seam 1 prelim ppt presentation.pdf

SEAMANSHIP 1 Ship, Ship Routine and Constructions  FIRST SEMESTER AY: 2024-2025 SEAMANSHIP 1 PRELIM COVERAGE 2/O JAKE D. LAVAREJOS INSTRUCTOR _____________________ Name of Student  foreword This lesson is made for marine transport...

SEAMANSHIP 1 Ship, Ship Routine and Constructions  FIRST SEMESTER AY: 2024-2025 SEAMANSHIP 1 PRELIM COVERAGE 2/O JAKE D. LAVAREJOS INSTRUCTOR _____________________ Name of Student  foreword This lesson is made for marine transportation student.it discusses various parts and principal structural members of the ship in terms of their characteristics, functions, and contribution to the maintenance of ship's seaworthiness. And a functional chart of the shipboard organization in accordance with the minimum manning requirement. 2/O JAKE D. LAVAREJOS INSTRUCTOR Subject and Institution’s Information SUBJECT: SEAMANSHIP 1- SHIP and SHIP ROUTINE and CONSTRUCTION SCHEDULE: PRE-REQUISITE: None UNITS: 4 Units (3 Hours Lecture; 1 Hour Laboratory) Vision Mission Quality policy Institutional outcome Programs outcome Overview Policy Expectation of student General Guidelines Concerning the Module Submission Appeal Mechanism Subject Matters At the end of this module, you are able to: Subject and find out what the subject and Institution’s information program outcomes and what to expect From what requirements of this can be learned. Institution’s Introduction Understanding the diverse parts and principal structural members of a ship is fundamental for maritime professionals. These components play pivotal roles in maintaining the vessel's seaworthiness and operational efficiency. From the hull to the superstructure, each element contributes uniquely to the overall functionality and safety of the ship. Additionally, constructing a functional chart of the shipboard organization in compliance with minimum manning requirements ensures smooth operations and effective coordination among crew members. Let's explore how these aspects intertwine to uphold the integrity and functionality of maritime operations at sea. Lesson 1 LOI.I. Explain the following main features and characteristics of the structural members of the ship: 1. Location 2. Functions and Contribution to the maintenance of the ship's seaworthiness Topics: Principal Structural Parts of a Ship Ship Dimension and Forms Structural Members Characteristics Various Types of Ships Functions of Different Bulkheads Bow and Stern Rudders, Thrusters, and Propellers Lesson 2 LOI.2. Locate the following principal dimensions of all types of ships: LOA LPP/LBP Breadth Depth Lesson 3 L02.1. Explain the concept of minimum safe manning in terms of its importance to safe operation of a ship TOPIC Shipboard Organization Lesson 4 L02.1. Explain the concept of minimum safe manning in terms of its importance to safe operation of a ship Lesson 5 L02.2. Explain the working departments of a cargo ship in terms of their functions relevant to ensuring safety of operation and life at sea Lesson 5 ( LABORATORY ACTIVITY) LOI.3. Draw the principal structure of each type of ship and properly label the parts with corresponding functions. Introduction: Seamanship, Marlinspike Skills, and Ship Construction Seamanship and ship construction are two pillars of maritime knowledge that go hand in hand in ensuring safe and efficient operations at sea. Seamanship encompasses the essential skills needed for navigation, while marlinspike seamanship specifically focuses on rope work, knots, and splicing. Understanding ship construction, on the other hand, involves knowledge of the various components and structural elements that make up a vessel. By combining seamanship with marlinspike skills and ship construction know-how, sailors can navigate the seas adeptly and contribute to the maintenance and operation of ships effectively. Let's explore how these aspects intertwine to form a strong foundation for maritime expertise. Lesson 1: LOI.I. Explain the following main features and characteristics of the structural members of the ship: 1. Location 2. Functions and Contribution to the maintenance of the ship's seaworthiness Topics: Principal Structural Parts of a Ship Ship Dimension and Forms Structural Members Characteristics Various Types of Ships Functions of Different Bulkheads Bow and Stern Rudders, Thrusters, and Propellers Learning Outcome: Understanding Structural Members of a Ship By the end of this lesson, learners will be able to: 1.Identify the main features and characteristics of the structural members of a ship, including their location within the vessel. 2.Explain the functions of these structural members and their contributions to the maintenance of the ship's seaworthiness. 3.Differentiate between the principal structural parts of a ship, comprehend ship dimensions and forms, and analyze the roles of various structural members. 4.Recognize the characteristics of different types of ships and understand the functions of different bulkheads in maintaining ship integrity. 5.Describe the significance of the bow and stern sections of a ship and their impact on navigation and stability. 6.Evaluate the roles of rudders, thrusters, and propellers in steering and propulsion systems, highlighting their importance in the vessel's maneuverability and efficiency. COI. Differentiate the various parts and principal structural members of the ship in terms of their characteristics, functions, and contribution to the maintenance of ship’s seaworthiness.  Lesson 1 Topics Explain the following main features and characteristics of the structural members of the ship: 1. Location 2. Functions and Contribution to the maintenance of the ship's seaworthiness Topics: Principal Structural Parts of a Ship Ship Dimension and Forms Structural Members Characteristics Various Types of Ships Functions of Different Bulkheads Bow and Stern Rudders, Thrusters, and Propellers  LO 1.1 EXPLAIN THE FOLLOWING MAIN FEATURES AND CHARACTERISTICS OF THE MEMBERS OF THE SHIP  How is a ship built? Design To built a ship you must design it based on what it will be used for. For example, the inside of a passenger ship and a tanker are completely different. Using various new technology, safer and more comfortable ships are built. Basic Ship Design Core processes: Hull form design and optimization Detailed technical specifications Finalized General Arrangement Hydrostatics & stability calculations Main scantling computations Structural design Equipment selection Machinery design Electrical design Safety and navigation  Cutting and processing After the design is done, large, thick steel plates are cut based on the design. Shipbuilding is a dangerous work. They use gas to melt and cut the steel, so sparks fly all over. It also requires operations in high places and transport of heavy loads of steel. People at shipbuilding plants protect themselves with safety lines, helmets and steel-tipped safety shoes. Assembling After cutting steel sheets, they put them together and make huge boxes. As these boxes are assembled, it’s started to look like a ship. Each piece is very heavy, so cranes are used for the assembling. They weld steels to assemble, in other words, they melt steels and put them together. The Launching ceremony When a ship is assembled, a launching ceremony is held. They attach a propeller and put the ship in the water first time.  Outfitting the ship After the launching ceremony it’s not finished yet. They must add the engine, attach the cranes, make passenger cabins, and add other necessary facilities. After equipment's such as radar sets and radios are added in the pilothouse, it is ready to sail. The hull form of a ship may be defined by a number of dimensions and terms which are often referred to during and after building the vessel. An explanation of the principal terms is given below: LOA : Length Overall (LOA)is the length measured between the extreme ends of the ship from forward to aft. LWL : Length at waterline (LWL) is the length measured at the existing waterline, from forward to aft ends of the ship. It varies with the draft of the ship. LBP : Length between perpendicular(LBP) is the length measured between the FP and AP of the ship. It is used in stability calculations. SLWL : Summer Load Waterline (SLWL) is the waterline at which the ship is floating at even keel upto the summer load line in salt water of RD 1.025. FP : Forward perpendicular (FP) is a vertical line passing through the intersection of the SLWL and the fore side of the stem of the ship. AP : Aft perpendicular (AP) is the vertical line passing through the intersection of the SLWL and aft side of the rudder post or the center of the rudder stock, if rudder post is not fitted. Midshipman : Midshipman or amidships is the vertical line passing through the midpoint of the LBP.  