The forecast shows Force 9 developing in 12 hours. You are OOW on a general cargo vessel. What checks and actions do you take regarding cargo securing before the weather arrives?

A. PRE-HEAVY WEATHER CARGO SECURING CHECKS: (1) CARGO SECURING MANUAL: consult the vessel's approved Cargo Securing Manual (required under SOLAS VI/5.6 and CSS Code) — check lashing specifications for cargo type and sea conditions; (2) ROUND OF HOLDS: physically inspect all cargo lashings — check turnbuckles are tight and locked; check twist locks on containers; check blocking and bracing in tween decks; check that timber deck cargo lashings are tight; (3) HATCH COVERS: verify all hatch covers are properly closed, battened, and cleat dogs tightened. Check compression bars for integrity. Any hatch that leaked previously — doubly inspect; (4) DECK FITTINGS: secure all moveable deck equipment — liferaft cradles checked, anchors properly housed and lashed, spare parts containers secured, paint lockers locked; (5) WEATHER DECK: walk the main deck — nothing left unsecured. A 25-litre oil drum loose in heavy weather becomes a lethal projectile; (6) NOTIFY MASTER: report inspection result and any concerns; (7) LOG: record the inspection, lashings checked, any adjustments made; (8) ADDITIONAL LASHINGS: if existing lashings are borderline, add preventive lashings now — much easier before the weather than in it; (9) VESSEL SPEED/HEADING: the master should consider reducing speed and/or altering heading to mitigate rolling — synchronous rolling with natural roll period can cause cargo shift even with good lashings.

B. Cargo lashings are the bosun's responsibility. The OOW only needs to check hatch covers and report to the master when Force 9 is forecast.

C. In heavy weather, reduce vessel speed to 3 knots and all cargo securing issues will self-correct due to reduced motion.

D. Notify the charterer that cargo delivery may be delayed due to heavy weather. No lashing checks are required as cargo was secured at loading port.

A. PARAMETRIC/SYNCHRONOUS ROLLING — recognition and action: WHAT IS HAPPENING: this is likely parametric rolling (also called parametric resonance). It occurs when: (a) The vessel is in head seas, following seas, or quartering seas; (b) The encounter frequency of waves is approximately twice the vessel's natural roll period; (c) The vessel's righting lever (GZ) changes significantly through the wave cycle — typically because the wave crest alternately ships forward and aft, altering the waterplane area and hence stability. Parametric rolling can produce extremely large roll angles rapidly (30°+ in a few cycles) in conditions that appear moderate. It is particularly dangerous on large container vessels (high GM, low freeboard amidships). SIGNS: (a) Increasing roll amplitude with each cycle; (b) Roll developing in otherwise calm-seeming conditions; (c) Rolls occurring in pairs (resonance pattern). IMMEDIATE ACTION: (1) ALTER COURSE: changing heading relative to the waves typically breaks the resonance immediately — this is the most effective action; (2) CHANGE SPEED: altering speed changes the encounter frequency and may break resonance; (3) CALL MASTER immediately; (4) REDUCE SPEED in any case to reduce dynamic forces on lashings; (5) Log the event. DO NOT ignore increasing roll — parametric rolling can capsize a vessel.

B. Increasing roll in moderate seas indicates cargo has shifted to one side. Stop engines immediately and await the vessel to self-right before investigating the hold.

C. Apply full rudder to the high side to counteract the roll. Reducing speed is not recommended as it reduces rudder effectiveness.

D. Heavy rolling in following seas is normal for container vessels and requires no action unless roll exceeds 15 degrees.

A. HEAVING TO — procedure: heaving to is a heavy weather management technique where the vessel is brought to a near-stationary position relative to the sea, minimising motion and wave impact. PROCEDURE: (1) ASSESS: identify the wave direction and wind direction (they may differ in confused seas); determine which side of the vessel gives the more comfortable position (typically bow quartering into the sea); (2) GRADUAL TURN: alter course gradually to bring the bow into the sea — do NOT turn sharply (risk of broaching or being caught beam-on in a trough); turn at reduced speed, using engine assistance; (3) POSITION: typical hove-to position is with the weather bow approximately 30-45 degrees into the sea — bow rises to the swell rather than being driven through it; (4) ENGINE: use minimum engine ahead to maintain steerage and hold position — too fast and you make way, too slow and you lose steerage; (5) HELM: small corrections to maintain bow-to-sea position; (6) SECURE EVERYONE: crew to be warned before heaving to — all non-essential personnel off deck and braced below; (7) MONITOR: monitor position on ECDIS — heaving to does not mean stationary, the vessel will make leeway and may drift toward lee hazards; check sea room; (8) STABILITY: a vessel hove-to should have adequate metacentric height — call master if there are any stability concerns.

B. To heave to, bring the vessel beam-on to the sea. This presents the maximum freeboard and prevents green water coming aboard forward.

C. Heaving to requires anchoring in deep water. Once anchored the vessel will naturally turn bow-into-sea and ride comfortably.

D. Heave to by stopping engines completely and allowing the vessel to find her natural position in the sea. No helm input is needed once engines are stopped.