Odessa National Maritime Academy

Sea practice report

Navigation faculty: Group 1135 Dmitry Bushev Teacher: Buzovska J. F.

Odessa 2012

1. Due to my summer maritime practice Im once again convinced that English is very important English for sailors. This language is the most widespread language in the whole world. Its the language of common amount of international organizations, science, technologies, industries, banking etc. English is very important for sailor, because many accidents happened at sea because of the communication barrier. Today, every crew on the ship has multilingual and multicultural crewmembers so its highly important to be good at English. It is even stipulated by maritime law STCW`95, that among other requirements Officer of the Watch need a level of English adequate to communicate with other ships, coastal stations and multilingual crews. A sailor should not only know loads of maritime terms but also possess knowledge and skills to communicate effectively and solve most of problems with more confidence.

2. The organization of the ship is changing but usually one can find three departments: the deck department, the engine department and the catering department. The deck department includes navigators, radio-officers, a boatswain, sailors and a doctor (rarely). We call navigators according to their rank on board ship: the Master (the Captain), the Chief Officer (the First Mate), the Second Officer (the Second Mate), and the Third Mate (the Third Officer), and very rarely the Fourth Officer (the Fourth Mate). The Master is responsible for the ship, her cargo and the crew. He must be an experienced navigator. The Chief Officer is the Masters main assistant and the head of the Deck department. He must be always ready to replace the Master and perform his duties. All the navigators must keep watch on the navigating bridge. They may not leave if when on watch. The navigators relieve each other of watch every four hours. Every navigator must know how to define the ships position, plot her course on the chart and take bearings.

Radio officers keep watch in the radio-room and are responsible for radiocommunications. There is often one or two Radio Officers on board the ship, but on ships with continuous radio watches there may be even three radio officers. A boatswain and sailors must keep the ship's hull, holds and tackle in good condition The engine department consists of the Chief Engineer, the Second, Third and Fourth Engineers, some motormen and two or three electricians. They keep watch in the engine-room and must maintain and repair its equipment. Catering department consists of a Chief Steward, who is in charge of cooking and ordering provisions, he is assisted by Assistant Cook, who also cooks, and stewards, who serve meals. Only well-qualified sailors can perform their duties properly that's why the crews' framing is very important. 3. The structure of most vessels is similar. The main parts of a ship are the hull, the engines, the propellers and the rudder. The hull is the main body of a vessel. It is a watertight shell, which is divided into a number of horizontal surfaces called decks. There are also walls built between the decks called bulkheads. They form compartments. The first compartment below the main deck (large horizontal surface on top of the hull) is called tween deck, below it is second deck. The hull is divided into three parts: fore end, midships and after end. The hull contains the engine room, cargo space and several tanks. The tanks are situated at the fore end, after end and between the bottom and the holds. They are used for storing fresh water and water ballast. There can be more decks above the main deck. All structures above the main deck form the superstructure. At the fore end is the forecastle. In the most occasions bridge superstructure at the after end is combined with the poop. Another important part of the vessel is engines. They are fitted near the bottom of a ship in the engine room. It drives the propeller at the stern of the ship. The engines of most ships are steam turbines, gas turbines or diesel engines. The

turbine through the series of gears drives the propeller shaft and makes the propeller revolve. Ships require different types of fuel for different types of engines. For example steam turbines use oil to heat the boilers and produce steam. The propellers, also called screws, rotate and move a ship through water. A common propeller has four blades and is bolted to the end of propeller shaft. Many large vessels have two propellers and very big have four. Additional propellers increase ship`s power and maneuverability. Some ships have additional propeller located at the bow called bow thruster, which help the ship to turn faster. The rudder is a large flat piece of metal that steers a ship. It is hinged to the stern and so it can be swung like a door. The rudder is connected to the helm on the ship`s bridge, so it is controlled with helm. Other common parts of a ship include funnels to discharge smoke and exhaust fumes, anchors, and lifeboats. Cargo ships have derricks operated by winches, cargo hatches for loading and discharging cargo to the holds. 4. Vessels were invented because thousands years ago humans understood the importance of travelling across the seas and oceans. . The first ones seemed to be logs used to travel across small water bodies. But soon enough ships developed and become the most important tool in trade development. Even past so many years more than a half of world`s trade is done with vessels. Main types of the ships are passenger vessels, general cargo ships, tankers, dry bulk carriers, multipurpose ships, cargo ships can be divided into liner and tramp service vessels, traditional cargo ships, container ships, roll-on/off ships, LASH ships, OBO vessels, oceangoing bulk carriers, barges, refrigerator ships, tugboats (harbor and oceangoing), ferries, icebreakers, dredgers (bucket, suction, grab dredgers), lightships, pilot launches, oceanographic ships and fishing vessels.