Breadth : Extreme breadth is the maximum breadth measured between the outside of the ship sides. Molded breadth is the maximum breadth measured at midshipman between the inner sides of ship side plating. Depth : Extreme depth is the maximum depth measured along the centreline of the ship from the bottom of the keel to the top of the uppermost deck. Draft : Draft is the vertical distance measured along the shipside from the bottom of the keel to the waterline. Ship’s Structural Components Transverse framing. : a system of ship construction in which the frames are closely spaced to furnish most of the strength to the ship's structure. A system for framing steel vessels in which light, closely spaced, longitudinal frames are connected by heavy, widely spaced transverse frames with deep webs Double bottom tanks: A double bottom is a ship hull design and construction method where the bottom of the ship has two complete layers of watertight hull surface: one outer layer forming the normal hull of the ship and a second inner hull which is somewhat higher in the ship, which forms a redundant barrier to seawater in case the outer hull is damaged and leaks. The space in between the two bottoms is often used as storage tanks for fresh water or ballast water. Fuel storage in the double bottom is not allowed for newbuilt ships since 2007, due to MARPOL 73/78. Double bottoms are significantly safer than single bottoms. In case of grounding or other underwater damage, most of the time the damage is limited to flooding the bottom compartment and the main occupied areas of the ship remain intact. For this reason, double bottoms have been required in all passenger ships for decades as part of the Safety Of Life At Sea or SOLAS Convention. An even more extensive protection is available as a double hull, where the second hull layer extends up the sides of the ship as well as in the bottom.  Different Parts Of A Ship Explained A ship comprises of both visible as well as invisible parts. Rudder, bow, keel, accommodation, propeller, mast, bridge, hatch coves and bow thrusters are some common visible parts whereas bulkheads, frames, cargo holds, hopper tank, double bottom, girders, cofferdams, side shell etc. are the invisible parts of a ship. Monkey Island: Monkey Island is a sort of deck located at a topmost accessible height of the ship and just above the bridge It is an integral part of ship and houses driving units such as VDR capsule, AIS Tx/Rx antennae, Radar scanner(s) attached to the radar mast, Sat C/F77 Tx/Rx antennae, communication equipment gear, various halyards connected to the yardarm to hoist flags, weather vane, and the masts leading up to the ‘Christmas Tree’ (navigation lights) and to the ship’s aft whistle. Bridge: The ship’s bridge is the commanding station of a ship. It controls the ship movement through its navigational equipment. A ship's bridge, filled with sophisticated equipment, requires skills differing from those used on the deck, which houses berthing and cargo gear, which requires skills different from those used in a ship's engine room (ECR) Funnel: A Funnel or Stacks is a chimney on a vessel used to discharge engine and boiler smoke. Lifting of the exhaust gasses, clear from the deck, is the constitutional purpose of the Funnel. Accommodation: The accommodation area is the house for crews and lives. It has all the amenities along with offices, gym, crew cabins, hospital, salon, recreation room, common rooms, laundry and galley. It is a key part of the ship and consists of the garbage disposal system, fresh water system, sewage treatment plant, refrigeration system (domestic) and air conditioning for accommodation block. Boat Deck: Ship hull structure is covered by the deck floor. There can be multiple decks or deck sections on a ship. The deck at the top which bears maximum exposure to weather is referred to as the main deck or weather deck. On the basis of the position of a ship’s deck, decks are of six main types; main deck, poop deck, upper deck, lowers deck, weather deck and foredeck. The boat deck’s main function is holding the hull structure and providing floor to work, and standing and guard them against outside weather. Main Deck Mast: The mast is a rangy spar arrangement which is elevated more or less vertically to the Centre line of a ship. It has several purposes which include carrying derricks and also giving fundamental height to the navigation light, salient yards, radio or radar aerials and scanners. Stem: Front-most part of the boat or ship’s bow is termed as Stem of the ship. The keel itself is extended up to gunwale to form the curved edge called stem of the ship. These stems can be of two styles viz. raked and plumb stems, where former is inclined at some angle to the waterline and later is perpendicular to the waterline. Bulbous Bow: It is a jut out bulb at the bow of the vessel just below the W/L. It cuts the water and tweaks the water flow around the hull, increasing the vessel’s speed, fuel efficiency and stability. A bulbous bow is a protruding bulb at the bow (or front) of a ship just below the waterline. The bulb modifies the way the water flows around the hull, reducing drag and thus increasing speed, range, fuel efficiency, and stability. Stern: The stern is aft end structure and designed to provide low resistance, high propulsion efficiency and avoid vibrations. It is the rearmost part of a ship which keeps the water out. Rudders and propellers are hanged to the stern. The stern can be shaped flat, canoe-like, tapered, sharp to serve the purpose of cutting the water in its way. Poop Deck: It serves as a roof to the cabin constructed in the aft of the ship. It facilitates the captain and helmsman to supervise the entire working crew. But in modern ships, the poop decks are provided either in the Centre of the ship or on the starboard. Side Thrusters: These are somewhat like a propeller and fitted on either side of the bow of the ship. It helps in manoeuvring ship under slow speed in congested waters near ports or canals. These are also referred to as tunnel thruster. Side thrusters influence the total running cost of a ship to a greater extent. These are either hydraulically or electrically powered. Rudder: Without steering, we can’t move a vehicle in the desired direction; so the propeller propels the ship and rudder steer the ship. The rudder is a flat hollow structure, housed in the aft of the propeller. Newton's third law states that when two bodies interact, they apply forces to one another that are equal in magnitude and opposite in direction. The third law is also known as the law of action and reaction Propeller: It is a mechanical device having blades fitted on a central shaft. These blades rotate and their rotational energy is converted into pressure energy and due to this, the propeller produces thrust required for propulsion. It pushes the sea water backwards and, in turn, the sea water helps the ship in moving forward. It is the most important part of the ship without which a ship can’t move. The Engine Control Room (ECR) Ballast Tanks: The compartments maintained specially to carry water, which serves the purpose of ballasting and stabilizing the vessel, are termed as Ballast Tanks. These tanks should be provided with proper care to prevent them from corrosion, as sea water is highly corrosive. Bunker tanks: The tanks on the ships which are used to store fuel and lube oils on ships are known as bunker