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Content Page

1. Introduction 2

2. Training Schedule 3

3. Ship’s Particulars 3

3.1 Bridge Facilities and Navigation Equipment 6

4. Organization On-Board 8

5. Performing Third Officers Jobs with 3/O 9

5.1 Preparation Prior to Arrival and Departure 10

5.2 Inspection of LSA and FFA 11

6. Performing Second Officer Jobs with 2/O 12

6.1 Passage Planning 12

6.2 Chart and Publication Corrections 13

7. Performing Chief Officer Jobs with C/O 14

7.1 Loading/Unloading Sequence & Ballast Operation 15

7.2 Daily Deck Work 16

8. Suggestion and Recommendation 16

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1. Introduction

Name : NYI NYI LWIN

Roll No. : NS – 9

Academic Year : 2014 – 2015

I, NYI NYI LWIN, NS – 9, MMU – 3473, 10th batch student of MMU

passed the fourth year (Nautical Science) with Roll No. NS – 9 in Academic Year

(2013 – 2014).

I have completed my final academic year (2014 – 2015) as on the job

training on MV MAERSK NORWICH operated by BSM CO, LTD from (9 APR,

2015) to (4 APR, 2016) and MT PYI operated by MOEE from (23 JUN,2016) to

(16 AUG,2016).

Before joining the ship, I had to take some courses such as Basic Safety

Training (BST), Efficient Deck Hand (EDH), Proficiency in Survival Craft and

Rescue Boat (PSCRB), Ship Security Awareness (SSA) and Designate Security

Duties (DSD).
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2. Training Schedules

7.4.2015 Departed from Yangon

8.4.2015 Arrived at Bremerhaven

9.4.2015 Joined MV MEARSK NORWICH and started

one year of sea training

4.4.2016 Disembarked at Hamburg port

5.4.2.16 Arrived at Yangon

Training schedule for a deck cadet is as follow,

 3 months with 3/O

 3 months with 2/O

 3 months with C/O

But depending on the situation, this training schedule was modified by the master.

3. Ship’s Particulars

Name of ship : MV MAERSK NORWICH

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Year of Build : 2006

Owner : Carlton Park Shipping Co. Pte. Ltd.

Operator : Bernhard Schulte Ship management (Hellas)

Port of Registry : Singapore

Classification : GL +100A5 Container Ship

L.O.A : 210 M

L.B.P : 198.8 M

Breadth (MLD) : 30.1 M

Summer Draft : 11.5 M

Gross Tonnage : 26671 T

Net Tonnage : 12679 T

Dead Weight : 34395.9 T

Call Sign : 9VEK9

Official Number : 392371

IMO : 9301926

MMSI : 565213000

Speed (Service) : 22.1 knots

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Complement : 25 Persons

MT PYI

Name of Ship : MT PYI

Year of Build : 1980

Owner : Ministry of Electricity and Energy

Operator : Ministry of Electricity and Energy

Port of Registry : Yangon

L.O.A : 64.8 M

L.B.P : 59.6 M

Breadth (MLD) : 10.4 M

Summer Draft : 4.7 M

Gross Tonnage : 1019 T

Net Tonnage : 420 T

Dead Weight : 1426.4 T

Call Sign : XYNO

Official Number : 1735

MMSI : 506112000
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Speed (Service) : 14.4 knots

Complement : 22 Persons

3.1 Bridge Facilities and Navigation Equipment

1. ARPA (S-Band, X-Band)

2. AIS (Automatic Identification System)

3. GPS (Global Positioning System)

4. ECDIS (Electronic Chart Display and Information System)

5. VHF

6. Two-way VHFs (3 sets)

7. Portable Transceivers

8. Speed Log

9. Echo Sounder

10. VDR (Voyage Data Recorder)

11. NAVTEX (Navigational Telex)

12. MF/HF

13. DSC (Digital Selective Calling)

14. Weather Facsimile Recorder

15. Day Light Signaling Lamp

16. Inclinometer

17. Anemometer

18. Telegraph
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19. INMARSAT-C, F15

20. Master Gyro and 3 Repeater Gyro

21. Magnetic Compass

22. Steering Stand & Auto Pilot

23. Rudder Angle Indicator

24. RPM Indicator

25. SART (Search and Rescue Radar Transponder)

26. EPIRB (Emergency Position Indicating Radio Beacon)

27. MOB (Man Over-Board) Lifebuoys

28. Nautical Publications

29. Flags and Morse Signal Writer

30. Azimuth Mirror & Sextant

31. Public Address System

32. Whistle & Horn

33. Ship’s Clock (Master and Slave)

34. Chronometer

35. Fire Control Panel

36. Steering Gear Control Panel

37. Navigation & Deck Lights Control Panel

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4. Organization On-Board

Master

Chief
Engineer

Second
Chief Officer
Engineer
Second Officer Third Engineer

Third Officer Fourth

Engineer

Bosun Chief Cook Fitter

AB 1
Oiler
AB 2
Steward Wiper
AB 3
E/C
OS
D/C
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Master is the overall commander of the ship and Chief Engineer is

responsible for the repair and maintenance of deck and engine departments.