Cargo vessels are to carry cargo from one point of the world to another across the water bodies. These ships have some types according to the method of carrying of the cargo and of the type of the cargo they can carry. Passenger vessels and ferries are to carry passengers across the oceans and seas. Tugboats are to help ships in navigating in ports harbors or to help some ships which need assistance somewhere in the sea or ocean. Icebreakers are to clear the way through the stratums of ice in the seas which are adjacent to the Earths poles. Dredgers are to remove the sand and mud from the beds of channels and harbors. Lightship is an anchored ship without engines but with a lights, a foghorn, a radio beacon and meteorological equipment. Pilot launches are motorboats for transporting pilot to and from the ships. Oceanographic ships are to carry scientists with instruments across the sea to study something new about it. Fishing vessels arent only to catch fish but even to process them.

5. Supply & Stand By Vessels Supply vessels and stand by vessels work in offshore oil and gas fields. Supply vessels carry supplies to and from offshore installations on a flat deck at the aft end of the ship and in tanks below deck. Stand-by vessels wait in the vicinity of offshore fields to guard the fields against traffic which may stray too close to the offshore installations and to respond in the event of an emergency in the field. High Speed Craft High speed craft are generally employed in the short sea routes to compete with conventional passenger ferry traffic.They are usually smaller than traditional ships, may be mono or multi hull vessels and operate at speeds in excess of 40 knots in order to halve crossing times on most routes.

Tugs Tugs may be employed in port for pushing and pulling ships manoeuvring in the harbour or for towing structures and vessels at sea. They are normally powerful, compact vessels with specialised towing equipment on the aft deck. Fishing Vessels Usually very hard working ships which specialise in catching fish. They are often very small compared with merchant ships and fall into two main types : Trawlers, which tend to have large stern mounted structures designed to handle the nets dragged astern of the ship as she makes way at sea, or Drifters, which set long nets that lie in the water before stopping to drift with the tides/current. Fishermen may spend days at sea often with little sleep, working in worse conditions than most seafarers. The crew may be suffering from fatigue if you visit them. Warships and Military Vessels Warships and military vessels, such as those of the Navy, Army and Air Force, are part of the fighting forces and are predominantly manned by service personnel, rather than civilians. Warships undertake a variety of roles including defense, security and PR/diplomatic visits around the world, representing their governments interests. 6. During the voyage the weather can change many times so its highly important to know all weather conditions, to predict any weather changes, and assume measures in advance. To make accurate weather forecast, you should have any necessary instruments. Weather is the momentary, day-to-day state of the atmosphere over any place on the Earths surface. The weather consists of such factor as wind speed, relative humidity, atmospheric pressure, air temperature, waves force. Thermometers measure air temperature. They work because the matter expands when heated. Most thermometers are closed glass tubes containing liquids such as alcohol. When

air around the tube heats the liquid, the liquid expands and moves up the tube. A scale that shows the temperature is attached to the tube. A barometer measures air pressure. Inside the barometer you can find a cylinder what reacts to the atmosphere pressure. If pressure ascends the cylinder shrinks, and conversely. The cylinder is attached to the spring, which moves an arrow on the scale. The scale tells us the exact air pressure. A psychrometer measures relative humidity, using the cooling effect of evaporation. Two thermometers are used in a psychrometer. A wet cloth covers the end of one of the thermometers. Water evaporates from this cloth, causing the temperature on that thermometer to be lower than the other. Using the difference between the results of both thermometers and special table man can tell relative humidity. An anemometer measures wind speed. It looks like a stick with a cross with cups attached to the top of the stick. The cups catch the wind, turning the dial attached to the instrument. The dial shows the wind speed. Weather balloons measure weather conditions higher in the atmosphere. Weather satellites are able to photograph and track large scale air movements. Then meteorologists compile and analyze the data with the help of computers. 7. Communications at sea are essential for efficient and safe running of a ship. They take place within the ship herself, between the ship and other ships, between the ship and shore stations and sometimes between the ship and aircraft. Communications can be made over different distances and using methods ranging from the simplest to those using the most sophisticated radio technology. One of the oldest methods of remote communication still exists today. One writes a message on a piece of paper and has is delivered to the recipient. At

