1a.

A longitudinal section through the center line of your ship showing and naming cargo holds(tanks), bunker, ballast and all other
compartments⁄ spaces.
1a. A longitudinal section through the center line of your ship showing and naming cargo holds(tanks), bunker, ballast and all other compartments⁄
spaces.
1b. A plan of the Navigation Bridge showing the position and name of equipment.
1c. A plan of each of the other decks showing and naming accommodation, storerooms, including lifesaving and firefighting equipment.
2a. Show the Position by key letters of each type of lifesaving and firefighting equipment’s used on 1(c) or 1(1.3)
1c. A plan of each of the other decks showing and naming accommodation, storerooms, including lifesaving and firefighting equipment.
2a. Show the Position by key letters of each type of lifesaving and firefighting equipment’s used on 1(c) or 1(1.3)
1c. A plan of each of the other decks showing and naming accommodation, storerooms, including lifesaving and firefighting equipment.
2a. Show the Position by key letters of each type of lifesaving and firefighting equipment’s used on 1(c) or 1(1.3)
1c. A plan of each of the other decks showing and naming accommodation, storerooms, including lifesaving and firefighting equipment.
2a. Show the Position by key letters of each type of lifesaving and firefighting equipment’s used on 1(c) or 1(1.3)
Draw a diagram of the bilge and double bottom, fore and after peak, and other water ballast pipeline systems, indicating the positions of all valves used.
Draw a diagra m of the bilge and double bottom, fore and afte r pea k, and other water ballast pipeline sys te ms, indica ting the positions of all v alves used.
 • All cargo ships are provided with pumping and piping arrangements so
that any watertight compartment or watertight section of a
compartment can be pumped out when the vessel has a list of up to 5°,
and is on an even keel. In the case of passenger ships, each compartment
or section of a compartment may be pumped out following a casualty
under all practical conditions whether the ship is listed or not.
• A bilge pump is a water pump used to remove bilge water. Since fuel can
be present in the bilge, electric bilge pumps are designed to not cause
sparks. ... Yet another suggested use for a force pump was to dispel
water from a ship. The pump would be placed near the bottom of the
hull so as to suck water out of the ship.
CARGO WORKS

Loading:
Our ship is a RO-RO Passenger. The gangway we used for passenger access and
we use ramp for the rolling cargoes and other various cargoes.

We have different colors of ticket with the passengers, the color blue is in the
aircon accommodation and the color white ticket is in the economy section. The
Bosun makes sure that the cargo hold is always prepared for loading arrival. Every
time the ship is cleared of cargoes from a port, cleaning operation is conducted
even before the ship sails for another port. The Ordinary Seaman is capable to
check the lashing for damages and repairs then report it to the bosun, ballast
systems are also checked and generally the entire structure of the ship is being
prepared, cleaned and ready for the next cargo operation.
.
Just as the loading operation has begun, the Bosun carefully coordinates with the
loading supervisor for proper stowage of the rolling cargoes, various cargoes, and
passengers as prescribed in the cargo plan prepared by the Chief Officer. Able
Body Seaman assists in the operation by making routine check on the ballast
system and mooring lines to be adjusted according to the condition of the dock
water. The Chief Officer is the officer responsible of the operation therefore is
always present when a problem arises for any decision making. The Second
Officer is also present to assist the Chief Officer as prescribed in the work code.

When loading is completed, it is the responsibility of the Bosun and crew to

conduct securing of the lashings from the rolling cargoes. Making sure that both
the cargoes and the ship is secured and safe to sail.
Draw approximately to scale, a deck plan of your ship showing the position of fairleads, windlass, capstans and winches. On this plan show the position of mooring at port you have visited.
 BERTHING
• The master is the one who is in charge of the mooring operation prior to the docking. The master
orders or give details to the crew to stand-by to their station whenever we are about to reach the
port more or less 2 n.m. He is very active in giving the command so that we avoid damage or hitting
the port.

• I am assigned at the fore mooring station from time to time to assist the Bosun and the other
crew to maintain proper operation. Although all work is routine, we sometimes do particular task as
per order of the mooring station in charge. As far as I remember tend mooring lines, assists the
able-bodied seaman attending the winch, serve as a messenger when communications cuts off. But
most of my routine work is to prepare mooring lines, heaving lines, movable fenders, etc.

• In keeping the ship alongside to the pier, we use the 2 and 1 line method, 2 headlines and stern
line and one forward and spring lines. We secure each line to bitts and lock it with stoppers as the
order given by the bosun. When all lines are secured it is my work to secure all lines with rat guards.
 Different Aids of Navigation
ARPA (Automatic Radar Plotting Aid) / (X and S-band radar)- we use this aids to determine the target’s
or objects’ true bearing and distance and to be able to determine the true course and the speed of the
targets and its relative motion so as to make assessment in making collision avoidance. We use also this
as reference to coastal navigation for position and route monitoring.

DGPS (Differential Global Positioning System) - we use this aid to determine our ship’s position and
exact time for UTC (Coordinated Universal Time).

