padzdeleon-blog

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" 'hah? ayan nagkakagusto sa 'kin yak ang pangit hah!' 'ayoko sa kanya!nakakadiri sya!' 'iw, hindi ba sya nahihiya sa sarili nya' 'i don't like him' 'hindi sya karapat dapat na maging sa 'kin okay? hindi sya gwapo!' 'may abs ba 'yan? wala naman diba? ang taba taba nga HAHAHAHAHA' 'ayusin mo muna sarili mo bago mo ako ligawan' 'kuya okay kalang? ikaw manliligaw sa akin bakit? nakakatawa ka haha' ano bang masama na magkagusto sa isang tao? nagmahal lang naman ako pero bakit hindi kayang ibalik, sa panahon ngayon maitsura na ba ang nagugustuhan hindi yung taong totoong magmahal? nagmahal naman ako pero bakit ayaw tanggapin? nagmahal naman ako pero bakit ibinabalik ay sakit? ano bang meron ako na wala sa iba? ano bang meron ako na hindi mo kayang maipagmalaki? dahil panget ako? dahil hindi ako attractive? dahil hindi ako crushable? maitsura naba ang basehan ngayon upang mahalin? paano naman kami ng nagmamahal lang ng totoo, paano naman kaming mga taong ang gusto lang mahalin rin pabalik gaya ng ginagawa namin sa inyo, paano naman kaming umiiyak kapag nasasaktan. paano naman kaming pagod na kakahabol sa isang tao, masakit para samin ang tawanan, lokohin, pagtripan, asarin, husgahan, at saktan. ano hanggang dito nalang ba kami? hanggang dito nalang ba kami nagmumukmok sa gilid habang may mga luhang napatak sa mata, hanggang ngiti at pagpapanggap nalang ba kami? hanggang tago nalang ba ng feelings sa iba dahil baka'y mareject lamang. sana patas nalang lahat 'no? sana kapag nagmahal tayo kaya rin tayong mahalin pabalik ng hindi nasasaktan, sana kapag nagmahal tayo wala ng hiwalayan, sana kapag nagmahal na tayo hindi tayo lolokohin, sana sana. @caewrites [ pcttro ] " (c) Caeron Blu

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An Erroneous Fight for Value:

Wars brought by Nations fighting over Oil

Isaiah Elziver G. de Leon

John B. Lacson Foundation Maritime University

Thesis Statement: Hostility brought by Nations fighting over oil must be stopped for this brings chaos on everything. It destroys the economy and peace of small countries affected, and it obliterates a century-built unity between states.

Fossil Fuel, a material like diamond; a material that runs everything, from cars to rocket, from houses to factories and from life to death. This fuel also known as oil has been a part of the world since the unveiling of technology. It changed everything, made life easier for men. It totally changed the world but also changed the hearts of the greedy persons who wants the power. Oil was not been just a measure of advancement but also a measure of control of the world. For ages, it has been said, "For Nations that have enormous quantity of fuel will lead the world." But the leaders abused it, exploiting their own soil and used until the last drop. Not until they learned from other late-bloomed countries about their abundance on oil. Leading countries desired too much for oil and power ending them up in stepping into those smaller countries, stealing their oil, stealing their chance to build their own nation. Stealing not just what that nations have, but stole also the lives of innocent people that have nothing to do. This conflict destroys the economy of that country, the peace of that country and the unity between them all.

It destroys the economy of the affected country. Due to wars, businesses are forced to shut down, transport of oil are stopped and affects the global market badly. Due to the halt of oil transportation, prices are getting higher and higher. In the Syrian siege, where ISIS wants to control its government and its oil, according to the World Bank (2014): "So far, as a result of the war the six economies of the greater Levant taken together have lost close to US$35 billion in output, measured in 2007 prices. In other words, the cumulative economic size of these economies, measured by their Gross Domestic Product, could have been US$35 billion larger had the war not occurred. These aggregate costs of war are equal to the size of Syria’s GDP in 2007! It also resulted to the depressing and disrupting economic activity. From 2011 until the end of 2016, the cumulative losses in gross domestic product (GDP) have been estimated at $226 billion, about four times the Syrian GDP in 2010." Prices of oil around the world also fluctuated as other countries fight over the fuel. As BBC (2014) stated: "The price of Brent crude has made a series of sharp gains since the beginning of April, when the price was around $105 per barrel, now standing at about $113.50 per barrel. "In the oil market there's a general sense that trouble in the Middle East means a higher oil price." says Prof Stevens, so the market may not be acting proportionately. "The oil price shouldn't be affected that much unless there's a major collapse in Baghdad." Fear and uncertainty are playing a part in the price, he said." "Philippines is also affected with these wars, according to PhilStar (2012) "Philippine government estimates GDP growth to fall to 4.2 percent and inflation to rise to 5.5 percent. Crude oil prices are seen to be very volatile with price ranges at a high $30 to $50 per barrel."