sea you can receive written messages at ports where the vessel stopped or from vessels encountered along the way. In some cases, it could take months or even years for a message to reach the addressee. Message can be sent with use of signal flags and semaphore to anyone who can see and understand it. Even today most large ships and many smaller ones carry signal flags aboard. Since these messages were visible to everyone nearby, elaborate codes were developed to identify the sender and recipient and to hide the meaning of the message. The flags used for signaling are known as pennants. Each pennant may represent a letter of the alphabet, or a number, allowing complete words to be spelled , or it may signal one of the codes according to the International Code of Signals. This code was developed to allow boats to communicate with each other even if they don`t know each other`s language. The International Code of Signals covers such things as maneuvering ships, towing, emergencies, medical problems and much more. In 1837 F. B. Morse developed one of the first practical telegraphs and also designed a code for it, in which different combinations of dots and lashes represented the letters of the alphabet. Morse code was very useful for mariners. The signals were sent using the heliograph producing sequence of long and short flashes corresponding dots and lashes. Today communication can be done using radio equipment. There are two basic types of radios used aboard. Marine VHF (very high frequency) radios require an uninterrupted line of sight between antennas. They are usually used to communicate over small distances. Second type is SSB (single side-band) radio. It has much greater range than VHF, but consumes a much more electricity. Satellite communication is used for long-distance communication. Digital signal from the ship is transmitted to the satellite, which when relays the signal to another satellite or to a receiver on the Earth`s surface. Satellite communication is private and allows direct access to global communication

infrastructure (telephone and computer networks), also satellite communication is not greatly affected by meteorological conditions. Communications within the ship are done by an internal telephone system. Communications over relatively short distances can be done by visual or sound signals. Visual signals can be sent by using Aldis lamp, which can produce flashing messages in Morse Code. Sound signals can be made with the ship`s siren, whistle or bell. In emergencies rockets and flares are used to signal distress and acknowledge such signals. 8. There are three main sources of the pollution at sea: collision, fire or grounding which results in the release of oil from the ship`s tanks; intentional discharge of oil and oily waste from the pumping of the bilges, or deballasting the cargo tanks, or tank washings; accidental spills while transferring fuel or cargo from ship to ship, or from ship to shore, an accidental spillage resulting from the incorrect operation of valves on shipboard or at oil terminals. Reasonable precautions should be taken to minimize or prevent the pollution. In case of an oil spill the Master should immediately notify and consult the local Protection & Indemnity representative. The Master should ensure that steps are taken to clear up the spill and prevent further damage. The P & I representative will make arrangements for legal representation and attendance of surveyors if necessary. Action taken to prevent stowaways from boarding a ship can be divided in several groups: actions to be taken prior to arrival in port, actions to be taken when at anchor, actions to be taken when in port and pre-sailing actions. Before ships arrive in port the crew must ensure that all permanent deck lighting is fully operational, because well-lit vessel will deter potential stowaways. Also all areas which are not essential for loading and discharge of cargo should be carefully secured.

While staying at anchor it is important to secure all means of access, including hawser-pipe covers and covers on anchor chains. Moreover, all gangways and accommodation ladders should be raised when not in use. A proper watch should be kept at all times regular deck patrols should be made by crew members working in pairs. During the mooring in port it is essential that information concerning the vessel`s future ports of call is restricted. There should be positive restriction and control of movement of shoreside personell on board. It is important to keep a check on the number of gangs on board and the number of stevedors in each gang. An efficient gangway watch should be maintained all times. Each and every individual should be questioned to verify his right to board the ship. Access to accommodation areas should be restricted. Only essential accesses should remain open and unlocked and regular check should be made of all accommodation areas. All areas which are not essential for loading and discharge of cargo should be secured and locked and regular inspections should be taken. Immediately prior to a vessel`s departure from port, it is important to conduct a thorough and extensive search using the manual checklist. The checklist recommends dividing the vessel into four zones, which should be systematically searched at the same time. After each area has been searched, this should be confirmed by radio, allowing the appointed officer to compile the checklist. Upon the completion of the checklist, an entry should be made in the deck logbook, recording the time, date and names of the individuals who have conducted the search. If, despite all your precautions, you find uninvited guests aboard your vessel, you should form a positive plan of action, following the owner`s standing instructions. 9. Ships must obey rules of the sea, which are designed to prevent collisions. These rules specify what action shall be taken by each of two approaching ships. They also prescribe the lights and sound signals to be used in various

