Cargo Officer Duties on Steel and Aluminium Bulk Carriers: A Practical Guide

Steel cargo ship officer duties on bulk carriers and open hatch vessels go far beyond basic watchkeeping — they demand cargo-specific knowledge of stowage planning, lashing systems, IMSBC Code compliance, and precise cargo documentation that principals test at every interview. At Elite Mariners, our officer pool is specifically trained for the cargo types we manage: steel coils, aluminium ingots, sulphur, and wood pulp, traded on behalf of Norwegian, Greek, and Singapore-based ship owners from Mumbai, India. If you are preparing for a specialist deck officer jobs application or looking to deepen your operational knowledge, this guide covers everything you need to know.

What Are Steel Cargo Ship Officer Duties? (IMSBC 5th Amendment, 2022)

A cargo officer on a steel-trading bulk carrier holds primary operational responsibility for the safe carriage of cargo from loading port to destination. Under the IMSBC Code 5th Amendment (2022) and the IMO's Cargo Securing Manual (CSM) requirements, the duties of a deck officer on a steel-carrying vessel are significantly more specialised than those on a standard bulk carrier.

Core steel cargo ship officer duties include:

• Stowage plan preparation and approval: Preparing a detailed stowage plan for each cargo parcel that satisfies the vessel's Cargo Securing Manual, the shipper's requirements, and the CSS Code (Code of Safe Practice for Cargo Stowage and Securing).
• Dunnage and lashing supervision: Directing stevedores in the placement of dunnage timber, lashing chains, turnbuckles, and anti-skid mats to prevent cargo movement in all sea states up to the design sea state in the Cargo Securing Manual.
• Cargo watch management: Maintaining a continuous cargo watch during loading and discharging operations, including monitoring of loading rates, draft, trim, shear force, and bending moment against vessel limits at every stage.
• Draft surveying: Conducting departure and arrival draft surveys and reconciling surveyed tonnage against Bill of Lading figures — a competency principals test explicitly.
• Cargo documentation: Preparing and verifying the Notice of Readiness (NOR), Cargo Declaration, Bill of Lading endorsements, Statement of Facts, and Mate's Receipt.
• Hatch cover maintenance: Ensuring hatch cover seals, drainage channels, and cleating systems are in condition before departure to prevent moisture ingress — critical for steel and wood pulp cargoes.

Elite Mariners' Cargo Routes: Steel, Aluminium, Sulphur and Wood Pulp

Elite Mariners' principal relationships give Indian deck officers access to some of the most operationally demanding cargo trades in global shipping. Understanding these four cargo categories is the starting point for every officer seeking placement through our crew management services.

Global seaborne steel trade exceeded 350 million metric tonnes in 2023 (World Steel Association), making steel products one of the most significant cargoes by volume for open hatch and multi-purpose bulk carriers. Officers with documented experience on these cargo types are consistently prioritised by Norwegian and Greek principals during their officer selection process.

Stowage Plan Preparation for Steel Coils

Steel coils are among the most demanding cargo types in the bulk carrier trade. A single coil can weigh between 8 and 25 metric tonnes, and their cylindrical shape and high centre of gravity make them prone to rolling and shifting if the stowage plan is inadequate. Under the CSS Code (MSC.1/Circ.1353/Rev.1, 2014) and the IMSBC Code, the cargo officer has primary responsibility for the correctness of the stowage plan before loading commences.

Key stowage plan elements for steel coils:

• Eye orientation: Coils must be stowed either eye-fore-and-aft or eye-athwartships depending on the vessel's Cargo Securing Manual. Eye-fore-and-aft orientation reduces the risk of rolling in beam seas. Most CSMs for open hatch vessels specify eye-fore-and-aft as the default orientation for coil weights above 10 MT.
• Dunnage requirements: A minimum of two layers of 25 mm × 150 mm dunnage timber must be placed beneath each bottom-tier coil, with cradle-cut timber saddles or purpose-built steel cradles to prevent lateral rolling. Anti-skid matting (coefficient of friction ≥ 0.3) between tiers is required per the CSS Code for coils over 5 MT.
• Lashing systems: Chain lashings with Grade 80 or Grade 100 shackles and bottle screws are specified in most CSMs for coil weights above 5 MT. The lashing calculation must demonstrate that the combined securing arrangement meets the forces defined in the CSS Code annex (longitudinal: 0.3g, transverse: 0.5g, vertical: 1.0g minus seafastening weight).
• Weight distribution and stress: The stowage plan must distribute coil weights across holds to maintain the vessel's bending moment and shear force within permissible limits at every loading stage. This requires the officer to perform loading sequence calculations — often using the vessel's loading computer — and agree the sequence with the terminal before loading commences.
• Tier height limits: Most open hatch vessels restrict steel coil stacking to two or three tiers depending on coil weight and the vessel's tanktop strength. The CSM gives the maximum deck load in MT/m² for each hold, and the stowage plan must verify compliance tier by tier.