It destroys the peace of the country. Wars bring soldiers so wars bring guns, not just a simple gun, but weapons of mass destruction which affects not just those soldiers who fought for their country but the people who have nothing to do with it. According to the World Bank (2014): "The conflict has inflicted significant damage to the Syrian Arab Republic’s physical capital stock (7 percent housing stock destroyed and 20 percent partially damaged), led to large numbers of casualties and forced displacement (between 400,000 and 470,000 estimated deaths and more than half of Syria’s 2010 population forcibly displaced)" Another situation in which Syria violated an international law, According to Forbes (2013): "Most of international public law is a matter of treaty and there is a 1925 Geneva Protocol outlawing the use of poisonous gases in war." Peace that’s has been restored and maintained for centuries is now broken by the greedy persons for their power. Another situation is on the West Philippine Sea Disputes where China wants to claim the territory from the Philippines. According to Larry Artagame, vice chair of the Municipal Fisheries and Aquatic Resources Management Council in Zambales told Alcala the former Secretary of Agriculture on the Inquirer (2016): "Almost 1,200 families of fishermen have already been displaced by the tension in the West Philippine Sea" A long quiet peace for centuries has now been compromised by the countries who want more than they have.

Wars bring destruction to the unity within countries. According to the Guardian (2004): "The United Nations secretary general, Kofi Annan, declared that the US-led war on Iraq was illegal. Mr. Annan said that the invasion was not sanctioned by the UN security council or in accordance with the UN's founding charter. In an interview with the BBC World Service broadcast last night, he was asked outright if the war was illegal. He replied: 'Yes, if you wish.'" The invasion on Iraq was one of the worst cases on Oil wars. According to the Guardian (2010): "The 551-page report, published today and chaired by former Dutch supreme court judge Willibrord Davids, said UN resolutions in the 1990s prior to the outbreak of war gave no authority to the invasion. "The Dutch government lent its political support to a war whose purpose was not consistent with Dutch government policy. The military action had no sound mandate in international law," it said." Another situation is when the United States retaliated on the Syrian siege, according to Forbes (2013): "U.S. military action in Syria is actually prohibited by the United Nations Charter." U.S. retaliation is sometimes not on the right time and right place which leads to a worsen conflict that compromises the unity. Another situation is on the West Philippine Sea on which China also violated international laws imposed by the United Nations. According to the PhilStar (2011): "The increasing activity of Chinese vessels in the South China Sea also violated maritime jurisdiction, and disobeyed the Declaration on the Conduct of Parties (DOC) in the South China Sea." International Laws are created by the United Nations' Conventions to retain the peace and unity of each country, but when greed comes in, no laws matter. It's only the firepower and pride that matter.

Persons who want the power, the power to rule the industry of the world thinks it is good for them to have the fuel. Yes it improves their economic status, they are saved for the future when time oil will run out and gives them power because countries will buy from them when there is a shortage. All of the benefits will be on the country who fought for it, but the countries that are being torn by wars will suffer the consequences that should not be on them. People are dying, so are Nations too. Peace is destroyed, so are humanity too. Oil has been a part of the great change of the world but also been a part of the inhumanity for those who desired for it. Time will come, these treasures will run out, and all of the wars of today would not matter, because nations fought for something that is temporary; made their relations temporary. This hostility must be stopped, for it does not just destroy humanity, but also destroy our chance to live as humans on Earth.

References:

Ianchovichina, E. & Ivanic, M. (2014, December 18). The Economic Impact of the Syrian War and the Spread of ISIS: Who Looses & How Much? Retrieved from http://blogs.worldbank.org/arabvoices/economic-impact-syrian-war-and-spread-isis who-loses-how-much

The World Bank. (2017, July 10). The Toll of War: Economic and Social Consequences of the Conflict in Syria. Retrieved from http://www.worldbank.org/en/country/syria/publica tion/the-toll-of-war-the-economic-and-social-consequences-of-the-conflict-in-syria

Gamboa, R. (2002, November 25). The Horrors of a US-Iraq war Retrieved from ttps://www. philstar.com/business/2002/11/25/185378/horrors-us-iraq-war

B.B.C. (2014, June 18). What does Iraq’s Crisis mean for oil? Retrieved From http://www.bbc. com/news/business-27838264

Hirsch, A. (2010, January 12). Iraq invasion violated international law, Dutch inquiry finds Retrieved from https://www.theguardian.com/world/2010/jan/12/iraq-invasion-violated- interational-law-dutch-inquiry-finds