circumstances. To avoid the risk of collision at sea, all mariners abide by the International Rules for Prevention Collision at Sea. Ships carry lights not as an aid to vision, but to allow them to be noticed by other mariners at night. Ships lights are therefore arranged at specific angles and are displayed to give the experienced navigator all the information he needs. A ship is required to carry five lights: a red light on the port side, and a green light on the starboard side, then identical while lights on the foremast and aftermast, the fifth light is a white light on the stern. Safety standards for ships have been set up by International Safety of Life at Sea conventions. The standards require that ships have watertight bulkheads; firefighting equipment; and enough lifeboats, life jackets, and other lifesaving equipment. Other rules provide that lifesaving and fire drills must be carried out at regular intervals. Ships must follow the International Rules of the Road. These rules deal with such points as the rights of way of ships on the high seas, the lights ships must show, and the signals that ships must give in fog and during times or distress. In 1930, all the leading seafaring countries accepted rules set up by the International Load Convention to keep ships from being overloaded. It must be remembered that ship is a moving platform with potentially slippery decks in wet or rough weather. Great care must be taken when moving about the vessel and running and climbing on rails and bulwarks is forbidden. Also, ladders should be descended backwards if necessary and particularly when wet. It is legal requirement that you wear the correct safety clothing and footwear in those parts of the ship where certain hazards exist. Hard hats and proper protective shoes are the minimum for working on external decks. Inflatable lifejackets will also be required to be worn in certain situations when working at or near the ships side or stern. Your lifejacket is stowed in your cabin wardrobe. An emergency will be indicated by 7 short blasts followed by a prolonged blast on the ship`s whistle or electrical

warning system by bell. Upon hearing this signal proceeds to your emergency muster station with your lifejacket and wear suitably warm clothing. Upon arrival at your muster station an Officer will conduct a head count and explain the Emergency and actions you are required to take. Piracy is an ancient problem of sea trade and even in our modern world it takes place. Pirates of yore and modern pirates share some similarities. Piracy thrives when three requirements are met: A place to prowl where rewards are great. An area where the risk of detection is slight. Today, the most notorious areas where the piracy thrives are the South China Sea an off the coasts of Africa. The safe haven. Today, Somalia and Indonesia`s many island provide an ideal hiding place.

10. Cargo divides into the next types: bulk and general. Bulk cargo divides into liquid and dry cargo, general into containerized, noncontainerized, and refrigerated. General cargoes comprise goods of the following types: bagged, baled, barreled, boxed, metals and machinery, heavyweights, goods in packages, containers and timber cargoes. Refrigerated cargo is a meat, fruit, fish. Bulk cargo is a cargo isnt in boxes, crates, bundles etc., such as coal, iron ore, grain and fertilizers. Liquid products comprise: fuel oil, petrol, kerosene, lubricants, acids these are a dangerous type of cargo. They should be kept away from the inflammable solids, from cargoes which are dangerous when wet, or corrosive. General cargo is loaded by cranes and the ships own derricks. Non-containerized cargo is carried in multi-deck vessels. Loading and discharging container cargoes is done in the warehouses. Bulk cargo is carried in the self-trimming holds. Its

unloaded automatically by buckets on a conveyor belt system or through large tubes. The First Mate draws up a cargo plan based on the information he has received of the cargo to be loaded. He considers the stability of the ship when cargo is loaded. The handling of cargo into and out of the vessels holds is the work of the stevedores.

11. Types of packages: Bag- may be made of paper, linen, canvas or rubber. Sack- a large bag usually made of jute. Carton- strong container made of wood. Crate case, which has a bottom and a frame. Drum - a cylindrical container for carrying liquids, chemicals or paint. Cask - a wooden container, in the shape of a cylinder. Keg - a small cask. Barrel - a cask of medium size. Hogshead - a large cask. Bales - packages of soft goods. Can (tin) - a small metal container for packing small quantities of paint, oil, or certain food. Carboy a very large glass container protected in metal or basket with soft packing between the glass and basket. It is used for chemicals. Bundle various goods packed without a container. A number of small cartons fixed together is also called a bundle. Marking of the cargo: Correct and complete marking of packages helps to prevent incorrect handling, accidents, incorrect delivery, losses of weight and volume and Customs fines.

Marking must be clear and precise. Its color should stand out clearly from that of the package; it is usually black in color. Alternatively, it may also be applied on

adhesive labels. Where possible, black symbols on a white background should be used. Both when the marking is applied directly onto the package and when adhesive labels are used, care must be taken to ensure that marking is applied in a legible and durable manner.