tanks These lube oils are required for safer machinery operations and the fuel is used for emergency or regular operations. As these tanks store sludge, diesel, oils etc. which can catch fire immediately, they are provided separately and far from ignition prone areas. Duct Keel: Duct keel is a hollow structure which consists of two longitudinal girder and solid plates and is welded to form box type structure, which is generally provided in double hull ships. The duct keel should provide a watertight passage along the ship length. It consists of sounding pipe for leakage detection. Ship Cargo gear (Derrick/Cranes) Derricks (Cranes) are used to lift and carry the safe working load on a ship. These are electrically or hydraulically operated equipment for easier operations. The capacity of ship cargo cranes and gears for handling cargos is 15 tons to 4000 tons per hour. Samson Post/King Post: It is a heavy vertical post which supports the cargo booms. It rests on the Keelson and supports the deck beam of a vessel. Cargo hold: Enclosed space to retain and store cargo or freight container carrying coal, grain and salt is referred to as a cargo hold. The cargo hold is located under the deck of the ship and has a holding capacity ranging from 20 tons to 200000 tons. The main function of the cargo hold is to preserve cargo when it is transported to the destination. Hatch Cover: To prevent the cargo storage from any kind of spoilage, especially to make storage spaces air as well as watertight, hatch covers, are required. Generally, to save the food items ( or any other cargo) transported by ship from rain during the voyage. What Are Bulkheads In Ships? Bulkheads in ships can be defined as the vertical separations on a vessel that run both transversely and longitudinally. Their primary function is to provide structural rigidity for a vessel against forces in both transversal and longitudinal directions and also act as a sub-division for separating the vessel into a number of watertight compartments. Collision Bulkhead It is the forward most bulkhead, regardless of the type of vessel. The primary function of this bulkhead is to contain flooding throughout the vessel by acting like a solid wall that is located aft of the bow, such that even if the bow gets damaged during a collision, the bulkhead will prevent the water from flooding into any other compartments. Aft-Peak bulkhead The aft peak bulkhead is designed to house the stern tubes of a vessel in a contained environment such that it acts like a flood barrier during undesired events. The location of the aft peak bulkheads is determined while keeping in mind that the vessel should not trim excessively by the stern during flooding. Water Tight Bulkheads The sub-division of any vessel mostly comprises water-tight bulkheads. They are designed in such a way as to contain flooding within a certain localized region of the vessel during flooding, which thereby gives the vessel better reserve buoyancy. Reserve buoyancy is the key in terms of vessel stability for safely returning to port without catastrophic damage. Bulbous Bow The bulbous bow as the name suggests has a bulb profile that extends below the waterline from the bow of a ship. The most common type of bow is found on cargo vessels and other displacement vessels which are designed to carry a heavy load. LESSON 2: LO 1.2 LOCATE THE FOLLOWING PRINCIPAL DIMENTIONS OF ALL TYPES OF SHIPS: 1. LOA 2. LPP/LBP 3. BREATH 4. DEPTH SHIPS DIMENTIONS  After Perpendicular (A.P.): A perpendicular drawn to the waterline at the point where the aft side of the rudder post meets the summer load line. Where no rudder post is fitted it is taken as the centre line of the rudder stock. Forward Perpendicular (F.P.): A perpendicular drawn to the waterline at the point where the foreside of the stem meets the summer load line. Length Between Perpendicular (L.P.P. / L.B.P.): The length between the forward and the aft perpendiculars measured along the summer load line.  Amidships: A point midway between the after and forward perpendiculars Length Overall (L.O.A.): Length of the vessel taken over all extremities. Base line: A horizontal line drawn at the top of the keel plate. All vertical moulded dimensions are measured relative to this line Moulded beam: Measured at the midship section is the maximum molded breadth of the ship  Moulded Draft/ Draught: The distance from the bottom of the keel to the waterline. The load draft is the maximum draft to which a vessel may be loaded Moulded Depth: Measured from the base line to the heel of the upper deck beam at the ship’s side amidships. Sheer: Curvature of decks in the longitudinal direction. Measured as the height of deck at side at any point above the height of deck at side amidships  Hull: The structural body of a ship including shell plating, framing, decks and bulkheads. Afterbody : That portion of a ship’s hull abaft midships. Forebody: That portion of a ship’s hull forward midships. Bow : The forward of the ship Stern : The after end of the ship  PORT THE LEFT SIDE OF THR SHIP WHEN LOOKING FORWARRD STARBOARD THE RIGHT SIDE OF THE SHIP WHEN LOOKING FORWARD  TONNAGE MEASUREMENT This is often referred to when the size of the vessel is discussed, and the gross tonnage is quoted from Register. Tonnage is a measure of the enclosed internal volume of the vessel, 100 cubic feet representing one ton Its normally divided into categories as follow:- 1. Displacement Tonnage A ship’s displacement is the sum of the ship’s actual weight ;lightweight and it’s contents (deadweight). The metric unit of measurement is 1 tonne (= 1000 Kg). The displacement represents the amount of water displaced by the ship expressed in tonnes. The weight of water displaced therefore equals the weight of the ship 1. Container Ship Length Overall (LOA) : 200-400 meters Length Between Perpendiculars (LPP/LBP): 190-380 meters Beam (Breadth): 30-60 meters Depth: 20-35 meters. Oil Tanker* Length Overall (LOA) : 200- 400 meters Length Between Perpendiculars (LPP/LBP): 190-380 meters Beam (Breadth) : 40-60 meters Depth : 25-35 meters. Bulk Carrier Length Overall (LOA)*: 200-300 meters Length Between Perpendiculars (LPP/LBP): 190-280 meters Beam (Breadth): 30-50 meters Depth*: 20-30 meters. Cruise Ship Length Overall (LOA): 250-350 meters Length Between Perpendiculars (LPP/LBP): 240-330 meters Beam (Breadth): 30-50 meters Depth: 25-35 meters. *Passenger Ferry Length Overall (LOA): 100-200 meters Length Between Perpendiculars (LPP/LBP): 90-190 meters Beam (Breadth): 20-35 meters Depth: 15-25 meters. RO-RO (Roll-on/Roll-off) Ship Length Overall (LOA): 100-250 meters Length Between Perpendiculars (LPP/LBP): 90-240 meters Beam (Breadth): 20-40 meters Depth: 15-25 meters. Tugboat Length Overall (LOA): 20-40 meters Length Between Perpendiculars (LPP/LBP): 18-38 meters Beam (Breadth): 8-15 meters Depth: 5-8 meters LO 1.1 AND 1.2 ACTIVITIES ACTIVITY 1: lo 1.1 (10 item essay question) Essay Questions on Structural Members of a Ship: 1.Discuss the importance of the location of structural members within a ship. How does the placement of structural members impact the overall stability and strength of the vessel? 2.Explain the functions of structural members in maintaining the ship's seaworthiness. How do different types of structural members contribute to the structural integrity of the ship? 3.Describe the principal structural parts of a ship and their significance in ensuring the overall structural strength and durability of the vessel. 4.Analyze the relationship between ship dimensions and forms with the design and placement of structural members. How do different ship dimensions influence the types and arrangements of structural members used? 5.Compare and contrast the characteristics of various types of structural members used in ship construction. Discuss how different materials and designs impact the performance and longevity of these structural elements. 6.Explore the functions of different bulkheads in ships. How do bulkheads contribute to the structural integrity, safety, and compartmentalization of vessels? 