M/V ALESON CON CARRIER 14

ALESON SHIPPING LINES INC.

 SCALE
DRAWINGS
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.
 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.
SAFETY
 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)
PIPE SYSTEM
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 DIAGRAM OF THE BILGE AND DOUBLE BOTTOM, FORE AND AFTER PEAK, AND OTHER WATER
BALLAST PIPELINE SYSTEMS, INDICATING THE POSITIONS OF ALL VALVES 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.
 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 AND UNLOADING

Safe and proper handling during cargo operations is one of the prinary duties and
responsibilities of a ship’s officer and crew members on board. The Chief Officer is assigned to
watch and monitor the ship’s stability during cargo operation. It is his duty to monitor the
carriage of cargo and sees to it that the charge is being loaded or unloaded with utmost care.
Before loading operations, cargo holds and cargo deck has been prepared and washed
leaving out of any residues left by previous cargo being loaded. Usually during cargo
operations, I am in the location of gangway. My duties included are Informing the duty officer
of any person who is coming in and leaving the ship and allow the crew or any visitors to write
on respective crew logbook and vistor’s logbook and fill in the details needed with relevant
information and take note all the important details during cargo operations such as noting the
exact time of commencement of the loading/unloading operation in our ship’s cargo logbook. It
also includes the damages occured upon loading of cargo or any incident that has occured
during my duty.
 Ship’s draft are also monitored by our Chief Officer every commencement of cargo operations as
well as heeling or listing and the inclination from one side to the other caused by loading or unloadng
charges. I also take note and inform the duty officer in case of damaged of cargoes, may it be pre-
existing or happened during loading or unloading operations. As per Master’s instruction I am also
tasked in checking the mooring lines during loading and unloading, whether it s slack or stiff and
immediately inform the Chief Officer.
I also Assisted the A/B in checking and monitoring the cargoes from being loaded and unloaded
and by the officer’s order before my duty. I was also assigned in doing some security check and see
to it that all accomodation doors are closed leaving only the door near the gangway open.
During loading of cargoes, together with the Chief Officer I will gather the draft reading of the
ship with the supervision of the Chief Officer and assisted the Bosun and O/S in preparing the lashing
materials for containers and assisted them in securing the ship’s gangway checking if the ship is
ready for departure.
Before the unloading and loading of cargoes when it is not my duty in gangway watch, I assisted
in the lashing and unlashing of containers and prepared the ship for unloading or loading such
cargoes as well as securing the lashing materials. These tasks were srictly performed for the safe
operation of the vessel and for the prevention of damages to life, cargo and ship.
MOORING
Position of Mooring System
Docking and Undocking
 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.
DOCKING
Prior to docking maneuver, as far as I have observed during my Apprenticeship. The Duty Officer
will inform both the Master and the Engine room and they will give the one hour notice of arrival to
our port of destination. Our master usually instructs apprentice mate on duty to call him again at a
certain distance to destination. The master will give the order to the duty officer to inform all
deckhands to man their respective station for docking maneuver through our ship’s public address.
Our bridge team during docking maneuver consist of Master, 2/O, Duty A/B as the helmsman and
A/M. As an apprentice mate on duty, I was assigned for communicating the Tug boat together with
the 2/O. My duties also includes as a repeater and noting bell book orders. As the ship is approaching
the port the Master gives numerous orders such as engine command and helm orders. As the orders
are being given, it was my duty to relay and repeat the order being given by the Master. I am also
tasked in recording commands such as tugboats made fast both in fore and aft, first line and etc. in
the bell book for future reference and documentation.
Sometimes, we are likewise assigned in the aft mooring stations to assist the two O/S in preparing
and laying mooring lines to use, tug line to be used and in operating mooring winch.
The 2/O will assist the Master in communication between the fore and aft mooring stations. When it
is all done and the ship has docked and secured alongside the pier, rat guards are to be placed.