At interview, principals from Norway and Greece regularly ask candidates to describe a specific stowage plan for a 3,000 MT parcel of steel coils averaging 15 MT each — including the orientation decision, lashing schedule, and loading sequence calculation. Officers who cannot answer this operationally are rarely taken forward.

Aluminium Ingots: Handling, Moisture and Stacking Requirements

Aluminium ingots and billets are Group C cargoes under the IMSBC Code — they do not liquefy and do not present a chemical hazard — but they require careful handling to avoid cargo damage claims that can cost principals hundreds of thousands of dollars. Aluminium is highly susceptible to moisture-induced corrosion (white rust), and the officer in charge of cargo operations must take active steps to prevent moisture ingress from the time of loading to the time of discharge.

Moisture sensitivity

The reaction between atmospheric moisture and aluminium produces aluminium hydroxide (Al(OH)₃), a white powdery deposit that reduces the metal's commercial value significantly. Receivers in Europe and Asia apply price deductions for white-rusted aluminium; cargo claims for inadequate hold preparation are a leading category of P&I Club claims on aluminium trades. The cargo officer must:

• Verify holds are dry and bilge systems are operational before loading commences.
• Confirm hatch cover gasket integrity using the hose test or ultrasonic test before loading — not after departure.
• Ensure bilge covers are in place and intact so that moisture cannot migrate from bilge spaces to the cargo.
• Check weather forecasts and time loading to avoid rain — wet aluminium at time of loading is a primary cause of claims.

Stacking and handling

Standard aluminium T-ingots (typically 22 kg each) are bundled in stacks of 500–1,000 kg with steel strapping. The cargo officer must verify that:

• Bundles are stacked with the open face downward so that moisture does not pool in the ingot channels.
• Stacking height does not exceed the shipper's specification — typically 4–6 layers for standard T-ingots, fewer for larger sow ingots and billets.
• Dunnage boards are placed beneath the bottom layer to prevent tanktop moisture from contacting the cargo.
• No heavy cargo (e.g., steel coils) is stowed in the same hold or on the same tween deck as aluminium without a physical separation barrier.

Sulphur Cargo: IMSBC Group B Precautions (Self-Heating Limit 60°C)

Solid sulphur in bulk is one of the most hazardous cargoes in the IMSBC Code Group B category. The IMSBC Code 5th Amendment (2022) Schedule for Sulphur (Solid, bulk) specifies a maximum loading temperature of 60°C and requires that the officer in charge of cargo operations be aware of the self-heating risk, the toxic vapour hazard, and the specific emergency procedures applicable to this cargo.

Self-heating risk

Sulphur can self-ignite if contaminated with organic material or if the cargo temperature rises above approximately 160°C (auto-ignition temperature). The IMSBC Code requires the officer to monitor cargo temperature at loading and to refuse loading if the sulphur temperature exceeds 60°C at the time of loading. Officers should also ensure that holds are entirely free from organic residues — coal dust, grain residues, or oily residue from previous cargoes — which can catalyse self-heating reactions with sulphur.

Toxic vapour precautions

Sulphur releases hydrogen sulphide (H₂S) and sulphur dioxide (SO₂) during loading, storage, and discharge. Both gases are acutely toxic — H₂S at concentrations above 10 ppm can cause rapid incapacitation, and SO₂ above 2 ppm causes respiratory distress. The cargo officer must:

• Ensure all crew working near open holds during sulphur loading are equipped with appropriate gas detection instruments calibrated for H₂S and SO₂.
• Prohibit entry into closed holds containing sulphur without a confined space entry permit and SCBA (self-contained breathing apparatus).
• Post warning notices at hold entrances and communicate the toxic hazard at the pre-cargo safety conference.
• Verify the vessel's MSDS (Material Safety Data Sheet) for sulphur is on board and accessible.

Hold preparation for sulphur

Holds must be cleaned to a standard that removes all organic residues, tested with a gas detector for residual combustible gases, and certified clean by a hold inspection before sulphur loading commences. Any previous coal residue is particularly dangerous — coal and sulphur can form a self-heating mixture that is extremely difficult to extinguish at sea.

Wood Pulp Stowage: Ventilation and Moisture Control

Baled wood pulp is a Group C cargo that requires detailed attention to ventilation, moisture management, and fire prevention. Wood pulp is carried in large quantities on open hatch gantry crane vessels — particularly on trades from Scandinavia and South America to Asia and Northern Europe. Gearbulk careers are among the most sought-after placements for Indian deck officers with open hatch experience, and wood pulp stowage competency is tested at every Gearbulk interview.