Under the supervision of Master and Chief Engineer, Chief Officer and

First Engineer carry out their duties as the managers of each department. They

give instruction to Bosun and Fitter for the daily routine work and other work.

Navigation watch at sea is consecutive 24 hours a day, and a shift is principally 4

hours.

a) 0800-1200, 2000-2400: 3/O and a quarter master (AB)

b) 0000-0400, 1200-1600: 2/O and a quarter master (AB)

c) 0400-0800, 1600-2000: C/O and a quarter master (AB)

5. Preforming Third Officer Jobs with 3/O

 Bridge watch observing Master Standing Order

 Taking actions in collision avoidance (COLREG 72)

 Preparation for Arrival and Departure

 Making Arrival/Departure condition report for Master, Chief Officer and

Local Agent

 Assisting Master and Pilot in entering or leaving a port

 Updating Muster List and other related documents whenever there is crew

change
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 Clerical assistance to C/O and Master

 Controlling medicine list and cleanliness of Hospital

 Inspecting operating condition of LSA & FFA items as per SOLAS

 Entering facts in Official Log Book, Deck Log Book, Compass Error Book,

Radio Log (GMDSS) Book and Chronometer Book after each watch

 Monitoring cargo operation, stores received and controlling visitor access

in port

5.1 Preparation Prior to Arrival and Departure

 Checking all Navigation and GMDSS equipment

 Synchronizing Gyro repeaters with main Gyro

 Testing Steering Gear and rudder angle indicators

 Checking communication systems with stations

 Preparing pilot card

 Updating AIS data

 Ensuring correct light and signals are shown

 Familiarizing with Harbor Approach Charts and radar suspicious objects

shown on charts

 Preparing tide table for the port calling

 Checking if all recording paper are enough (course recorder, echo sounder,

telegraph recorder,…)
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5.2 Inspection of LSA and FFA

Life-saving Appliances (LSA) and Fire Protection/Fighting Appliances

(FFA) have to be checked in compliance with SOLAS as amended Chapter II-2

Reg.14 and Chapter III, Reg. 36.

LSA and FFA items should at all-time be in good order and available for

immediate use whenever it is required. Defects found from testing and inspecting

has to be corrected as soon as possible.

Here are some of the items checked in weekly and monthly inspections,

 General Emergency Alarm

 SCBA sets and spare cylinders

 Emergency Escape Breathing Devices

 Portable, semi-portable fire extinguishers and fixed fire extinguishing

systems

 Fire Detection and Alarm System and sensors

 Fireman Outfits

 Fire Plans

 Fire Hydrants and Fire Hoses

 International Shore Connection

 Life-boats and Life-rafts (Launching Appliances, Illumination Lights,

Equipment, Embarkation Ladders,…)

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 Life Buoys (Self-igniting lights, Smoke signals, grab liners, life liners,…)

After checking these items, it is important to record the result of these

inspections into the Deck Log Book.

6. Performing Second Officer Jobs with 2/O

 Bridge watch observing Master Standing Order

 Taking actions in collision avoiding (COLREG 72)

 Voyage planning as per Master’s Instruction

 Mooring work at poop station

 Making correction (small correction, T&P correction, Tabulation and

Block correction) on Charts and Nautical Publications

 Caring of Navigation Equipment and Spares

 Entering facts in Official Log Book, Deck Log Book, Compass Error Book

and Radio Log (GMDSS) Book after each watch

 Monitoring cargo operation, stores received and controlling visitor access

in port

6.1 Passage Planning

Second Officer has to prepare the passage plan form berth to berth as per

Masters Instructions. In planning a passage, the following four distinct stages are

taken into account,

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1. Appraisal

2. Planning

3. Execution

4. Monitoring

Firstly, information is gathered from different sources as much as possible.

Appropriate Nautical Charts, Publications and other information for the intended

voyage are used in making a safe passage.