Adequate marking is an indispensable component of the package. If the marking is at variance with the details on the shipping documents, objections may be raised by the Customs authorities. If handling marking is inadequate, those parties whose actions during transport, handling or storage of the cargo have caused damage may be excluded from liability.

Complete marking must comprise the following three parts:

Shipping mark Identification mark: e.g. initial letters of receiver or shipper or of receiver's company name Identification number: e.g. receiver's order number Total number of items in the complete consignment Number of the package in the consignment, e.g. 5/12 or 5 - 12 Place and port of destination

Information mark Country of origin: The country of origin must be stated in accordance with the provisions of the particular countries. Statement of the country of origin is often mandatory. In some cases it is not desired and, if contractually agreed, may even have to be omitted. Failure to

comply with such agreements entails a risk of blacklisting. Indication of weight of package: from a gross weight of 1000 kg, packages must be marked with details of weight. With regard to ease of transport, handling and storage, the relevant standards also recommend indicating weight from a lower threshold. Dimensions of packages: standards specify that dimensions be stated in centimeters.

Handling instructions

"Handling marks" help to ensure that greater care is taken with cargo handling. It must be possible to tell, whether the package is sensitive to heat or moisture whether it is at risk of breakage where the top and bottom are and where the center of gravity is located where loading tackle may be slung

The symbols for package handling instructions are internationally standardized in ISO R/780 (International Organization for Standardization) and in DIN 55 402 (DIN, German Institute for Standardization). The symbols must never be omitted as they are self-explanatory and so overcome language problems in international transport operations.

Designation Fragile, Handle with care

Symbol

Explanation The symbol should be applied to easily broken cargoes. Cargoes marked with this symbol should be handled carefully and should never be tipped over or slung.

Use no hooks

Any other kind of point load should also be avoided with cargoes marked with this symbol. The symbol does not automatically prohibit the use of the plate hooks used for handling bagged cargo.

Top

The package must always be transported, handled and stored in such a way that the arrows always point upwards. Rolling, swinging, severe tipping or tumbling or other such handling must be avoided. The cargo need not, however, be stored "on top".

Keep away from heat (solar radiation)

Compliance with the symbol is best achieved if the cargo is kept under the coolest possible conditions. In any event, it must be kept away from additional sources of heat. It may be appropriate to enquire whether prevailing or anticipated temperatures may be harmful. This label should also be used for goods, such as butter and chocolate, which anybody knows should not be exposed to heat, in order to prevent losses.

Protect from heat and radioactive sources Sling here

Stowage as for the preceding symbol. The cargo must additionally be protected from radioactivity.

The symbol indicates merely where the cargo should be slung, but not the method of lifting. If the symbols are applied equidistant from the middle or center of gravity, the package will hang level if the slings are of identical length. If this is not the case, the slinging equipment must be shortened on one side.

Keep dry

Cargoes bearing this symbol must be protected from excessive humidity and must accordingly be stored under cover. If particularly large or bulky packages cannot be stored in warehouses or sheds, they must be carefully covered with tarpaulins.

Center of gravity

This symbol is intended to provide a clear indication of the position of the center of gravity. To be meaningful, this symbol should only be used where the center of gravity is not central. The meaning is unambiguous if the symbol is applied onto two upright surfaces at right angles to each other.

No hand truck here

The absence of this symbol on packages amounts to permission to use a hand truck on them.

Stacking limitation

The maximum stacking load must be stated as "... kg max.". Since such marking is sensible only on packages with little loading capacity, cargo bearing this symbol should be stowed in the uppermost layer.

Clamp here

Stating that the package may be clamped at the indicated point is logically equivalent to a prohibition of clamping anywhere else.

Temperature limitations

According to regulations, the symbol should either be provided with the suffix "...C" for a specific temperature or, in the case of a temperature range, with an upper ("...C max.") and lower ("...C min.") temperature limit. The corresponding temperatures or temperature limits should also be noted on the consignment note.

Do not use forklift truck here

This symbol should only be applied to the sides where the forklift truck cannot be used. Absence of the symbol on other sides of the package amounts to permission to use forklift trucks on these sides.

Electrostatic sensitive device

Contact with packages bearing this symbol should be avoided at low levels of relative humidity, especially if insulating footwear is being worn or the ground/floor is nonconductive. Low levels of relative humidity must in particular be expected on hot, dry summer days and very cold winter days.

