pilot card can be made up.
All clocks should be synchronised.
The Officer testing the bridge equipment should report directly to the Master and then to
yourself that all the equipment is tested and in order.

4.6

Testing Engines

Engines should be tested in good time before sailing to allow time for dealing with any
problems or to give ample warning of any delay to the port authorities. The timing of this
should be coordinated between the Chief Engineer and yourself as oach department will
have its own priorities.
Prior to testing engines:
•
•
•

•

Ensure that the stern is clear
check that the lines are tight
check that the terminal has been advised and that all the loaders and dischargers are
stopped if they are at risk of damage by any movement of the ship
check that the gangway is lifted clear of any obstructions ashore that could cause
damage due to the ship's movement.

19


4.7 Stowaway Search

Once each area has been searched it must be secured. Areas of the ship that are still being
worked will have to wait until the shore labour is clear before they can be searched. The
accommodation and engine room will also have to be included in the search pattern. Include
all crew cabins in this, not just because a stowaway might have slipped into a cabin, but
because it is not unknown for crew to smuggle stowaways onboard, particularly on short sea
passages such as in the Northern European area.
The stowaway search is not something that can be done in a few minutes by a couple of the
crew. It will involve most of the crew and officers so allow time for this to be done properly.
Once the stowaway search is completed, this should be reported to the Captain.
If any stowaways are found during the search they must be handed over to the appropriate
authorities.

20


4.8 Crew Onboard

At the expiry of the shore leave time, you should receive reports from the Chief or Second
Engineer, the Chief Steward and the Bosun, that all crew are onboard If there is anyone
missing the Master must be informed immediately. He will then decide what to do.
Generally, if there are still some hours to go, he will wait and see. In the meantime, get the
Bosun to find out when the missing person or persons went ashore and where they might
be.

Do you ever get that 'delayed' feeling?

If after a further hour they are still missing, once again report to the Master in order that
he can relay this to the agent.
If they are still missing with one hour to go, then have their belongings packed ready to be
landed.

4.9 Securing for Sea
What follows should be the normal procedures for seafarers on any ship about to proceed
to sea. However, if you have just joined you will not know the abilities of your crew, the
customs of the ship or what has been happening during the port stay, so some of it may not
be relevant.
Stow for a hurricane unless you are just port hopping in known perfect weather conditions.
Even then the unexpected always seems to happen.

21


Ahh....a nice cruise down the coast.
Some years ago, a colleague of mine was sailing out of Marseilles in summer, making a short voyage down
the coast of Spain to Barcelona. The night after he sailed a storm blew up and he started
taking very heavy seas over his decks. His deck cargo of heavy pipes shifted and he took a
heavy list. The last that was heard of them was when he advised the situation on the VHF and

said that they were abandoning ship in the liferafts. Two days later, three bodies were
recovered in one of the rafts. The pipes were stowed and lashed with just chains and no side
bolstering fitted, which would have stopped the pipes from shifting.

Check that all cranes and derricks are lowered into their housings and that davits
are secure, with the boats stowed up and tight in the davits.
If stores have been taken, have the lockers checked to ensure they are secure,
particularly the paint locker.
The foc'sle is a notorious dumping ground onboard, with crew going in and out for various
items, so check that all items in this space are secure.
If oil drums are placed on deck, ensure they are placed on dunnage or gratings and are well
lashed and not rubbing against each other.
Ensure that all the hoses to the shore have been disconnected.
Finally, after a search to ensure that all shore labour has left the vessel, the final hold hatches
and deck doors are to be closed and battened down.
Now you can report to the Captain that the vessel is secured for sea. The agent will probably
still be with the Captain so the gangway will have to be left down until his departure.

22


Find out whether the pilot is boarding by shore or boat and, if by boat, have the pilot ladder or
combination ladder rigged ready and clean with someone standing by to receive him and
escort him to the bridge.

4.10 Departure
The procedures of unmooring should be familiar to you regardless of the ship. It is important
that you realise you are there in a supervisory capacity, regardless of how few crew you have.
The idea of you being the officer is that you stand back, give the orders and see that they are
carried out in a safe manner. You cannot do this properly if you are driving the windlass or

heaving on a rope. Be careful of this one. Mooring accidents are common and if it can be
shown that you were not properly controlling the operation, it is your neck in the chopping
block.
Normally, if the Chief Officer is not on the bridge for stations, he is on the foc'sle. When
unmoored, and if tugs are still fast, keep well clear of the lines. When you are ordered to let the
tugs go, if you have tug lines ensure that the lines are slack before letting go and see that they
are lowered to the tug rather than just letting them run freely. The tug will often be directly under
the foc'sle and, if lines are let run, could fall onto tug crew below. If they are your lines, be
careful. All too often the order to let go goes to the tug before you, so the line is released while
tension is still on, causing spring back.

Be wary of these dogs of war.

When clearing the port, you will generally stow your ropes away and ensure that those on the
drums are tight and well lashed and covered. However, if you are only making a short voyage
in good weather and you feel it unnecessary, check with the Captain. Under no circumstances
should you leave the ropes out without his knowledge.

23


As the ship approaches the outward channel, be wary of the speed of the ship and the sea
state. You will notice sea state before the bridge, particularly at night, and if the ship is
increasing speed into a high swell it is better to advise them sooner rather than later. Every
year a number of seafarers are killed on the foc'sle by being swept by seas in exactly such a
situation. Meanwhile, as it takes a little time for the effects of slowing down to be seen, clear
the foc'sle and have your men move back or stood down.
The Captain may want to keep the anchors cleared away if proceeding in coastal waters. This
is sensible, but find out if he wants them 'in gear' or 'out of gear'. I always prefer 'in gear' as it
ensures they are not going to run and will only take a short while to disengage, However, if he

wants them out of gear, ensure that the brake is screwed up very tightly and that the bars are
down.
Make sure that the anchors are hove tightly up into the pipes. Clanging from a loose fluke
striking the hull, apart from the damage it may cause, can be heard throughout the ship.
As the poop deck crew will be free well before those forward, I suggest that they be used to
check the open decks, clearing any loose rubbish left behind by shore workers or cargo
debris that can blow around. Check on the securing of ship's equipment such as gangways
and pilot ladders. You may well require to have the crew finish securing the hatches
because, while no ship should sail without these being properly secured, there are times
when they are half secured and then fully secured as the ship proceeds to sea. You should
never proceed to sea with your holds open and, if ordered to do so, it must be construed as
an illegal order. More about that later.
If the anchors are to be secured this takes more time, so as the ship proceeds out into deeper
waters watch the speed and swell. When the anchors are secured, advise the bridge and wait
to be stood down. There are times when you might want to remind the bridge that you are still
there. Finally, make sure that the foc'sle weather doors are secured and that the lights are off.
Ensure that the bridge has the deck lights on for you as you return to the accommodation.

24