Nautical Charts- we use this aid in making passage plan, monitoring the route while on voyage in
determine or plotting our ship’s position in reference to DGPS or ARPA (when coastal navigation).
Magnetic Compass- just in case the gyro compass fails we have the aid as sort of back up. As this will
always seek the magnetic north, we can steer the vessel n true course by applying the variation and
deviation.
Auto Pilot System- we use this aid to steer the vessel with desired
heading automatically without any helmsman. But we are not using
this one when approaching to harbor or channeling.

AIS (Automatic Identification System)- we use this aid in identifying

other vessel to be seen also in ARPA.

Bridge Watch Monitoring System- we use this aid in monitoring the

bridge watch keepers if they are wildly awake and it is also the
centralized alarms for navigation equipment.

Conning System- we use this aid as the centralized information about

the current starts of our vessel (set, drift, rubber angle, rate, of turn,
wind’s speed and direction, engine telegraph history, ship’s speed and
 • Echo sounder- we use this aid to determine the under keel clearance and without
draft we will able to determine the depth of the water, we can only use this when the
depth of the water in 200m or less.

• Navtex (Navigation Telex)- we use this aid to receive some navigational,

meteorological and SAR information.

• Rudder Angle indicating System- use to determine the actual rudder angle.

• Inmarsat C (International Maritime Satellite C)- this aid has also the EGC
(Enhancement Group Calling) receiver. We can transit important massage from here.
(i.e. distress and via EGC we can also receive navigational and meteorological
warnings.

• Speed log- we use this aid to determine vessel’s speed over ground, speed through
water, set and drift and rate of turn.
 Navigation
write a short report describing the different ds of navigation to navigation
carried on your ship. explain the role that ECDIS has and what what plans
are in place in the vent that it fails.

• VHF Radio with DSC (Digital Selective Calling)- we use aid for radio communication but we are not
using this as in collision avoidance by calling other vessels. We can also use this is in sending, relaying
receiving safety, urgency and distress messages to or from nearby vessels or coastal stations.
•
• MF/HF Radio with DSC- we use this aid in radio communication for longer distances (not reachable by
VHF Radio). We cal also use this in sending, relaying and receiving safety, urgency and distress message
to or from vessels or coast stations.

• Voyage Data Recorder (VDR)- records all data of our vessel’s information in relation with our aids to
navigation.
• Weather Fax System- we use this aid for weather forecast.
• Anemometer- use to determine true and relative wind’s direction and speed.
 • Whistle System- we use this aid for ship’s whistle in compliance with ColRegs to give
audible warnings.

• Navigation Lights- we use this aid to be that the other vessel to determine our vessel’s
current status or intention.

• Radar- a system for detecting the presence, direction, distance, and speed of aircraft,
ships, and other object, by sending out pulse of high frequency electromagnetic waves
that are reflected off the object back to the source.

• GPS- Global Positioning System (GPS) is a space-based navigation system that provides
location and time information in all weather conditions anywhere. On or near the earth
where there is an unobstructed line-of-sight to for more GPS satellites.

• Gyro Compass- it is used for finding the right direction. Unlike magnetic compass, gyro is
not hampered by an external magnetic field. It is used to find the correct North Position,
which is also the earth’s rotational axis to provide a stable directional source.
• The ECDIS fails when there is a breakdown of power source
but the ECDIS installed in our ship has a battery source of
power that automatically open when there is such an
occurrence. When the system fails. When the source of its
sensors are down. ECDIS is our primary source for the ships
location position. To determine the distance to go and all
other information needed.
Daily Journal: Explain your watch keeping duties.Specific duties, and events
during the watch.
 1.NAVIGATION
a.Explain the uses of magnetic compass and gyro
compass,nagational and charts.

• The magnetic compass was an important advance in navigation

because it allowed mariners to determine their direction even if
clouds obscured their usual astronomical cues such as the North
Star. It uses a magnetic needle that can turn freely so that it
always points to the north pole of the Earth's magnetic field.
Knowing where north is allows the other directions to be
determined as well. The compass was invented by the Chinese,
and was widely used for navigation beginning in about the
thirteenth century.
 Gyrocompass
It is a non-magnetic compass. It is based on a fast-spinning
disc and the rotation of the Earth. It is used to find the
geographical direction automatically. A gyroscope is an
important component of a gyrocompass.
Advantages
It finds the true north which is more useful than the
magnetic north.
 In addition to nautical charts, the navigator has other sources to
which he can refer to obtain information about any area of the world
in which he may be operating. This information is contained in a
variety of publications, which may be broadly classified by type as
chart supplemental publications, manuals, navigation tables, and
almanacs. Most of these publications are produced by the Defense
Mapping Agency Hydrographic/Topographic Center (DMAHTC) and
distributed by the Office of Distribution Services in the same manner
as charts, with the exception of certain manuals and almanacs
obtained
from the U.S. Coast Guard, the National Ocean Service (NOS), and
the Naval Observatory.
 b. Explain on how to maintain a safe navigation watch