7.Examine the significance of the bow and stern sections of a ship in relation to structural members. How do structural components in these areas impact the maneuverability, stability, and performance of the vessel? 8.Discuss the role of rudders, thrusters, and propellers in conjunction with structural members. How do these components work together to ensure optimal control, propulsion, and efficiency of the ship? 9.Evaluate the challenges and considerations involved in designing and implementing structural members for different types of ships, such as cargo vessels, passenger ships, and naval vessels. 10.Reflect on the importance of regular maintenance and inspection of structural members for the long-term seaworthiness and safety of a ship. How can proactive maintenance practices enhance the lifespan and performance of these critical components? Activity 2: Multiple Choice Questions about Structural Members of a Ship:20 ITEMS 1. Where are structural members typically located within a ship? A) Above the deck B) Below the waterline C) On the bridge D) In the cargo hold 2. What is the primary function of structural members in a ship? A) Navigation B) Entertainment C) Structural support D) Cooking 3. Which of the following topics is NOT related to the main features of structural members in a ship? A) Ship Dimension and Forms B) Functions of Different Bulkheads C) Types of Fish D) Rudders, Thrusters, and Propellers 4. What do bulkheads contribute to in a ship's structure? A) Ventilation B) Compartmentalization C) Entertainment D) Navigation 5. Which section of a ship is responsible for controlling its direction? A) Bow B) Stern C) Keel D) Hull 6.Which of the following is NOT a structural member of a ship? A) Frames B) Beams C) Sails D) Plates 7.How do the dimensions of a ship affect the design of structural members? A) They have no impact B) Larger ships require stronger structural members C) Smaller ships have more structural support D) Dimensions are irrelevant to structural design 8.What is the primary function of rudders on a ship? A) Propulsion B) Steering C) Anchoring D) Communication 9.Which part of a ship is located at the rear and often houses propellers? A) Bow B) Stern C) Hull D) Bridge 10.How do different types of ships impact the characteristics of structural members used? A) They don't have any impact B) Ships of the same type use identical structural members C) Different ships require different structural considerations D) Structural members are interchangeable between ships 11.What are the principal structural parts of a ship primarily composed of? A) Glass B) Wood C) Steel D) Plastic 12.In terms of ship dimension and forms, what does the term "draft" refer to? A) The act of drawing the ship's design B) The depth of the ship's hull below the waterline C) The number of crew members on board D) The width of the ship 13.Which of the following is a common characteristic of various types of ships? A) Uniform size B) Identical propulsion systems C) Different structural materials D) Identical crew sizes 14.What are the functions of different bulkheads in a ship's structure primarily related to? A) Steering B) Compartmentalization C) Propulsion D) Communication 15.What specific part of a ship is typically located at the front and is designed to part the water to reduce resistance? A) Stern B) Hull C) Keel D) Bow 16.What are rudders, thrusters, and propellers collectively responsible for in terms of ship movement? A) Providing electricity B) Navigating C) Providing entertainment D) Propulsion 17.Which of the following is NOT a typical function of propellers on a ship? A) Providing forward motion B) Steering the ship C) Generating power D) Stopping the ship 18.How do structural members contribute to the maintenance of a ship's seaworthiness over time? A) By providing shelter to passengers B) By enhancing the ship's appearance C) By ensuring the structural integrity of the ship D) By controlling the ship's speed 19.What is a common material used in the construction of modern ship structural members due to its strength and durability? A) Bamboo B) Aluminum C) Glass D) Rubber 20.How do the bow and stern of a ship differ in terms of their functions? A) The bow provides propulsion, and the stern controls direction B) The bow is responsible for steering, and the stern houses the crew C) The bow cuts through water, and the stern houses the propellers D) The bow is used for storage, and the stern is for navigation  LOI.2. Locate the following principal dimensions of all types of ships: LOA LPP/LBP Breadth. Depth Activity 1 :Essay Questions about Locating Principal Dimensions of Ships: 1.Explain the significance of the Length Overall (LOA) measurement in determining the size and capabilities of different types of ships. How is LOA typically measured, and why is it an essential dimension to consider? 2.Describe the differences between the Length Between Perpendiculars (LBP) or Length Between Perpendiculars (LBP) and the Length Overall (LOA) of a ship. Why is knowing both of these dimensions crucial for understanding a ship's design and functionality? 3.Discuss the importance of the Breadth dimension in ship design and stability. How does the breadth of a ship impact its performance in various conditions, and why is it a critical measurement for shipbuilders and naval architects to consider? 4.Explain why understanding the Depth dimension of a ship is essential for its safety and operational efficiency. How does the depth of a ship relate to its draft and overall stability, and what factors influence the depth measurement of different types of ships? 5.Compare and contrast the role of LOA, LPP/LBP, Breadth, and Depth in determining the overall size and capacity of ships. How do these principal dimensions interact to define the physical characteristics and capabilities of various types of vessels? 6.Explore how changes in the LOA dimension can impact different aspects of ship design and functionality. Provide examples of how longer or shorter LOA measurements can influence the performance, stability, and capacity of ships in various maritime applications. 7.Analyze the relationship between Breadth and Stability in ship design. How does the breadth dimension affect the stability of ships in different sea conditions, and what design considerations are necessary to ensure optimal stability based on the breadth measurement? 8.Investigate the significance of the Depth dimension concerning the structural integrity and load-carrying capacity of ships. How does the depth measurement influence the buoyancy, cargo capacity, and overall seaworthiness of vessels across different categories? 9.Examine the practical implications of accurately locating and measuring the principal dimensions of ships during the construction and maintenance phases. How do shipbuilders and engineers ensure precision in determining LOA, LPP/LBP, Breadth, and Depth to meet safety standards and performance requirements? 10.Discuss the evolving trends in ship design and construction concerning the principal dimensions of LOA, LPP/LBP, Breadth, and Depth. How have advancements in technology and materials influenced the way these dimensions are considered and optimized to meet modern maritime needs and challenges?  