Do not destroy barrier

A barrier layer which is (virtually) impermeable to water vapor and contains desiccants for corrosion protection is located beneath the outer packaging. This protection will be ineffective if the barrier layer is damaged. Since the symbol has not yet been approved by the ISO, puncturing of the outer shell must in particular be avoided for any packages bearing the words "Packed with desiccants".

Tear off here

This symbol is intended only for the receiver.

12.The crew of the ship work as a team to see that the passengers, the cargo, and the ship itself arrive at their destination safely and on time. To sail a ship long distances across open water requires great skill and experience. A change in the winds strength or direction, or the force of the waves and currents, can put the ship off course. A ships officers use equipment and methods developed hundred years ago-as well as modern devices- to tell where their ship is at al times. There are four basic methods of navigating at sea: piloting, dead reckoning, electronic navigation, celestial navigation. In piloting, the navigator directs the vessel from one place to another by observing landmarks on the Earths surface. In dead reckoning, the navigator determines a ships position by keeping a careful account, or reckoning, of the distance and direction of travel from a known position called the point of departure. In electronic navigation, the navigator determines the ships position with the aid of such devices as radar etc.

In celestial navigating, the navigator finds a ships position by observing the sun, moon, planets and stars. Devices: A compass to tell direction. A chronometer to tell the exact time and help determine a ships longitude. A sextant to calculate a ships latitude by measuring the angle f the sun or of a star above the horizon.

13.An Officer in charge of the Navigational Watch or Officer of the Watch (OOW) as we all know comprises the Bridge Team. On merchant vessels, the watch duty officer is always accompanied with a look-out who is also a helmsman. In case the officer of the watch is a newly promoted officer, he will be performing his duties on the bridge under the watchful eyes of the Captain. What is the Officer of the Watch responsibilities?

The Officer of the Watch is the Masters representative and responsible for complying and executing the masters orders.

The OOW is responsible to the master for:

1. Safe Navigation of the ship 2. Safety of the personnel or crew onboard the ship 3. Safety of the environment and pollution prevention 4. Maintaining the required standards of good seamanship 5. compliance of COLREGS 6. Compliance with bridge standing orders and night orders 7. Keeping a proper look out at all times

The officer of the watch must be familiar with:

1. Government regulations. 2. International conventions.

3. Bridge Standing Orders. 4. Captains standing orders.

The Officer of the watch is responsible for the safe navigation of the vessel even with the presence of the master on the bridge, until the time the master informs him specifically and in writing that he will take the command or the watch.

The Officer of the watch should keep his watch on the bridge until properly relieved.

He shall consult or ask the Master if he is in doubt of any interpretation or regulations or instructions, or if he has any doubts regarding the manner of which he is required to carry out his duties. These are among the duties of an Officer of the watch. Id like to point

out something more about this matter, which I mostly notice on the bridge. The role of the Officer of the Watch when the Master takes command of the ship. Most of the time Ive noticed that some OOW would simply stand on the radar, drink a cup of coffee, but forgot the most important part of his job. You are on the bridge to check if the captain is giving the right orders on engine speed, rudder command, following the instructions of the VTS, and applying the COLREGS. You are there to check that everything is under control. This also applies when the ship is under pilotage. Remember that the master has a lot of things running over his head. A lot of messages and telexes to send, and to answer. And you are the person that he shall depend on the bridge to achieve the safe navigation of the ship.

14.As part of the team servicing the day-to-day operations of the ship, Deck Cadets assist and understudy the ships Deck Officers in their duties. Deck Cadets enter into a training program that lasts between 12 months and three years, a large part of which will be spent onboard receiving structured training and building up experience. Supplemented by shore-based learning, becoming a Deck Cadet is the first step to reaching an Officer ranking onboard. The typical day of the deck cadet on a board the ship begins early in the morning. He gets up at 5:30 and goes watchkeeping on the bridge at 6:00. He keeps watch there for 2 hours. At 8:00 cadet goes to have a breakfast at the officers mess. Then he does some deck works given him by the boatswain till the 12:00. Then in 12:00 he goes to the bridge to keep the watch again for 4 hours. At 16:00 if everything on the ship is okay and there are no emergencies, cadet has a free time which he can use as he wants and as its possible according to the ships rules.

15.Seafarers use special terms to call units of speed, distance, depth etc. For example, the speed of the vessel is given in knots which means velocity in nautical miles per hour. The unit of distance used by navigators is the nautical mile. It is equal to 6080 feet or 1852 meters. For short distances the cable or one-tenth of nautical mile is used. For measuring the depth of the sea, the fathom (6 feet) is used.