MacAskill, E. & Borger, J. (2004, September 16). Iraq war was illegal and breached UN charter, says Annan Retrieved from https://www.theguardian.com/world/2004/sep/16/iraq.iraq

Macatuno, A. (2016, February 01). Fisherman driven from west PH Sea want jobs Retrieved from http://newsinfo.inquirer.net/760365/fishermen-driven-from-west-ph-sea-want-jobs

Davenport, D. (2013, September 11). International Law? U.S. Military Action in Syria is Actually Prohibted by the UN Charter Retrieved from https://www.forbes.com/sites/ daviddaven port/2013/09/11/international-law-u-s-military-action-is-actually-prohibited-by-the-un- charter/#6a89e66044df

Brago, P.L. (2011, June 9). China scolds Phl over sea dispute Retried from https://www.philstar. com /headlines/2011/06/09/694056/china-scolds-phl-over-sea-dispute

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The Perfect Storm. A WOLFGANG PETERSON Film (2000).

“May you rest easy long-liners…

…in fair winds and calm seas.”

For a short and quick summary of the movie, the story was all based on a true events of the fishing boat of the Gloucestermen, with captain who was not satisfied by their last catch and wants to prove something that they can do it better but ended up risking and ending their own lives on the sea.

This story alone was not all about fishing, seafaring and navigation, but it was also about safety, sacrifices, love and risks on our lives. But before getting into it’s content, let us tackle first about its technicalities.

For a 2000 Film, it was not bad. Computer Genrated Images were good. The plotting of the story was organized well, the story was easily understandable even for young minds. Yes, there are some things that made no sense but overall for its technicalities, it is a thumbs up and yes what do we expect with Warner Brother’s Studios. They are already producing high grossing films since 1980’s no doubt this film turned out to be good.

About the content, I myslelf is really a movie geek, if that title of the film cathches my interest, it urges me really to check it out but also it comes along with high expectations not just with graphics but also with the content. Just like what I’ve said earlier, the story was just not about fishing or seafaring but it was also about sacrifice, risks, love and safety on our lives.

Why did I associate sacrifice with the film. Seafarers sacrifrice much of their time in working rather being with their loved ones. Sacrificing for the means of their future, to have better life and they know these sacrifices will somehow lead to better outcome someday.

“Dont go Bobby, I got a bad feeling.” Another one I added about the content was taking risks. Yes, sometimes taking risks is a good thing. Taking risks in such a way that we must also think what are the possible things that may happen to us, will turn out good or the other way around. Taking risks is not just going with, we must be aware what is happening and what may happen because taking risks may also risk your life and will be taken.

Remember I’ll always love you, Christina. I love you now and I’ll love you forever. There’s no goodbye. Only love.“ Another lesson we can get from the from the story was the exact true love shown by Bobby to Christina. The true love that he’s willing to take risks and sacrifice his time and his safety for his love, Christina. Even you’re in the midst of tragedy, love will always save you. Save you not maybe physically but mentally and you’ll be on peace if you let love prevail over you.

The last one that I want to add is the safety. At their reallt first day of journey, saftey must always accompany with them. Safety not in the terms of piracy during the journey but the safety of going back alive. This part can be really applied for the seafarers that safety is what needed aboard. On the film, safety was already compromised that time they decided to travel up to Flemish Cap that was actually off the charts and will take you days in going back. Their safety was already in risk. but their safety was not really applied because of their eagerness to sell their catcha and catching the time before the fishes to rot. As we can see, getting aboard is a life risky decision, a moment when we are gambling our lives for our needs. it was also shown that saftey and studying safety is essential when you’re a seafarer

Before watching the film, my expectations were high about its graphics and story how will they show properly the scenes and give justice to what really happened based on true events. but I'm not really making the technicalities a big deal. What I look up in to is what on its content and this movie is like a bundle with good story, well organized scenes, good graphics and acted by good artists. Overall the movie is 4.8 stars.

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Some Filipino Seafarer's remain as Ratings

“Why did you enter seafaring?” they asked, “to become rich and buy anything I want.” This answer is widely common, not to everyone, but almost to all who entered or studies seafaring. I myself also study Maritime Transportation to have a better life someday, to have the things I really want for my own happiness and to help my parents and siblings in return for everything they have done to me. All of these things can be acheived through great perseverance to become a Master Mariner. But, why are there some Filipino Seafarers that are settling for less? That remain as Deck or Engine Ratings on board?