Lo 1.2 :activity 2 Multiple choice question 1. What does LOA stand for in ship terminology? A) Length Over Air B) Length Overall C) Length of Anchor D) Length on Aft 2. Which dimension represents the distance between the perpendiculars at the bow and stern of a ship? A) LOA B) LBP/LPP C) Breadth D) Depth 3. Why is Breadth important in ship design and stability? A) Influences cargo capacity B) Determines ship speed C) Affects draft only D) Impacts fuel efficiency 4. What does the Depth dimension of a ship refer to? A) Width of the ship B) Height of the mast C) Vertical distance from upper deck to hull bottom D) Length of the keel 5. Which dimension is crucial in determining the total length of a ship from the foremost point to the aftmost point? A) Breadth B) LBP/LPP C) Depth D) LOA 6.How is LOA typically measured on a ship? A) Along the waterline B) From keel to mast C) From bow to stern D) From port to starboard 7.Which dimension excludes overhanging structures and provides a more accurate hull length measurement? A) LOA B) Breadth C) Depth D) LBP/LPP 8.In ship design, wider ships generally offer better what? A) Maneuverability B) Stability C) Speed D) Fuel efficiency 9.How does the Depth dimension influence a ship's buoyancy and stability? A) Increases cargo capacity B) Reduces stability C) Affects draft and stability D) Improves speed 10.Which dimension is essential for ensuring a ship's structural integrity and load-carrying capacity? A) Breadth B) LOA C) Depth D) LBP/LPP 11.What are the principal dimensions that collectively define a ship's characteristics and capabilities? A) LOA, Breadth, Height B) LOA, Depth, LBP/LPP C) LOA, LBP/LPP, Breadth D) Depth, Beam, Draft 12.Which dimension directly impacts a ship's metacentric height and stability? A) Breadth B) LOA C) Depth D) LBP/LPP 13.Accurately locating and measuring the principal dimensions of ships is crucial to meet what standards? A) Performance only B) Safety standards and performance requirements C) Aesthetics D) Environmental standards 14.How do shipbuilders and engineers ensure precision in determining ship dimensions? A) Using rough estimates B) Relying on guesswork C) Through meticulous measurements D) Ignoring dimensional considerations 15.What impact can changes in the LOA dimension have on ship design and functionality? A) No impact B) Improved cargo capacity C) Enhanced stability and speed D) Decreased maneuverability 16.Which dimension is measured from the waterline to the top of the upper deck and influences a ship's stability and efficiency? A) Breadth B) Depth C) LOA D) LBP/LPP 17.How does the Breadth dimension affect a ship's performance in various sea conditions? A) Decreases stability B) Improves speed C) Influences maneuverability and stability D) Reduces cargo capacity 18.Why is the Depth dimension essential for a ship's safety and operational efficiency? A) Determines the number of crew members B) Relates to the hull's color C) Influences stability, draft, and overall safety D) Affects the ship's route only 19.Which dimension is critical for ship stability by determining the vessel's ability to resist heeling forces? A) Breadth B) Depth C) LOA D) LBP/LPP 20.In modern ship design, advancements in technology and materials have led to what kind of innovations in ship dimensions? A) Reduction in dimensions B) Standardization of dimensions C) Optimized dimensions for efficiency and sustainability D) Ignoring dimension considerations Laboratory Instruction: LOI.3. Draw the principal structure of each type of ship and properly label the parts with corresponding functions.  LESSON 2 C02. Construct a functional chart of the shipboard organization in accordance with the minimum manning requirement. COURSE OUTCOME 2: Construct a functional chart of the shipboard organization in accordance with the minimum manning requirement. LEARNING OUTCOME:1 L02.1. Explain the concept of minimum safe manning in terms of its importance to safe operation of a ship LEARNING OUTCOME:2 L02.2. Explain the working departments of a cargo ship in terms of their functions relevant to ensuring safety of operation and life at sea  Class Introduction: Shipboard Organization and Safety Welcome to our class on shipboard organization and safety! we will create a simple chart to show how a ship’s crew is organized based on minimum manning requirements, which helps us understand the roles of each crew member. We will also discuss the concept of minimum safe manning and its importance for keeping the ship safe by ensuring there are enough crew members to handle the ship and respond to emergencies. Additionally, we will explore the different departments on a cargo ship and their functions in ensuring safety during operations and life at sea. By the end of this class, you will have a clear understanding of ship organization, the significance of crew requirements, and the roles of various departments in maintaining safety. Let’s get started!  Co2 C02. Construct a functional chart of the shipboard organization in accordance with the minimum manning requirement. TOPIC: SHIP ORGANIZATION L02.1. Explain the concept of minimum safe manning in terms of its importance to safe operation of a ship  Explain the concept of minimum safe manning in terms of its importance to safe operation of a ship Minimum Safe Manning refers to the minimum number of qualified crew members required to safely operate a ship. This includes the necessary personnel for navigating, maintaining, and managing the vessel in various conditions and situations. The concept is essential for ensuring the safety of the ship, its crew, passengers, and the marine environment. Compliance with minimum safe manning requirements is often mandated by international maritime regulations to uphold safe and efficient ship operations The importance of safe ship operation cannot be overstated, as it ensures the well-being of the crew, passengers, and the marine environment. It encompasses various aspects such as adhering to maritime regulations, maintaining a competent and adequate crew, and prioritizing safety at all times. Safe ship operation also contributes to the efficiency and reliability of maritime transport, fostering trust and confidence in the industry. International Maritime Regulations The International Maritime Organization (IMO) has established regulations related to minimum safe manning to ensure the safety and security of ships, crew, and the marine environment. These regulations dictate the minimum number of qualified personnel required for the safe operation of different types of vessels. Compliance with IMO regulations is crucial for enhancing maritime safety and preventing accidents at sea. Importance of compliance with international regulations Compliance with international regulations regarding minimum safe manning is of utmost importance for the maritime industry. It ensures that ships have an adequate number of qualified crew members to operate safely in various conditions. By adhering to these regulations, the risk of accidents and incidents at sea is minimized, contributing to the overall safety and security of maritime operations. Additionally, compliance fosters trust and confidence among stakeholders, including crew members, passengers, and regulatory authorities. LO 2.1 Activity 1 Essay:5 points each Essay Question 1: Discuss the significance of minimum safe manning in ensuring the safe operation of a ship. Describe the potential consequences of inadequate manning and the role of minimum safe manning levels in maintaining maritime safety standards. Essay Question 2: Explain the importance of minimum safe manning for the safety and security of ship operations. Analyze the impact of sufficient manning levels on crew well-being, emergency response capabilities, and the overall risk management of maritime activities. Essay Question 3: Evaluate the role of minimum safe manning in promoting operational efficiency and safety in the maritime industry. Discuss the correlation between adequate manning levels, crew competency, and the prevention of accidents and incidents at sea. 1. What does the term "minimum safe manning" refer to? A) The minimum number of life jackets required on a ship B) The least number of crew members required to safely operate a vessel C) The minimum speed a ship must travel D) The minimum amount of fuel needed for a voyage 2. Why is minimum safe manning essential for the safety of a ship? A) It helps in reducing fuel consumption B) It ensures that all operational tasks can be effectively managed C) It increases the ship's cargo capacity D) It minimizes the need for regular maintenance 3. Inadequate manning can lead to: A) Improved crew morale B) Increased risks of accidents C) More efficient operations D) Enhanced communication 4. How does minimum safe manning affect crew fatigue? A) It decreases crew fatigue by allowing for more breaks B) It increases crew fatigue due to overwork C) It has no impact on crew fatigue D) It eliminates crew fatigue entirely 5. Which international