A route is drawn on the paper charts and ENCs at this stage. A careful transfer

of route is very important when changing from one chart to another. In emergency

situations under different circumstances, the ship may deviate from the planned

track. For those cases, Abort Points and Contingency Anchorages are distinctly

shown on the respective charts.

Every OOW has to closely monitor the ships position by visually, by radar

and by all available means to ensure the ship is on the planned track. This is an

integral part in a passage plan.

6.2 Chart and Publication Correction

Second Officer is responsible for keeping the charts and publication on-

board update as to the latest weekly notices to mariners. Charts and publications

published by different hydrographic offices are corrected in accordance with the

weekly notices announced by respective hydrographic offices.

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In making corrections on charts, the position referred on charts should be

double checked for eliminating possible human errors which could affect the safe

operation of ship. Block corrections should be attached in a careful manner.

Lights lists, Radio Signal Volumes, Sailing Directions and other publications

should be updated so that the latest information are available.

7. Performing Chief Officer Jobs with C/O

 Bridge watch observing Master Standing Order

 Taking actions in collision avoidance (COLREG 72)

 Making Loading/Unloading, Ballasting/De-ballasting Sequences

 Managing daily deck works as per Planned Maintenance Schedule

 Maintaining LSA & FFA items in good conditions

 Preparing PSC items when PSC is expected in the calling port

 Managing and updating Company Manuals and Forms

 Holding TBM before working and implementing permit-to-work system

 Managing garbage on-board and entering log in Garbage Record Book

 Entering facts in Official Log Book, Deck Log Book, Compass Error Book

and Radio Log (GMDSS) Book after each watch

 Monitoring cargo operation, stores received and controlling visitor access

in port
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7.1 Loading/Unloading Sequence & Ballast Operations

Chief Officer has to prepare the Loading Sequence and submit it to Master

for his approval before calling a loading port. He receives the information and

properties of the loading cargo from the shipper in advance. Then he makes the

loading plan together with de-ballasting sequences. In some ports, the loading

rate is so fast that de-ballasting must be finished in a specific time limit. When

cargo loading and de-ballasting are being carried out at the same time, it is vital

to maintain the ship’s Shearing Force and Bending Moment values within

allowable limits to prevent the ship’s hull structure damage. After completion of

loading, the final SF and BM must be satisfied with the maximum allowable

limits during sea passage.

In the other hand, when the ship arrives at the discharging port, he prepares

the unloading plan together with ballasting sequences. He defines whether the

water intake is by gravity or by pump at the respective stages.

Ballast exchange plays an important role in modern shipping industry

nowadays. Some countries do not accept discharging ballast water within their

territory waters unless the ballast water is taken form 200 miles off the coast and

at least 2000 meters’ depth. Otherwise, unwanted micro bio-organisms may

spread within their waters and harm the environment.

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7.2 Daily Deck Work

Chief Officer gives instruction to Bosun for the deck work in a daily basis.

Chief Officer firstly checks the schedule for the maintenance of deck parts. Also,

he discusses with Bosun which parts of the ship needs maintenance urgent and

which parts are second priority. Then he decides the daily deck work and allocates

the personnel for each work. If PSC is expected at the calling port, PSC items are

focused.

It is important to hold the Tool Box Meeting before the commencement of

every work. And Chief Officer encourages the crew to wear the PPEs according

to the Company’s safety policy. Works such as tank entry, hot work, working

aloft need extra caution and permit-to-work system is applied.

8. Suggestions and Recommendation

Safety First

Nothing is more important than our safety. We must wear safety shoes,

helmets, goggles, gloves, safety belts, ear muffs, and other personal protective

equipment for our own safety.

Health and Hygiene

We have to take care of our health on-board the ship. Meals should not be

missed and enough sleep is to be maintained daily. To prevent infectious diseases

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keeping personal cleanliness such as washing hands after work, washing up the

working clothes daily, taking a shower before and after work is to be done. Taking

exercises is also a great help in keeping ourselves healthy and in good shape.

Cabin should also be preserved in a good sanitary condition.

Good Relationships

We should have good relationships with the crew members. If not, it is

difficult to work together in harmony. Mutual respect and appreciation are the

keys for a good social atmosphere.

Communication

When working with multinationals on the ship, language becomes a barrier

in communication. To overcome this, IMO has adopted Standard Maritime

Communication Phrases. We should learn SMCPs and study English for an

efficient and effective communication in our daily affairs.

In conclusion, during one year on-board, we should try our best to study

about the operations on-board the ship and compare between the practical and

theoretical knowledge we learned from our university.