According to BIMCO and ICS Manpower report of 2015, The number of Deck Ratings are more than the number of Deck Officers. With the number of 774,000 for officers and 873,000 for ratings and the biggest supplier of Deck Ratings in the Martime Industry is the Philippines and China for biggest supplier of Officers. According to the report, this lack of officers will continue and the numbers will drop until 2020. And this will be a big problem for the Maritime Industry, as the economy of the world rises, fast transportation of goods is essential, and alot of manpower is needed.

Deck officers are now in need in the industry, but why some Filipino seafarers are settling as ratings? They said, the trainings and exams are expensive to become deck officers. They are already ratings for years and they are getting the hang of it. When they get a hang of it, they will be lazy and they will remain as deck ratings until they will retire. These are some of the reasons I have read and heard from some of the Filipino Deck ratings. These reasons really confuse me, they studied Maritime because they want to be rich someday, they want their families to have a better life but there they are, removing rusts on the hull of the ship taking orders from someone from the bridge that are maybe younger than them. I didnt write these essay to degrade them, but for the fact that, on the age of 30, they will be already plotting the course of the ship.

As a student, for those Filipino seafarers that are still young, it is not yet late, one must persevere alot to achieve his goals. One must start persevering at the beginning of his career because when time passes challenges may arose and worse you may lose hope of achieving the highest position you can obtain. When all gets tight, just remember your first reason why did you enter seafaring, “To become rich.” A man is not created to settle for less, we are created to explore and be at our highest peak of success someday because we only live once.

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Performance Task #1: Outline

Thesis Statement: The abundance of Deck Ratings and the lack of Deck Officers in the Maritime Industry

Issue: Filipino Seafarers remain as deck ratings and stopped trying to be Deck officers.

I. There are more Deck Ratings than Deck officers.

A. According to BIMCO/ICS Manpower Report of 2015,

1. Philippines is the number 1 supplier of ratings.

B. There is a lack of Deck officers.

II. The reason why many Filipino seafarers remain as Deck Ratings.

A. A lot of years working as ratings and they are getting hang of it.

B. They can’t afford the trainings and exam to get the License of a Deck Officer.

C. When they already working as ratings for years, they will become lazy and will remain as ratings

III. When one becomes a seafarer, one must persevere to achieve the highest rank he can get.

A. One must start persevering from the beginning of his career to achieve his desired goals.

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TANKER CARGO HANDLING - BOOK REVIEW

Republic of the Philippines Region VI - Westetn Visayas JOHN B. LACSON FOUNDATION MARITIME UNIVERSITY (AREVALO) INC. Sto. Niño Sur, Arevalo, Iloilo City

I. Cover

Tanker Cargo Handling (A Practical Handbook for all Tanker Crew Members and Helpful to Shore Installation staff) Isaiah Elziver G. de León, Grade 11 - Bow Ma'am Joanna Jacinth Ferrer

II. About the Author

D. Rutherford.

Due to limited sources, the whole identity of the author is limited too.

D. Rutherford is a Master Mariner and Tanker Fleet Safety Officer. This book was written at Long Melford, England, 1979.

III. Summary

CHAPTER 1. The history of oil carrying vessels

On the first chapter, the history of oil carrying vessels were introduced. Oil carrying industry started during the B.C. era. Olive and oil were the first cargoes to be carried by oil carrier ships by the ancient Greeks around the mediterranean. The history of oil carrier ships was continued between the wine trading of England and Burgundy during twelfth and thirteenth centuries. The history of the measurement “Ton” was also introduced in this part. The history was continued by the trade between Pennsylvania and London in the brig “Elizabeth Watts”. The first ship to be ironed-made was the “Charles” with 800 Tons deadweight and 59 tanks. The sizes of the tanks on ships gradually increased until they eventually mathced the size of the hold in which they were carried. The continuous demand of oil on that time caused the shipbuilders to make the ships stronger for more cargoes. The dimensions and partitions of the tank inside the ship. In 1916, when the World War I has esacalated. Warships were used on the war so oil that was on demand like the coal for steamships. Oil tanker ships was also on demand because of the consumptiom of the war. Summer tank Ships were also introduced on this early times to voyage the waters down below or above the equator so that the trading will grow. All of this type of ships were modified and has remained until the present day. The modern successor is much larger known as “Very Large Crude Carrier” (VLCC) where the tonnoge is 300,000 tons. Much larger ships were introduced and the lergest oil tanker ships are known as “Ultra Large Crude Carrier” (ULCC) with 500,000 tonnage

CHAPTER 2. Arrangement of a Typical Tanker

In the for'ard section, a typical tanker comprises a fore peak tank, which may either be kept dry or utilised for the carriage of ballast water. It also comprises a collision bulkhead to limit extent flooding from the ballast. The for'ard section of the ship is usually divided from the cargo spaces by a cofferdam. The purpose of this cofferdam is to prevent any leakage from for'ard cargo tanks. In the midship section, in this part of the ship, the cargo is stored and covers the largest area of the ship. In an oil-carrying ship cargo is subdivided to a number of tanks. In the after section, in this part, the pumproom is located for the loading and unloading of the cargo. In this part, fuel oil tanks of the ship is located. In this part, engine and boilers can also be found and separated from all of things with a watertight bulkhead. On the after section. 5 decks above, the bridge is located, thw living quarters are situated below of the bridge. The funnel is also found as far aft as possible to reduce the possibility of sparks.