regulation emphasizes the importance of minimum safe manning? A) International Convention on Load Lines B) Standards of Training, Certification, and Watchkeeping for Seafarers (STCW) C) International Maritime Organization (IMO) D) International Convention for the Safety of Life at Sea (SOLAS) 6. What is one consequence of having insufficient crew on board? A) Enhanced decision-making capabilities B) Improved emergency response times C) Increased risk of human error D) Lower operational costs 7. Minimum safe manning helps in: A) Ensuring compliance with financial regulations B) Enhancing crew training programs C) Reducing the need for safety drills D) Maintaining a culture of safety on board 8. What role does minimum safe manning play in emergency situations? A) It complicates emergency response B) It enhances the crew's ability to respond effectively C) It has no effect on emergency situations D) It increases the time taken to respond to emergencies 9. How can minimum safe manning contribute to the maritime industry's reputation? A) By reducing the number of crew members B) Through improved safety standards and practices C) By lowering operational efficiency D) By eliminating training requirements 10. Which of the following best describes the relationship between minimum safe manning and accident prevention? A) They are unrelated concepts B) Adequate manning levels can significantly reduce the likelihood of accidents C) More crew members always lead to more accidents D) Minimum safe manning only impacts cargo operations LO 2.1  L02.2. Explain the working departments of a cargo ship in terms of their functions relevant to ensuring safety of operation and life at sea Three Distinct Sections - those who navigate the ship - those who maintain the machinery and controls , carrying out all repair functions on-board - the catering department that takes care of the catering needs of the compliment A ship crew can be generally divided into three main categories 1. the deck department 2. the engine department 3. steward department  Ship Operators Have understandably employed a wide variety of positions, given the vast array of technologies, missions, and circumstances that ship subjected over the year  What is non-conformity? A non-conformity is a process or activity which doesn’t fulfill its intended purpose this could be because there has been a failure to follow procedures outlined in your management system, or because the documented procedures are not fit for purpose The Captain The Master’s duties and responsibilities are many, varied and extensive. The Master, also known as the Captain, maintains a safe operation through continual monitoring and maintaining procedures for fire hazard and damage control requirements. He/she makes sure that national and international codes of conduct are observed in guiding sea transportation, and is responsible for the budgets and expenses pertaining to the ship.  - The master has authority and responsibility for the overall safety of the vessel and crew and for the environment protection matters - Regarding technical matters the master’s responsibilities includes but is not limit for the following * To carry out regular inspection onboard and prepare condition reports, with the full cooperation of the chief officer * To supervise the yard activities during dry docking, and ensure vessel safety during repair, always assisted by the chief officer and chief engineer. * To verify and sign together with the chief engineer and the company superintendent the work done list, on completion of dry docking repairs Regarding matters concerned with the company management system’s effective implementations, the master is responsible to: *Review regularly , as he deems appropriate, the company’s management systems describe in the policies, procedure and instruction * Report any deficiency of the management system to the office by issuing Non conformities and defect report as required * Upkeep the control documents onboard * Remove the superseded documents from areas of the work * Ensure that a copy of the safety management certificate is always placed onboard, in order to produce it for the administration or organization recognized by it. The navigators are the deck officers and report to the Master A typical deck department for a merchant ship would include 1 Chief Officer or Chief Mate 1 Second Officer or Second Mate 1 Third Officer or Third Mate 0-1 Boatswain 2-6 Able Seaman 0-2 Ordinary Seaman 1 Deck boy (Peggy)  Deck Department Duties Maintenance of ship’s hull Navigational Duties Maintenance Of deck equipment The deck department is an organizational unit aboard naval or merchant ship. A deck officer is an officer serving in the deck department the main work of the deck department is proper watch standing and the maintenance of the ship’s hull, cargo gear, and the accommodations as well as the ship’s lifesaving and fire fighting appliances. The Chief Officer A chief mate (C/M) or chief officer, usually also synonymous with the first mate or first officer, is a licensed mariner and head of the deck department of a merchant ship. The chief mate is customarily a watchstander and is in charge of the ship's cargo and deck crew. The actual title used will vary by ship's employment, by type of ship, by nationality, and by trade: for instance, chief mate is not usually used in the Commonwealth, although chief officer and first mate are; on passenger ships, the first officer may be a separate position from that of the chief officer that is junior to the latter. The chief mate answers to the captain for the safety and security of the ship. Responsibilities include the crew's welfare and training in areas such as safety, firefighting, search and rescue. The Second Officer A second mate (2nd Mate) or second officer (2/O) is a licensed member of the deck department of a merchant ship holding a Second Mates Certificate of Competency, which is issued by the administration. The second mate is the third in command (or on some ocean liners fourth) and a watchkeeping officer, customarily the ship's navigator. Other duties vary, but the second mate is often the medical officer and in charge of maintaining distress signaling equipment. On oil tankers, the second mate usually assists the chief mate with the Cargo operations. The Navigator's role focuses on creating the ship's passage plans. A passage plan is a comprehensive, step by step description of how the voyage is to proceed from berth to berth or one port to another. The plan includes undocking, departure, the en route portion of a voyage, approach, and mooring at the destination. The GMDSS (Global Maritime Distress and Safety System) officer role consists of performing tests and maintenance, and ensuring the proper log-keeping on the ship's Global Maritime Distress Safety System equipment. Safety equipment includes Emergency Position-Indicating Radio Beacons, a NAVTEX unit, INMARSAT consoles, various radios, Search and Rescue Transponders, and Digital Selective Calling systems.  The Third Officer The Third officer is a qualified OICNW watch-stander, junior to the Second Mate. When on navigational watch, the Third mate directs the bridge team, maneuvering the vessel, keeping it safe and on track. The Third mate's primary duty is matters of safety, inspecting gear lockers, lifeboats, and all equipment onboard ensuring that it is safe and operational. Other duties include directing line handlers, cargo watches, directing anchor details and training and instructing crew members. He or she is normally the part of the Command team during emergencies and drills. Deck Cadet A Deck Cadet or Trainee Navigational Officer or Nautical Apprentice is an apprentice who has to learn the basic duties of a deck officer onboard a ship. Deck cadets after sufficient sea time and exams attain certificate of competency of OICNW.  