Check the vessels position at regular intervals

Maintain a proper lookout for any navigational danger or
hazards
Check that all the equipment is working correctly
Check hand steering at least once a watch
Pollution prevention
Representative of the master and responsible for the safety of
the vessel.
 Cargo Handling And Stowage
a. Explain the need of ballasting and the checking of draft.
Ballasting or de-ballasting is a process by which sea water is taken in and out of the ship
when the ship is at the port or at the sea. The sea water carried by the ship is known as
ballast water.
Ballast or ballast water is sea water carried by a vessel in its ballast tanks to ensure its trim,
stability and structural integrity. Ballast tanks are constructed in ships with piping system
and high capacity ballast pumps to carry out the operation.
Ballasting and De ballasting Simplified
When no cargo is carried by the ship, the later becomes light in weight, which can affect its
stability. For this reason, ballast water is taken in dedicated tanks in the ship to stabilize it.
Tanks are filled with ballast water with the help of high capacity ballast pumps and this
process is known as Ballasting.
However, when the ship is filled with cargo, the stability of the ship is maintained by the
weight of the cargo itself and thus there is no requirement of ballast water. The process of
taking out ballast water from the ballast tanks to make them empty is known as de-
ballasting.
 3.Controlling the operation of the ship and care for person onboard.
Explain on how to ensure compliance with pollution-prevention requirments
especially on the different Annexs of MARPOL regulation.
MARPOL includes regulations aimed at preventing and minimising, both
accidental and operational, pollution from ships and currently includes six
technical Annexes:
Annex I – Regulations for the Prevention of Pollution by Oil
Annex II – Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk
Annex III – Prevention of Pollution by Harmful Substances Carried in
Packaged Form
Annex IV – Prevention of Pollution by Sewage from Ships
Annex V – Prevention of Pollution by Garbage from Ships
Annex VI – Prevention of Air Pollution from Ships
 b. Explain the different kinds of drills you conducted
onboard and the importance of that onboard.

• 1. Engine Room Fire Drills: Accidents as a result of

fire are the most common in the ship’s engine room.
Fire drills, which must include fire fighters from both
deck and engine sides, are to be carried out
frequently to ensure that the ship’s crew to well
prepared for any such adverse condition. Fire drills
must be performed at various levels and machinery
of engine room i.e. Boiler, Generator, Purifier, Main
Engine etc. 
 • 2. Engine Room Flooding Drill: A delayed action during engine
room flooding can lead to loss of important machinery such as
generators, main engine etc., leading to  complete blackout of the
ship. Engine room flooding response training and immediate
repair actions must be taught to engine crew. The flooding training
must include response actions to different emergency situations
such as grounding, collision etc. which can lead to structural
damage and flooding of water in the engine room.
 • Enclosed Space Drill: Engine room comprises of
several tanks and confined spaces which are unsafe
to enter without preparation and permission.
Enclosed space training with risk assessment and
dedicated checklists must be carried out for all ship’s
crew. 
• 4. Scavenge Fire Drill: All engine room crew members must
know engine scavenge fire fighting procedure. The crew
must know about the system that is to be employed for
scavenge fire fighting along with the precautions that are to
be taken before implementing particular method to the
engine. (For e.g. if steam is used to suppress the fire, the
line should be drained before steam insertion as water in
the line may lead to thermal cracks of engine parts). 
• 5. Crankcase Explosion Drill: Crankcase explosion in the ship’s engine can
lead to fatal situations and heavy loss of ship’s property. The crew should
be prepared for taking the right action when the engine’s oil mist
detector gives an alarm. 

• 6. Uptake Fire Drill: Engine crew to be well trained by frequent drills on

how to fight boiler uptake fire. Crew should be trained n various stages of
uptake fire and different procedures to fight these fires.
• 7.Oil Spill Drill: Oil carried on ship as a cargo or for use of ships machinery
is handled by engine crew. It is important to know the correct oil transfer
procedure.
• 8.Bunker Training: Bunkering is one of the most critical
operations, which always involve risk of oil spill and fire.
24 hrs before every bunkering, all ship’s crew must be
called for meeting and complete bunkering operation
should be discussed. Crew to be trained for safety
signals, oil spill reporting procedure etc.
• 9. Pollution Prevention Appliances Training:  Port State Control
(PSC) and other governmental authorities are very strict when it
comes to compliance with pollution prevention norms. It is
therefore important for the ship’s crew to know all pollution
preventive measures when at sea. This includes crew’s
knowledge of all the pollution prevention equipment present
onboard (OWS, Incinerator, Sewage Treatment Plant etc.). Ships
crew must be trained for operation of all these equipment
along with the regulation to discharge from the equipment.
 • 10. Blackout Training: Once the ship looses its power
source i.e. the generator, the ship’s fate depends on the
forces of the sea and wind. Blackout condition leads to
dead ship and it’s the responsibility of the engine crew to
bring back the ship’s power so that it can sail again on its
determined course. The blackout emergency situation
training must be given to all engine room crew members
and must be considered extremely important.
THANK YOU
AND
GOD BLESS.