CHAPTER 3. Cargo tank and Pipeline Arrangement.

In this chapter, the arrangement of cargo is talked about whereas cargo carrying space in modern tankers is forme by subdividing the midships section by two longitudinal bulkheads to form port, center and starboard cargo tanks. The three cargo tanks are identified by a number with a suffix based on the book and these are the ‘P’, ‘C’ or ’S’. Other compartments of the cargo tank was also talked in this chapter. The pipeline arrangement was also states in this chapter. It is also stated that the arrangement of the cargo tanks and pipeline differs in various type of oil tanker vessel, like for product carriers and Very Large Crude Carriers (VLCC’s).

CHAPTER 4. Cargo Pumps.

Most ocean going oil tankers have four manin cargo pumps. The capacity of each rarely exceeded 500 tons of water per hour until the 1950’s. However, it has increased considerably over the last twenty five years and it is now quite normal for the pumps on a product carrier to discharge as much as 2000 tons per hour and it’s common for VLCC’s to discharge more than 5000 tons per hour in each pump. In this chapter, the types of cargo pumps were discussed and used vary according to the needs of the individual ship-owner. The types of pumps are Duplex Reciprocating Pump and Centrifugal Type Pump. The Duplex Reciprocating Pump are very reliable and provided they are not called upon to do work for which they are not intended, are trouble free in operation. The centrifugal pumps are the most of the main cargo pumps found in modern ships. This type of pump has a driving unit which can either be steam turbine or an electric motor. The steam-driven pumps requires high pressure and super heated steam to be driven. The two types of centrifugal pumps are Two Stage Centrifugal Cargo Pump-Driven by Steam Turbine and Vertical Two-Stage Centrifugal Cargo Pump. Its also mentioned in this chapter the Eductors which works if a small portion of liquid flows from one point to another without any waste of energy and the displacement of total energy hasn’t changed.

CHAPTER 5. Tank Ventilation

Whenever liquid is introduced into a closed tank it is necessary to ensure that air adequately vented. If this is not done then over pressure will distort the tank without air being allowed to enter. This phenomenon also applies to cargo tanks of oil carrying vessels. In this chapter, the proper ventilation on the systems of oil carrying ships is carried out. There are two types of system ventilation and these are the common venting systems and independent systems. In the common venting system, the simplest arrangement of vents are called the “gas line”. Under the common venting system, when the pressure on the tanks rises because of gas and reached the limit, the valve lifts and releases the gas to atmosphere and when the pressure backs to normal or drops, the valve closes. If the cargo is loaded on a tropical zone and travels in a temperate waters, the oil cargo will contract and can cause vacuum. When the vacuum limit in the tank has reached, the valve will open to let the air enter the tanks to avoid distortion of the tank and if its enough the valve will close. In the indepenedent tank systems, there are two forms, the first consists merely of a gas line, rising from the highest point of the tank until to the height above the deck. The second form is a special type which opens when the gas pressure reaches a certain level and then closes when the pressure is reduced. The two forms were actually so much alike but differs on the way of opening of the valves.

CHAPTER 6. Inert Gas System of Tank Atmosphere Control.

In this chapter, it focuses on the cleaning of the tower where the gasses pass and it also focuses at the flue gas system. In cleaning the tower, the gasses must be cooled and clean before it can be used because of the presence of sulphur dioxde. In this chapter, the operation of the I.G. system on a typical voyage was also stated. When the ship leaves the repair port after a routine drydocking, the repairers must ensure no spare metals and gears left on the tanks to avoid contaminating the cargo. In this chapter it was also introduced the good quality of inert gas inside the tanks to avoid contamination to the cargo. It is carried by inspecting the presence of oxygen that was exhausted from the tank or by sampling the tank atmosphere by an oxygen analyazer.