Deck Ratings Mariners without a certificate of competence are called ratings. They assist in all other tasks that can arise during a voyage. This includes for example, mooring, cleaning of the ship and its holds and repairing broken lines and ropes. These are physically challenging jobs and have to be done regardless of the weather. Boatswain The boatswain is the highest ranking unlicensed (rating) in the deck department. The boatswain generally carries out the tasks instructed by the chief mate, directing the able seaman and ordinary seaman. The boatswain generally does not stand a navigational watch.  Able Seaman An able seaman (AB) works under the boatswain, completing tasks such as working mooring lines, operating deck gear, standing anchor details, and working cargo. An able seaman also stands a navigational watch, generally as a lookout or helmsman.  Ordinary Seaman The lowest ranking personnel in the deck department. An ordinary seaman (OS) generally helps out with work that able seamen do. Other tasks include standing lookout, and generally cleaning duties.  The Engine Department An engine department or engineering department is an organizational unit aboard a ship that is responsible for the operation, maintenance, and repair of the propulsion systems and the support systems for crew, passengers, and cargo. These include the ship engine, fuel oil, lubrication, water distillation, separation process, lighting, air conditioning, and refrigeration. The engine department emerged with the arrival of marine engines for propulsion, largely during the later half of the 19th century. Due to advances in marine technology during the 20th century, the engine department aboard merchant ships is considered equally important as the deck department, since trained engine officers are required to handle the machinery on a ship.[citation needed] The engine department takes care of the engine room aboard a ship. Rotations various depending on the vessel or company. Whoever is on a rotation has to stand watch to look over the engine room and its components. There are different crew members for watch rotation. Chief Engineer The chief engineer on a merchant vessel is the official title of someone qualified to oversee the engine department. The qualification for this position is colloquially called a "Chief's Ticket". The Chief Engineer, commonly referred to as "The chief", or just "chief", is responsible for all operations and maintenance that have to do with all machinery and equipment throughout the ship. He may be paid on par with the captain, and holds a similar rank as the captain.  Second Engineer The second engineer or first assistant engineer is the officer responsible for supervising the daily maintenance and operation of the engine department. He or she reports directly to the chief engineer. Third Engineer The third engineer or second assistant engineer is usually in charge of boilers, fuel, auxiliary engines, condensate and feed systems, and is the third most senior marine engineer on board. Depending on usage, "the Second" or "the Third" is also typically in charge of fueling (a.k.a. bunkering), granted the officer holds a valid Person In Charge (PIC) endorsement for fuel transfer operations.[citation needed] Fourth Engineer The fourth engineer or third assistant engineer is junior to the second assistant engineer/third engineer in the engine department. Engine Cadet An engineering cadet or ( Apprentice ) is a nautical school graduate, entitled to a seaman’s book, but is not a officer proper. The cadet must first carry out a one year training on board ships, executing tasks of an officer of the watch under the supervision of the senior officer MotorMan The motorman is an unlicensed member of the engine department, same requirement with the Oiler both having the Able Seafarer Engine Certificate STCW A-III/5. Pumpman – A position frequently found aboard fuel tankers Oiler An oiler (also known as a "greaser") is a worker whose main job is to oil machinery. In previous eras there were oiler positions in various industries, including maritime work (naval and commercial), railroading, steelmaking, and mining. Today most such positions have been eliminated through technological change; lubrication tends to require less human intervention, so that workers seldom have oiling as a principal duty. In the days of ubiquitous plain bearings, oiling was often a job description in and of itself. The oiler is an unlicensed member of the engine department, with more experience than a Wiper and having the Able Seafarer Engine Certificate STCW A-III/5. Wiper The wiper is an unlicensed member of the engine department, usually with the least experience and having the Engine Room Watch Rating (ERWR) Certificate STCW A-III/4. A wiper is the most junior rate in the engine room of a ship. The role of a wiper consists of cleaning the engine spaces and machinery, and assisting the engineers as directed. The position is an apprenticeship to become an oiler. In modern times, a wiper is required to work on a ship for a specific amount of time, gaining what is referred to as "sea time." Steward Department The department is responsible for the vessel catering It is usually headed by the chief steward Chief Cook The chief cook is the senior unlicensed crew member working in the steward's department of a ship. His position corresponds to that of the Boatswain in the deck department, the pump man in an oil tanker, and the electrician (but not ETO) in the engine department of a container ship or general cargo ship. He is the equivalent to a chief petty officer in the Navy. the chief cook directs and participates in the preparation and serving of meals; determines timing and sequence of operations required to meet serving times; inspects galley and equipment for cleanliness and proper storage and preparation of food. Steward Assistant A steward's assistant (SA) is an unlicensed, entry-level crewmember in the Steward's department of a merchant ship. This position can also be referred to as steward (the usual term on British ships), galley utilityman, messman, supply , waiter or General Steward (GS). Reports to: Chief steward, Chief cook Other names: Waiter, messman, galley utility... Duties: Food handler, cleaning, stocking Department: Steward's department  JOB Description. 10 important jobs Deck Cadets have To perform on boar ships. While still in a Maritime college, a deck cadet often wonders as to what his shipboard duties exactly are. Though there is no specific guidelines or deck cadet job description, the college is that a cadet must assist the deck officers in the day- to-day operations of the vessel. Deck Works Assisting the ship buson in everyday deck work is embedded into any cadets daily schedule, this basically grounding work, seemingly un important for the start, but builds the framework for the coming years as an officer Work on deck including chipping,painting ,griding etc.is carried out to maintain the structural integrity of the deck, along with some rope work (e.g.,splicing) that gives cadets the right aspect towards good seamanship.Also,as all cadet is the universal designated duty of a cadet! Also, as all cadets will tell you,the job of stenciling various parts on deck is the universal designated duty of a cadet! 1.Tank Sounding Almost all deck cadets are asked to check tank soundings on a regular basis. Generally taken after 0400 – 0800h watch ( before or right after breakfast ) sounding are very crucial for ensuring the stability of the vessel. The fact that the ship’s stability is dependent on the total ballast being carried, makes a cadet realize the high level of responsibility given to him. 2.Ship Maintenance All cadets who have served onboard will know that an area within the ship is designated to the deck cadet for the maintenance and upkeep. Generally one deck or a part of it of the superstructure is assigned to the cadet. Maintenance of that includes overall cleanliness and reporting of any abnormalities with the area.  3. LSA/FFA maintenance Through the maintenance of the life saving appliances(LSA) and Fire Fighting Equipment(FFA) is extremely important ,generally a part of the 3rd mate duties and responsibilities, this work is assigned to the cadets so that they learn the procedures of noting down the expiry dates, carrying out repair work, checking for any defects, emailing the company for ordering new products etc, in the process, a cadet ending up a great deal about how equipment functions and also a lot about lifeboats, life rafts, pyrotechnics, Solas Regulation etc. All such information ends up being extremely useful when appearing for the 2nd Mates examination.  