You are handing over the watch in Force 8 conditions. What specific additional information do you pass to the relieving OOW that you would not need to mention in calm weather?

A. Call the master to conduct the watch handover in heavy weather — the OOW should not hand over the watch to a relief without master authorisation in Force 8+.

B. Heavy weather watch handover is the same as calm weather — course, speed, position, and traffic. The relieving officer can assess conditions for themselves.

C. In heavy weather, watch handover should be abbreviated — only course and speed. Detailed briefings distract from monitoring the vessel's safety.

D. HEAVY WEATHER WATCH HANDOVER — additional information: (1) SEA STATE: wave height estimate, wave period, predominant direction, confused sea characteristics; slamming or green water frequency; (2) VESSEL BEHAVIOUR: any synchronous rolling tendency; any parametric rolling episodes; how the vessel is riding at current speed and heading; (3) CURRENT SPEED AND HEADING: has speed been reduced from service speed? Has course been altered? By whose authority (master)? What are the restrictions — don't exceed X knots, maintain Y heading relative to sea; (4) CARGO/LASHINGS: has a cargo inspection been done? Any concerns about hatch covers or lashings? When was the last deck inspection? (5) CREW: is anyone on deck? All crew accounted for below? Any sick/injured crew? (6) BILGES: bilge alarm status for all holds. When were bilges last sounded? (7) MASTER: is master on the bridge? Has master been informed of conditions? What are master's instructions regarding calling him/her again? (8) FORECAST: next 6-12 hour weather forecast — improving or deteriorating? Storm centre position and track if applicable; (9) SECURED EQUIPMENT: anything on deck that was noted as a concern? (10) ENGINE ROOM: any communication with C/E regarding heavy weather preparations? RPM restrictions? (11) BILGE PUMPS: any bilge pumps currently running?

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

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. 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.

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

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. 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.