1. Answer the questions

1.Where was the LPG-carrier navigating?

2.What vessel was overtaking LPG-carrier?

3.What was the distance between two vessels?

4.When did the bulk carrier alter her course more to starboard?

5.Why did the OOW on the bulk carrier refuse to slow down?

2. Decide if these statements are true or false. Correct the wrong ones.

1.The overtaking vessel had a speed of 10 knots._____________

2. At 1900 the LPG-carrier was called by the bulk carrier and asked “why we did not get out of the way for them”.______________

3. The OOW on the bulk carrier argued on the VHF that the overtaken vessel should alter her course to starboard.___________

4. At 1903 the bulk carrier changed her course again to 308T.____________

5. If the bulk carrier didn't want to show down, the OOW could still have taken the TSS route on the port side of the bank.______________

3. Complete a near accident report (see annex).

1. Description of the situation;

2. Possible cause of situation and possible consequences;

3. Which preventive measures have been taken;

4. Master's decision (plan for further handling of above incident)

40

Crew Injured by Pilot Ladder

A general cargo-cum-log carrier in ballast was approaching the pilot station to embark the inward pilot. Being fitted with twin port and starboard hatch covers, and also the standard structures and fittings for the carriage of timber deck cargoes, the width of the upper deck between bulwark and hatch side coaming was extremely narrow.

There was a deckhouse near the pilot transfer point, but as the doorway was too narrow for the coiled ladder to be taken in, when not in use, it was the practice on board to hand-carry the coiled pilot ladder aft a distance of about 20 metres, past many obstacles, to be last in way of the accommodation. To rig the ladder, it had to be carried this distance back along the deck and, after securing the inboard rope ends to the deck pad-eyes, two seamen would lift the coiled ladder outboard over the bulwark and drop it in to uncoil against the ship's side, a practice that was as punishing on the crew as it was on the ladder.

On this occasion, due to a sudden change of plan, the pilot had to be embarked from the side opposite that which had already been prepared. In a great hurry, two crew members scrambled to prepare the spare ladder, with the pilot launch already alongside and hooting impatiently.

In order to save time, while one seaman was stooping over and securing the end ropes, the other harried seaman began uncoiling the ladder and heaving sections of it overside. After about half its length was outboard, the remaining section of the ladder suddenly ran out of control, causing a flailing spreader to strike the first seaman's chin from below and inflicting a cut that needed three stitches.

Fortunately, the end ropes that had been just secured to the deck, held, and the dropping ladder narrowly missed the pilot and his boat crewman stationed at the boat's inboard rail.

Lessons Learned

1.Pilot ladders can be awkward and cumbersome to rig/unrig in restricted deck areas.

2.Sufficient manpower must be present for rigging and recovery.

3.A tool-box discussion must be held by the crew before each operation so that every person is aware of the exact procedure and actions of others.

4.As far as possible, pilot transfer arrangements must be decided in advance and last-minute changes avoided.

5.Pilots and bridge teams must avoid putting undue pressure on crew members carrying out a critical operation and hassled crew must resist the temptation to hurry through a task.

6.Naval architects must ensure that their designs incorporate safe and workable pilot ladder stowage, handling and rigging arrangements.

7.Where practicable owners/managers must consider retro-fitting pilot ladder stowing reels or at the very least, provide a suitable deck trolley for the safe and efficient handling and stowage of conventional pilot ladders. This will not only avoid the hazards outlined above, but also preserve the pilot ladder from abuse, damage and soiling.