Moisture and fire risk

Wet wood pulp is classified as a self-heating material and presents a fire risk if moisture content rises above approximately 15%. The spontaneous heating temperature of wet wood pulp can fall below 100°C under certain conditions. The cargo officer must:

• Inspect the shipper's moisture content declaration for each consignment — refusal of cargo that exceeds the safe moisture limit is the officer's duty and right.
• Ensure hatch covers are tested watertight before loading and after any repairs to seals.
• Log the condition (dampness, damage to bale wrappers) of all cargo received on board at loading.
• Report any warm or damp stacks discovered during voyage to the Master immediately.

Ventilation requirements

Surface ventilation (not mechanical) is recommended for wood pulp during the voyage to prevent moisture accumulation from condensation. The cargo officer must open ventilators when outside dew point is lower than hold air temperature — the standard rule for cargo hygroscopic goods. The ventilation log must be maintained throughout the voyage and presented to P&I surveyors in the event of a cargo claim.

Stowage on gantry crane vessels

Wood pulp bales are loaded and discharged using the vessel's gantry crane and spreader bars. The cargo officer is responsible for confirming the stowage plan for each hold — ensuring bales are stacked with sufficient stability (interlocked layers), that weights are distributed within tanktop and tween deck load limits, and that crane access areas are kept clear throughout operations.

Hold Preparation and Cleanliness Standards

Hold preparation is one of the areas most frequently cited in cargo damage claims against bulk carriers, and it is the area where a specialist cargo officer adds the most immediate value. The required cleanliness standard varies significantly between cargo types:

After previous cargoes such as coal, grain, or fertiliser, holds must be washed down with fresh water, allowed to dry completely, and inspected by a qualified surveyor before any of the above cargo types can be loaded. Inadequate hold preparation is a PSC deficiency category — Paris MOU annual reports consistently rank cargo-related deficiencies among the top five categories for bulk carriers.

Cargo Documentation: Bill of Lading, NOR and Cargo Declaration

Cargo documentation is as critical as cargo operations — errors in Bill of Lading figures, NOR timings, or Cargo Declaration content have direct financial and legal consequences for ship owners and charterers. The cargo officer must be familiar with the following documents:

Notice of Readiness (NOR)

The NOR is tendered by the Master (through the officer of the watch or Chief Officer) to the shipper's agent as soon as the vessel arrives at the port and is ready in all respects to load or discharge. The time of tendering NOR starts the laytime calculation under the charter party. Errors in NOR timing are a primary source of demurrage disputes. The cargo officer must understand the charter party terms (WIBON, WIPON, WIPONC clauses) that govern when NOR can be tendered.

Bill of Lading (B/L)

The Bill of Lading is the primary cargo document evidencing the contract of carriage, the receipt of cargo, and the title to goods. The cargo officer must verify that the quantities stated on the B/L match the surveyed tonnage from the draft survey before the Master signs. If discrepancies exist, a Letter of Protest must be issued before the B/L is signed. Signing a B/L with incorrect cargo figures without protest can expose the ship owner to significant financial liability under the Hague-Visby Rules.

Cargo Declaration

The Cargo Declaration is submitted to port authorities at departure and arrival, listing all cargo on board with IMSBC classification, UN numbers (for Group B cargoes such as sulphur), and the shipper's compliance certificate. For sulphur and other IMSBC Group B cargoes, the compliance certificate from the shipper stating that the cargo meets the IMSBC requirements must be received before loading commences — this is a mandatory pre-loading check under SOLAS Chapter VI.

Statement of Facts (SOF)

The Statement of Facts records the timeline of all cargo operations — arrival, NOR tender, berthing, commencement and completion of loading/discharging, and departure. Accuracy in the SOF is critical for demurrage calculations and P&I claim investigations.

What Principals Test at Interview

Elite Mariners' Norwegian and Greek principals conduct structured technical interviews for all officer positions. Based on our 25-year track record of crew placement, these are the most frequently tested topics for deck officers applying to steel and open hatch vessel positions:

1. Stowage plan for a specific steel coil parcel: Candidates are given a cargo manifest (coil weights, quantities, dimensions) and asked to describe how they would prepare the stowage plan, including orientation, dunnage, lashing schedule, and loading sequence. This tests practical knowledge of the CSS Code and the vessel's CSM.
2. IMSBC Group identification: Principals test whether candidates can correctly identify the IMSBC group for each cargo they will carry — and explain what obligations each group imposes on the officer in charge.
3. NOR and laytime calculation: Candidates are given a charter party clause and asked to calculate laytime commencement — testing commercial awareness alongside operational knowledge.
4. Hatch cover integrity: Open hatch vessel principals specifically test candidates on hatch cover maintenance — gasket inspection, hose test procedure, and what action to take if a hatch cover fails the test before a wood pulp or steel loading.
5. Sulphur cargo safety conference: Candidates are asked to describe what they would cover at the pre-loading safety conference for a sulphur cargo — testing IMSBC awareness, gas detection procedures, and emergency response knowledge.
6. Draft survey methodology: Candidates must demonstrate that they can conduct a six-reading draft survey and calculate displacement, deductibles, and net cargo weight — often with a worked example at interview.