CHAPTER 7. General Safety Precautions

In this chapter, it talks about the proper handling and the precautions to the Pertroleum Cargos. The types of petroleum cargos are Volatile and Non-Volatile Petroleum. In this chapter, the introduction of safety of cargo handling on the ship, the possiblities of sparks due to the flammaable vapor blown by the wind towards the funnel and posibilities of concentration of gas on deck quarters. With all such hazardous cargo and the possibility of ignition sources occuring, despite of all the best endeavours of the crew, the chances of fire is high. It is important that the ship should have adequate fire-fighting appliances ready to deal with any situation. Even with gas ventilation on the tanks, the risk of explosion is still high because of all the variables that can affect that’s why a seafarer on an oil tanker shio must always be precautios and assertive in his safety onboard.

CHAPTER 8. Loading

In this chapter, it focuses on the main points of Loading. The main points are Discharging of Ballast, Order of Loading, Setting the Lines and tank ventilation system, The Loading “Checklist”, Towing off wires, Commencement of Loading, Checks During Loading, and Last Stages of Loading. In discharging the ballast, it may be discharged either overside or to shore reception facilities. When discharging, a watch should bw kept for any signs of oil entering the dock. When oil has mixdd the ballast, the discharging must immediately stopped to avoid pollition. In the order of loading, the tanks are checked and inspected in which the various grades of cargo are to be loaded. The next part of the step is the line setting, which is carried out at the completion of de-ballasting, and pre-loading checks carried out by the ship’s personnel. The line setting means checking the whole pipeline system of the ship to ensure that loading lines are set correctly for the right grade of petroleum to be put on the designated tanks. The tank ventilation system must also be checked for correct allignment and were fitted. In every step before loading can commence, it is necessary to check certain other details. One must prepare a checklist to assist the ship’s staff with these checks and for the shore staff to complete. In towing-off wires, before the commencement of loading, the ship must provide two towing off wires one at each end, in case of emergency. In the commencement of loading, loading must be started at a slow rate until you are sure that the cargos enter the right tanks. The checks during loading is also important in this part, the overside checks to ensure that the valves are tightly closed. Other tanks should also be inspected shortly after loading has begun for a leaking valve or wrongly set line. After these checks have been proved, cargo rate can be increased until agreed rate is reached. In the last stages of loading, once the cargo is loaded the valves must be shut down. When all of the loading and checking are finished, the cargo documents are received on board the ship and ready for sea and to the discharge port.

CHAPTER 9. Discharging

In discharging the oil cargo, there arw three main points, The time you arrived at the terminal, Commencement the Dishcharge. Last Stages of Discharge, Inspection of tanks, Ballasting for return passage and Cargo Trasnfers. In the arrival at the terminal, the shore staff board and begin to connect the hoses or booms used to discharge the cargo. While this is being done, the Terminal Supervisor will meet with the Chief Officer for the order of discharging, which cargos will be discharged, the rate of discharging and other related matters. In Commencing the discharge, like in loading, it must be started at a slow rate until the installation personnel can carry out the routine checks to ensure that all is in order. In the last stages of discharging, it is when the greatest activity takes place when the level of oil is reduced to 2-3 ft in the bottom of the tanks. In discharging this left cargo, it may done in one of three ways, a) by using the main cargo pumps, reciprocating type, b) by using separate pump on special stripping line, or c) by means if eductor driven by a bypass line from the main cargo pump. After the discharge is completed, it will be inspected by the Chief Mate and the Terminal Representative so that they can be certified empty. After the tanks have been inspected and agreed that the ship is certfied empty, the next step is to ballast the ship ready of the return passage to the loading port. Another point in discharging the cargo is the cargo transfers, it is the transfer of cargo from ship to other ship.

CHAPTER 10. Ballasting

In this chapter, it deals briefly and in very general terms with ballasting, which is the term used to describe the operation of deliberately introducing either sea water or river water into ship’s cargo tanks when no cargo is being carried. This ensures that the ship lies sufficiently deep in the water to avoid the possibility of any damage and managable to navigate in the sea and also for the crew to live and work comfortably. It also stated in this chapter the importance of ballasting to the ships. Oil tanker ships without cargo really needs to be ballasted to maintain stabilization on rough seas. In this chapter it also mentioned the right tanks where the waters in ballasting should be placed to avoid mixing with the remaining oil cargos and will be safe when discharging the ballast overside. Simultaneous cargo discharging and ballasting was also talked in this chapter. This type of ballasting is also time saving but can sometimes be harmful to the environment when oil and ballast are mixed and discharged without prior knowledge that the elements were mixed due to human error.

CHAPTER 11. Tank Cleaning and Gas Freeing.

