2. Choose the best answer:

1) ….....................took over 25 hrs.

a) Soundings

b) Statutory safety construction survey

c) Loading and bunkering

d) Chart correction

2)After completion of operations the ship appeared to be inclined :

a) to starboard b) forward

c) to port

d) aft

3. The restrictions were posted to the:

a) IMO website

b) BIMCO website

c) Marine traffic website

d) Pilotage website

3. It is vitally important to provide the ship with full information about port area before arrival:

a) no

b) it doesn't matter

c) yes

d) depending on the circumstances

3. Who failed to inform the ship about restrictions in the course of preliminary contacts:

a) Port Authorities

b) VTS

c) Agent

d) Charterers

3. Decide whether these statements are true or false and correct the false ones:

1. Loading and bunkering operations are carried out simultaneously.

2. Measurements of ship's draught should be taken after loading and compared with available depth.

3. Port Authorities don't need any particulars of the ship to designate vacant berth.

4. Agents are to supply the ship with all renewed publications in the nearest port.

5. Master/Pilot exchange shouldn't be performed before pilotage for time-saving purposes.

16

Lashing Deck Log Cargo

In the recent past two accidents were reported from vessels as a result of lashing of deck log cargo.

In one incident the vessel was alongside while carrying out log lashing and crew members were on top of the deck logs. One member of the crew was hit by a parting wire rope or jumped overboard to the wharf side to avoid the parting wire. He succumbed to his head injuries shortly afterwards in the hospital. We gathered the following information about the accident:

The deceased crew member was wearing a helmet which fell off while he jumped.

The crew were over worked and exhausted at the time of carrying out the job since the loading was completed in a short time and there was a need to complete the final lashing in a hurry prior to sailing.

The crew had no training or experience in this specialised job.

The second incident occurred while log lashing was being carried out on a vessel at anchor. A crew member fell overboard into the water but was rescued quickly by the prompt actions of the ship's staff. On investigation the following was brought to our notice:

The vessel was rolling at the time of the incident.

A crew member was attempting to hook on a wire rope to the swinging crane hook block when his gloved hand got trapped between the wire and the swinging hook. He was carried off overboard with the hook and fell into the sea.

Nobody was wearing a life vest at the time of the work.

From both above incidents it is evident that a lot of additional precautions need to be taken while lashing deck cargo. We suggest the following be adopted with immediate effect.

Before lashing of deck cargo the crew involved must be briefed thoroughly about the associated dangers and a log entry be made to that effect.

Avoid carrying out lashing jobs when the vessel is rolling badly.

Wear life vests when working at heights were there is a likelihood of falling overboard.

Helmets worn should have chin straps at all times.