Everyone were being dismissed and wait for further notice whether loading or unloading operations.
UNDOCKING
Our clearing officer will inform the duty officer that the ship is cleared and can proceed for
departure. The deck duty officer will inform the master and duty engine officer. Every crew are being
immediately informed through the ship’s public addresser to stand by for undocking maneuver.
During the undocking maneuver, I was being assigned at the aft mooring station with 3/O and two
O/S. As soon as the notice was given, we immediately proceeded to our respective station to make
necessary preparations such as securing all rat guards, preparing the winches to be used and clearing all
obstructions that might led to accidents during the undocking operation. I was also tasked to assist the
preparation of tug line to be used. After all the preparations are done, we will wait for the Master’s
further instructions like single up all lines fore and aft, give the tug line to the tug boat and etc. as we
proceeded in the undocking maneuvers, orders are being given to the 3/O then he will instruct us on
what to do. Like, which line to cast off first or which line is to slack.
It is upon the Master’s discretion on how he intends to maneuver the ship away from the quay.
Orders are being given and crew act accordingly both fore and aft station. The 3/O is constantly
reporting to the bridge every actions or orders being done. After the ship is being cleared from the
quayside and the tug is away, the master will give the order to secure the mooring station everything just
like securing the mooring lines, and mooring winch for dismissal.
NAVIGATION
Different Aids to Navigation
ECDIS
 DIFFERENT AIDS OF
NAVIGATION
 DGPS (Differential Global Positioning System)- we use this 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)
 Gyro Compass - we use this aid as a source of determining the true course/ true ship’s heading via geographic true
north in co-relation with the nautical charts.
 Magnetic Compass - just in case the gyro compass fails, we have this aid as sort of back up. As this will always
seek the magnetic north, we can still steer the vessel in 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 harbor or channeling.
 AIS (Automatic Identification System)- we use this aid in identifying other vessel to be seen also in ARPA. We can
easily address such ship in communication and other information.
 Bridge Watch and Monitoring System – we use this aid in monitoring the bridge watch
keepers if they are awake and it is also the centralized alarms for navigation equipment.
 Echo Sounder – we use this aid to determine the under keel clearance and with our draft we
will be able to determine the depth of the water. We can only use this when the depth water is
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.
 Speed Log- we use this aid to determine the vessel’s speed over ground, speed through water,
set and drift and rate of turn.
 VHF Radio with DSC (Digital Selective Calling) – we use this aid for radio communication
but we are not using this as in collision avoidance by calling other vessels. We can also ue this
in sending, relaying and receiving safety, urgency and distress messages to or from nearby
vessels or coast stations.
 MF/HF Radio with DSC- we use this aid in radio communication for longer distances (not
reachable by VHF Radio. We can also use this in sending, relaying and receiving safety,
urgency and distress messages to or from vessel or coast stations.
 Voyage Data Recorder (VDR)- records all data of our vessel’s information in relation with our
aids to navigation
 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 the ColRegs to give audible
warnings
 Navigational Lights- we use this aid to be able to determined by the other vessel our current status
or intention.
 Radar- a system for detecting the presence, direction, distance and speed of ship’s and other
objects, by sending out pulses of high-frequency electromagnetic waves that are reflected off the
object back to the source. We use this to monitor the other ship around us in a specific distance to
be aware and to avoid collision specially in restricted visibility.
 GPS (Global Positioning System) – we use this aid to navigation by giving us our location in the
Globe by means of space satellites.
 ECDIS (Electronic Chart Display) – We use this aid of navigation aside from the Navigational
Charts because it gives more information and capability in Digital Navigation.
PICTURES
  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.
THANK YOU
AND
GOD BLESS!
NAVIGATION
Magnetic Compass
Gyro Compass
Navigational Publications and Charts
 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
 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
MARPOL includes regulations aimed atOF
ANNEXS preventing
MARPOL andREGULATION.
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.