When ballasting operation is completed, the ship is also now ready to return to the loading port but if the last cargo was classified as volatile, the ship must be cleaned. In this chapter, it talk about on the subject of tank cleaning, reference will be made ti various tank atmosohere conditions, these conditions are “Uncontrolled”, “ Too-lean”, “Inert”, and “Too-Rich”. Each of this atmospheric statea requires a different way of cleaning. On the “Uncontrolled Atmosphere” (A), this condition is mostly found on the older and smaller ships. In cleaning in this kind of condition requires a tank washing machine lowered in the tanks and release high pressurized water. In “Too-lean atmosphere” (B), the method of cleaning in this condition ensures that the percentage of hydro-carbons in the tank atmosphere during the tank washing period is maintained less tham 1% of the tank being washed. “Inert Atmosphere” ( C ) , in this condition, before cleaning the tank by the portable tank washers, the oxygen content must be checked, the presence must be low to avoid combustion. “Too-Rich atmoshpere” (D), in the author’s opinion, this is the most difficult of all controled atmospheres to attain and is important that ths tank atmosphere remains above the upper flammable limit. The procedure in this way of cleaning are somewhat complex and varies from ship to ship. In this chapter it is also mentioned the removal of scale and sludge. It is removed to prepare the tanks for ballasting.

CHAPTER 12. “Load-on-top” and Crude-oil Washing.

In this chapter, the proper discharging of ballast is introduced. Sometimes, the ballast that is discharged on the sea contains amounts of oil and it can really harm the environment. The first phase of the proper dishcharging of ballast is the “load-on-top” techniques for all ships carrying “persistent” oils. In this chapter, the Slop Tanks was also maentioned. These tanks are formed from one, two or three tanks. In this tanks, the ballast is cleaned from one tank to another, to another and to another tank before discharging it to the water. The “Load-on-top” is the procedure of cleaning the ballast or the cycle of water ballast with crude oil on the several tanks before discharging overside. The washing with crude oil was also mentioned in this chapter or the proper removal of crude oil before ballasting the ship.

CHAPTER 13. Routine Maintainance and Repair Work.

In this chapter, it is mainly intended as a guide to what is considered to be a good practisen on board oil carrying vessels. In the oil carrying vessels, the first and most important thing to remember is that the main hazards associated with the cargos are fire and explosion. In this chapter, the hazardous and non-hazardous areas was also mentioned. The imporatnt to know these areas to avoid sparks when using machines near the hazardous area. Another thing thut must be practise onboard is the tank inspection and the gas freeing operation on tank. The inspection of tank must be done from time to time to avoid over-pressurizing the tank or creating vacuum. Atmospheric tests must be done to while on board especially in the living quarters of the seafarers.

CHAPTER 14. Special Types of Ship

In this chapter. The types of oil carrying ships are talked about. The type of ships are Ore/oil and ore/bulk carriers, Bitumen Carriers, Solvent Carriers, Petrochemical Carriers and Chemical Carriers. The oil/ore and ore/bulk carriers are type of ships that can carry both oil and bulk cargo. This type of ship is also called “OBO”. This ships is now common and is utilised more because of its flexibility. The Bitumen Carriers are the type of ships that carry bitumen or the end product of crude oil. It is the residue left after refining and by normal tempretures is semi-solid. Solvent carriers is special type of ship, they are usually found in coastal trade. This type of ships carry special type of solvents and lubricating oils. Petrochemical carriers carry chemicals that are produced from crude oil or form a hydro-carbon based feedstock. Plastics and fibres today are made up of this chemical that are refined from crude oils. The chemical carriers are similar to conventional tankers but there are more tanks in chemical carriers.

CHAPTER 15. Gas Carriers

In this chapter, the gas carrier ships are discussed. The usual cargoes of this type of ships are Liquid Petroleum Gas (LPG) and Liquid Natural Gas (LNG). The types of gas carrier vessels was also mentioned in this chapter. The Fully Pressurised, Semi-Refrigirated and Fully Refrigerated, another type of gas carrier is the insulated carrier. The fully-pressurised ships are usually used to carry propane and butane trades. Semi-refrigerated, this kind of ship is used for high pressurised type of gasses, because in refrigerating the gasses will cause them to reduce its pressure. Refrigerating the gasses will lower the possibilities of tank explosions. The fully-refrigerated ships are designed to transport LNG/LPG/NH3 or ammonia cargoes where the atmospheric pressure and tempreture corresponds to the boiling point of the liquid and of the pressure. Loading and discharging gas carriers, ship stability when loading and operations on arrival at discharge were also introduced in this chapter. In loading gas carriers, it is important that the cargo tanks is absolutely free from any gas and would contain air at atmospheric pressure and right temperature. In ship’s stability, great care must be taken because even the tanks are full, the cargo is very light. This simply means that the ships is light and is prone to roll when the winds are strong and when waves bombard the hull. Stability in this kind of ship is a serious thing, one of the solutions to prevent accident to happen is to fill every tank on th ship. In discharging the cargo at the ship’s arrival, shore lines must be cooled to receive the cargo. If the lines hasn’t been cooled, then the shore boom connected for discharging must be helped by the ship with the cooling down process.

