After an engine failure in Force 8, a salvage tug will take your vessel under tow. As Chief Mate, how do you prepare the vessel for towing?

A. PREPARING A VESSEL FOR TOWING — CM RESPONSIBILITIES: (1) ANCHOR CABLE PREPARATION: pay out the anchor cable to approximately 3 shackles (about 75m) through the centre lead and secure the cable on deck using stopper and lashing — this will become the towline connection point; alternatively, rig a towing bridle using mooring wires/chains to the anchor cable; (2) FORECASTLE HEAD: send crew forward to prepare the tow connection. Clear all obstructions from the forecastle. Remove any gear that might foul the towline; (3) COMMUNICATION WITH TUG: agree: length of towline; towing speed; communication channel (typically VHF working channel); emergency procedure — if towing connection parts; (4) STEERING: ensure steering gear is available if the tug's connection allows vessel to steer. Even under tow, some helm may be applicable; (5) ANCHORS: ensure anchors are properly housed and prevented from running — you do not want an anchor to run out while being towed; (6) FAIRLEADS AND CHOCKS: identify and clear fairleads for the towline — the towline must be routed through a proper fairlead to avoid chafe on the stem; (7) TOWING PENNANT: if the vessel has a dedicated towing pennant (some vessels have a heavy wire or chain towing bridle permanently fitted) — rig it; (8) STABILITY: ensure the vessel is in a stable condition before towing commences. A vessel with adverse trim or list in tow is harder to control; (9) LOG: record all towing arrangements, time, and agreements; (10) LLOYD'S OPEN FORM: master to agree salvage contract with tug before towing commences if salvage LOF applies.

B. Attach the tug's towline to the bollards on the forecastle head. Standard mooring bollards are designed for this purpose and no special preparation is needed.

C. Let out maximum anchor cable (10 shackles) and attach the tug's towline to the anchor shackle at the bitter end. This gives maximum flexibility.

D. Do not prepare for towing until the LOF (Lloyd's Open Form) has been signed. No towing arrangements can be made without a signed salvage contract.

A. CM HEAVY WEATHER PREPARATION — PRE-DEPARTURE: (1) STABILITY CALCULATION: produce final departure stability calculation using the loading computer. Verify: GM exceeds loading manual minimum AND an appropriate margin above minimum for heavy weather (typical recommendation: GM at least 0.5-1.0m above minimum for Force 9+ North Atlantic); check GZ curve meets all intact stability criteria (2008 IS Code); verify trim is within acceptable limits; (2) FLOODING ANGLES: calculate the angle at which the vessel would be at risk of flooding — ventilators, air pipes, or other openings. Ensure this angle has adequate margin above the expected rolling in Force 9; (3) FREE SURFACES: minimise free surfaces in ballast tanks — either top up or press down. Partial tanks create large free surface corrections that reduce effective GM; (4) LASHINGS INSPECTION: physically check all cargo lashings on deck and in holds — direct the bosun and deck gang to retighten any slack lashings. Check hatch covers — all cleats tight, rubber seals intact, cross-joint seals good; (5) DECK FITTINGS: make rounds of the weather deck — secure all portable equipment; check anchor lashings; verify everything on deck is properly secured; (6) BILGES: sound all bilges and ballast tanks — confirm no unexpected water ingress; (7) CREW BRIEFING: brief the watch officers on what speed and heading changes to expect; advise the bosun to keep crew off deck in heavy weather; (8) PASSAGE PLAN REVIEW: review the passage plan with the master — identify alternatives if the weather is worse than forecast.

B. Stability in heavy weather is calculated automatically by the ECDIS loading computer. The Chief Mate only needs to check the final print-out, not independently verify calculations.

C. For a North Atlantic winter passage, the Chief Mate's preparation involves adding extra ballast to maximum capacity regardless of the effect on GM. Maximum ballast always equals safest vessel.

D. Heavy weather preparation is primarily the master's responsibility. The Chief Mate should focus on cargo documentation and hand-over notes rather than stability assessment.

A. CARGO SHIFT — CM INVESTIGATION AND MANAGEMENT: (1) INITIAL ASSESSMENT: 8-degree list unaccounted for by known weights — URGENT. Calculate: with current GM, what weight shift would produce 8 degrees? Formula: d = (W × GG1) / (Δ × GM). This quantifies the possible shift. Stability computer: input the assumed shift and see if it matches observed list; (2) INVESTIGATE CAUSES: (a) Reduce speed and alter course to a more comfortable heading — reduce rolling to minimise further shift; (b) If it is safe to do so, arrange for hold inspection to confirm or identify cargo shift. In Force 9, entry into holds may be impossible safely — wait for a reduction in conditions; (c) Check bilges in all holds — flooding can also cause a list; (d) Check ballast tanks — has a tank emptied or flooded unexpectedly?; (3) CORRECT THE LIST: options to reduce the list: (a) Ballast: pump ballast water to the high side to counteract the list. Use cross-filling of double bottom tanks; (b) Do NOT enter holds to reshift cargo in heavy weather — this is extremely dangerous; (4) STABILITY CALCULATION: recalculate stability with the assumed cargo shift. If GM appears to be reduced significantly — master to consider heading for nearest port of refuge; (5) NOTIFY MASTER: immediately — an 8-degree list is a serious stability situation; (6) MAYDAY READINESS: if list is increasing and stability is deteriorating, prepare for emergency.

B. An 8-degree list can be corrected by transferring fuel oil between port and starboard service tanks. No other investigation is necessary as a list of 8 degrees is within normal operating parameters.

C. Send the bosun's team into the cargo hold immediately to investigate and reshift cargo. Finding the shifted cargo source takes priority over safety considerations in Force 9.

D. Continue passage at full speed. An 8-degree list in heavy weather is caused by dynamic rolling only and will self-correct when the weather improves.