4. DECK WORK Assisting the ship’s bosun in everyday deck work is embedded into any cadet’s daily schedule. This is basically grounding work, seemingly unimportant at the start, but builds the framework for the coming years as an officer. Work on deck including chipping, painting, grinding etc. is carried out to maintain the structural integrity of the deck, along with some rope work (e.g., splicing) that gives cadets the right aspect towards good seamanship. 5.Berthing/Unberthing Operations When a vessel goes alongside (or cast away), its normally “all hands on deck”. The entire deck populace is present at their respective stations to get the vessel to berth/cast off close to perception. AQ cadet starts out at the stations as a sort of rating , doing mainly the physical work. As time goes by an experience is gained, his job switches to more of a supervisory nature, wherein the cadet is expected to relay the orders of the master to the ratings, ensuring that the operation runs smoothly and in order. 6. Pilotage Operations A cadet’s role during pilotage varies with the time he has spent onboard. Initially, a cadet assists the ratings in rigging the pilot ladder and lowering the gangway for the pilot to board, along with other related processes during pilotage. The process also involves learning, first hand, the precise construction of the pilot ladder as per regulations (important when appearing for the 2nd mates examination). Gradually, once the master deems the cadet to be relatively well versed with the vessel’s operations, he is called on the bridge to assist the duty officer with the deferent pilotage paperwork's, e.g. printing out and filling the pilot card, plotting the position, filling the radio log (under supervision),observing the steering etc.. 7.Port work and cargo operations Being a trainee officer slated to sail as a 3rd mate upon completion of the training period, a cadet is expected to be vigilant while in port. Work in port includes assisting the 3rd mate with paperwork's (bond store, crew declaration etc.),i.e. keeping them stamped, signed and ready with a fair number of photocopies. Watches also have to be kept in por; this includes monitoring the cargo being loaded/unloaded (involves noting down precise timings of the start and end of loading /unloading, every time it happens).Normally, the cadet is made responsible to keep a tab on the tank sounding with continuous feedback to the duty officer on the portable VHF handheld/ walkie-talkie. 8.ISPS Watch -A very integral part of the port watch, an ISPS watch is pivotal to the security of the ship. With the norms pertaining to ship security getting stringent by the day, the ISPS watch has become one that has to be taken rather seriously. -A cadet is normally assigned to monitor the entry and exit points of the vessel. Usually stationed at the gangway, it is expected from a cadet to keep a log of all the persons entering and leaving the vessel; this includes all shore personnel as well as the ship’s crew (going on shore leave). -IDs must be checked and logged in the ship’s ‘Visitor’s Log’. If such a system exists onboard (differs from company to company), a ship’s numbered ID must be provided to keep a track of the person even more precisely. Bags and suspicious objects must be checked thoroughly. A cadet, being an officer in the making, is also expected to usher in various officials (PSC Surveyors, Coast Guard, Medical/Health Inspectors etc.) to the ship’s office. Informing the duty officer of the particulars of the person being brought in is crucial and comes naturally after having spent enough time onboard.  9. PAPERWORKS AT SEA All seafarers will agree that paperwork has increased many times over and so has the stress and irritation that comes with it! A cadet is expected to be a helping hand to the Chief Mate when it comes to the different checklists, familiarization lists, key logs etc. Updating of the Muster lists and the cabin key log are generally handed over to the cadet when there are new on signers. Making photocopies of various lists are almost always the sole job of a cadet! (And sometimes the number is extremely large). Not to forget the thing that has become ubiquitous on almost all vessels- The Watch & Rest Hours- to be distributed to all on time; another universally allotted job of the deck cadet. Although not directly part of mainstream paperwork, the numerous discontinued charts that are used for stenciling are also to be cut out, close to perfection by the deck cadet!  10. NAVIGATION Perhaps the most important aspect of being a cadet, navigation is the very purpose that the ship is in business and officers/ratings are employed! Not having a valid Certificate of Competency (COC), a cadet is naturally not allowed to keep a bridge watch independently. However, under the guidance and supervision of a certified officer (almost always it is the Chief Mate), a cadet is expected to learn the science and art of navigation, which would eventually help him in becoming a successful deck officer. Theoretical knowledge of the COLREGS, Celestial Navigation, Bridge Equipment's, Seamanship, Chartwork etc. all culminate into this one grand attempt at safe navigation of the vessel.  Explain the working departments of a cargo ship in terms of their functions relevant to ensuring safety of operation and life at sea The various departments on a cargo ship play crucial roles in ensuring the safety of operations and life at sea. Here's an overview of the key departments and their functions: 1. Deck Department: Responsible for navigation, ship handling, and cargo operations. Ensures compliance with international regulations and safety protocols. Manages the safety equipment, life-saving appliances, and firefighting systems on board. 2. Engine Department: Maintains and operates the ship's propulsion and power generation systems. Conducts regular inspections and maintenance to ensure the reliability and safety of the ship's machinery. Implements environmental and safety measures related to engine 3. Catering Department: Provides essential services related to food preparation, storage, and service for the crew and passengers. Ensures compliance with health and safety standards in food handling and sanitation. 4. Medical Department: Provides medical care and first aid to the crew and passengers. Maintains medical supplies and equipment for emergencies. Implements health and safety protocols to prevent the spread of illnesses on board. 5. Safety Department: Oversees safety drills, training, and compliance with safety regulations. Manages the safety culture on board and promotes best practices for accident prevention. Coordinates with other departments to address safety concerns and implement corrective measures. Each department plays a vital role in the safe operation of the cargo ship, contributing to the overall safety and well-being of the crew and passengers at sea. LO 2.2 L02.2. Explain the working departments of a cargo ship in terms of their functions relevant to ensuring safety of operation and life at sea: 1.Explain the functions of the various departments of a cargo ship, including the deck department, engineering department, catering department, and safety and medical department, in terms of their relevance to ensuring the safety of operation and life at sea. Discuss how the coordinated efforts of these departments contribute to maintaining maritime safety standards, promoting operational efficiency, and safeguarding the well-being of crew members while at sea. Provide specific examples and insights into the critical roles each department plays in upholding a culture of safety and emergency preparedness on cargo ships.  Construct a functional chart of the shipboard organization in accordance with the minimum manning requirement. END OF PRELIM COVERAGE