After passing through a severe Force 10 storm, describe the post-heavy weather inspection you conduct as Chief Mate.

A. POST-HEAVY WEATHER INSPECTION — CM RESPONSIBILITIES: (1) WEATHER DECK WALKTHROUGH: complete inspection of all weather decks. Check: (a) All deck cargo lashings — any parted lashings, damaged turnbuckles, lost locking pins; (b) Container securing — twist locks, locking pins, lashing rods; (c) Hatch covers — any deformation, damage to seals, cracks in covers or coamings; (d) Ventilator heads — storm covers fitted correctly, any damage; (e) Navigation light fittings — any loose or damaged fittings; (f) Anchor — properly housed, windlass brake secure; (g) Fairleads, bollards, mooring equipment — any damage; (2) BILGE SOUNDING: sound all holds, bilges, void spaces, and tanks. Any unexpected water ingress?; (3) FORWARD SPACES: inspect forepeak, chain locker, and any forward void spaces — green water can force entry through even small gaps; (4) CARGO INSPECTION: if practicable, inspect cargo in accessible holds — any evidence of movement or wetting; (5) STRUCTURAL INSPECTION: check hatch coamings, king posts, mast fittings for cracking or structural deformation. Report any cracks immediately; (6) RECORD: complete a post-heavy weather inspection report — note all damage found, repairs made, items requiring attention; (7) MASTER REPORT: brief master on inspection findings; (8) ISM NON-CONFORMITY: any structural damage, lashing failure, or cargo damage must be reported as an ISM non-conformity; (9) CLASSIFICATION SURVEY: significant structural damage may require notification of the classification society and an emergency survey.

B. Post-heavy weather inspection is not required if no alarms were activated during the heavy weather period. Only inspect if a specific defect is reported.

C. The post-storm inspection is the bosun's responsibility. The Chief Mate only needs to review the bosun's written report and countersign it.

D. Post-storm inspection should wait until the vessel reaches port — doing it at sea risks crew injury from residual vessel motion after the storm.

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.