1. Answer the questions.

1. What is the difference between pilot combination ladder and accommodation ladder?

2. Why did the seaman fall over board?

3. What preparations did the seamen fail to do before the commencement of the operation?

4. What equipment is usually used for recovering a person from water?

5. What is PPE?

2. Define the purpose of the following aids.

1. Marker from the bridge wing - _____________________________________________________

2. PPE - ________________________________________________________________________

3. M.O.B. buoy - __________________________________________________________________

4. Accommodation ladder ______________________________________________

5. Fall-arrestor – __________________________________________________________________

6. Safety line - ____________________________________________________________________

3. Odd-one-out.

1. embark board get release

2. escape secure rescue save

3. fall drop throw pick up

4. recover rehab restore demolish

5. admit conceal confess avow

4. Discuss with your partnet. Which of the factors could have led to fatality?

1. Failure to undertake safety measures

2. Improper rigging

3. Careless behavior during operations

4. Negligent repairs

5. Non-compliance with technical standards

6. Failure to report malfunction in due time

5. Complete a near accident report (see annex) covering the following items.

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)

Case study - 11. ColreGs Violation (Rule 9)

Own vessel was arriving at a major Asian port by night and was 3 miles away from the pilot station. We were making 9 knots on course 030 degrees. Suddenly, we observed a large outbound tanker crossing ahead at a small angle from our port to starboard, showing a fine green light. We presumed that she had just disembarked the pilot, though no information was given by the pilot station or VTS. Soon, the tanker called us on VHF and requested the routine port-to-port or 'red-to-red' passage. Due to the alignment of the narrow fairway, it was assumed that the outbound vessel would soon arrive at the course alteration waypoint, alter to starboard and steer the reciprocal of our course, and shape to pass on our port side.

When the tanker was 2.5 miles away, and despite limited sea room to starboard, we unilaterally made a broad alteration of course to 060 degrees (30 degrees to starboard) expecting the tanker to do likewise. But the tanker continued on her original heading and a close-quarters situation was quickly developing. With the distance having closed to about 1.5 miles, we sounded 5 short blasts, and also tried to alert the tanker by VHF and Aldis Lamp. Eventually, acting under Rule 17 (Action by stand-on vessel), we altered more to starboard, coming to a heading of 200 degrees, leaving the fairway but exercising caution not to enter the charted shoal water. The tanker finally came to the correct heading and we safely passed at 1 cable distance on our port side.