Officers who have sailed on vessels trading Elite Mariners' cargo types and who can answer these questions with operational specificity — not just textbook theory — are consistently preferred by our principals.

Career Benefits of Specialist Cargo Experience

Specialist cargo experience on steel, aluminium, sulphur, or wood pulp trades is a career asset that compounds over time. Officers with documented experience on these cargo types command higher salaries, shorter sign-off periods between contracts, and faster promotion to senior ranks compared to generalist bulk carrier officers.

Key career advantages include:

• Principal loyalty: Principals operating specialist cargo vessels prefer to retain officers who already understand their vessel type and cargo requirements. Repeat contracts and faster rank progression are common for officers who perform well on their first assignment.
• Premium trade routes: Steel, aluminium, and wood pulp trades operate primarily between Europe, Scandinavia, the Middle East, and Asia — routes that typically carry higher CBA (Collective Bargaining Agreement) rates under Norwegian or Greek principal contracts, often through ITF-affiliated unions.
• Gearbulk and open hatch specialisation: Open hatch gantry crane experience is a sub-specialism that very few Indian officers hold. Officers who complete their first open hatch contract enter a talent pool with limited competition, creating strong demand for their profiles from multiple principals.
• Faster advancement to Chief Officer and Master: Specialist cargo knowledge is one of the most important assessment criteria for promotion on technical vessels. Officers who can demonstrate mastery of stowage planning, cargo documentation, and IMSBC compliance are assessed as promotion-ready earlier than those without this background.

India supplies approximately 12% of the global seafarer workforce (BIMCO/ICS Seafarer Workforce Report 2021), but the proportion of Indian officers with specialist open hatch and non-bulk cargo experience is significantly lower than the overall share. This gap represents a genuine career opportunity for officers willing to invest in cargo-specific competency.

Frequently Asked Questions

What are the key steel cargo ship officer duties on a bulk carrier?

The key steel cargo ship officer duties on a bulk carrier include preparing and executing the stowage plan for steel coils or steel products, supervising dunnage and lashing in compliance with the CSS Code and the vessel's Cargo Securing Manual, maintaining cargo watches during loading and discharging, conducting draft surveys at each port, and completing all cargo documentation including the Bill of Lading, Notice of Readiness, and Cargo Declaration. On open hatch gantry crane vessels trading steel, the Chief Officer is also responsible for verifying hatch cover watertightness before departure.

What IMSBC Code classification applies to sulphur cargo on bulk carriers?

Sulphur is classified as a Group B cargo under the IMSBC Code (05th Amendment, 2022) — a cargo that possesses a chemical hazard. Solid sulphur in bulk is listed as a material that presents a self-heating risk and emits toxic hydrogen sulphide and sulphur dioxide vapour. The IMSBC Code requires the officer in charge to ensure holds are thoroughly cleaned of all organic residue before loading, that the cargo temperature does not exceed 60°C at loading, and that all personnel entering holds during or after discharge wear appropriate respiratory protection. The emergency schedule for sulphur (bulk) is included in the IMSBC Code Appendix 1.

How should a cargo officer prepare holds for aluminium ingot loading?

Aluminium ingots must be loaded into clean, dry holds free from residues of previous cargoes, particularly materials containing chlorides or acids which accelerate aluminium corrosion. The cargo officer must confirm that bilge systems are functional and dry, that no moisture ingress is possible through hatch cover seals, and that dunnage boards are placed beneath bottom tiers to prevent contact with the tanktop. Stacking height should follow the shipper's instructions to prevent ingot deformation under load. Unlike steel coils, aluminium ingots do not generally require lashing, but any bundled product must be adequately separated to prevent relative movement in heavy seas.

What documents must a cargo officer complete before and after cargo operations on a bulk carrier?

Before cargo operations begin, the cargo officer must complete or verify the pre-loading survey report, the ship-shore safety checklist, and the Notice of Readiness (NOR) tendered to the shipper's agent on arrival at the berth. During loading the officer maintains a cargo log recording loading rate, draft readings, trim and stress calculations at regular intervals. After loading is complete, the officer prepares the Cargo Declaration, verifies the Bill of Lading figures against the draft survey, and signs the cargo securing confirmation for the vessel's file. For IMSBC Group B and Group A cargoes, the cargo declaration must include the shipper's certificate of cargo compliance with the IMSBC Code.