CHAPTER 16. Miscellaneous Information

In this last Chapter, several unfamiliar terms were mentioned and defined. Crude Petroleum (Crude oil), it is basically the unrefined hydr-carbon oil. Refined Oils came from the various constituentsnin a process called “cracking” from the refined crude oil. Cargo calculations is the process where one is calculating the amount of cargo that has been loaded in the tanks. It is important to calculate the cargo to know when to continue the loading or when to stop. Cargo sampling is the test where the quality of the oil being checked. Another term is the Flash Point, it is the point of hydro-carbons as the measure of volatility of the grade is being delt. Electrical Storms are the natural meteorological phenomena and oftem caused by electrical discharges arouns the ship. When an electrical storm is nearby, the operation on must be stopped to avoid ignition from the flash of lightning. Fire Prevention is one of the important things to be practised on board and so much effort must be made to eliminate ignition sources around the cargo. In towing off wires, when the tanker ship is berthed at the terminal and while discharging the cargo, emergency towing-off wire shall be ready for use at all times. Another thing that one must always remember that everything must always be tested before the entry of cargo. Spark arresters are the wire gauze cage around the funnel to catch sparks to avoid falling them to the tankers.

IV. LESSONS LEARNED.

In the book ‘Tanker Cargo Handling’, I’ve learned a lot of things since this is not a story or a novel book. I have learned that oil vessels were already used on old times, the medieval times, on the renaissance until in this present times. Also in arranging the cargo and placing it on its right tanks. How are the pipelines are arranged in different kinds of ship. I’ve also learned how the pumps in loading and discharging works and how it is properly done. I was also enriched how to control the atmospheric pressure and tank ventilation on the tanks. In the book, I also learned how to be precautious and safe on board, the proper loading, the ballasting on an oil tanker vessel. I also learned the proper way of discharging of cargoes and ballast. I also learned that its not that they are just discharging the load but they must be precautious in the leakage of oil on the sea to avoid harming the environment. In cleaning the tank and gas freeing it must be filtered well before discharging into the air or into the water. I also learned that, on board, routine checks or maintainance and repair work is essential on the ship. In checking the atmospheric pressure, the oxygen level and inspecting the tanks are few examples of routine that must be practised on board. I also learned the different types of ship that carries oil cargoes and also its different kind of tanks. One of the most significant lessons I’ve learned is about the Gas Carriers, it was explained that there are different kinds of gas carriers, the fully pressurised, semi-refrigerated and full refrigerated. I also learned that in gas carrier ships, refrigerating the cargoes will depressurize the gas.

V. CRITIQUE/REVIEW/REACTION

After I have read the book, I can’t really imagine how hard the work on board the oil tanker vessel will be. Manning a tanker vessel is no joke at all. Each personnel on board must really do their job because if not, a single error on the oil tanker ship can put the lives of everyone at risk, if not everyone, the environment will also be affected. Every work on this kind of ship is really essential to be near perfect because if not, a lot of damage will be created. It really makes me uncomfortable that time I have read the part that sometimes the gasses reaches the living quarters and can really harm the health of the persons on board. I think, basing on the said dangers that can happen on board, all personnel must be physically and mentally strong because in the book, the possibilities of danger on an oil tanker carrier is really high, like fire, gas leaks and oil spill that can harm the environment. I think being on board in this kind of ship must require a lot of preparation because as I said on the first sentence, work on the oil carrier vessel is not a joke.

VI. REFERENCES

Rutherford, D. (1979). Tanker Cargo Holding. London, England: Charles Griffin & Company, LTD.

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The Fear of being a Cadet

“I hope, prevent him from committing any major indiscretions during those first few months when he feel most vulnerable and is open to abuse and criticism from his shipmates and regrettably, from some senior officers who ought to know better than expect him to be an expert from the day he joins his first ship”

-D. Rutherford on “Tanker Cargo Handling”

Many seafarers say that life onboard a ship is not like what it is on land. However, there are some exceptions, particularly with the food, because food onboard is good. Some deck officers have expressed thier sentiments how difficult life onboard is. All these that they are telling is not really encouraging, but what matters is how your life as a cadet onboard will be. All personnel on the ship were once a cadet and have definitely experienced all kinds of difficulties onboard.

While reading the book “Tanker Cargo Handling” for my book review. That sentence on the first part really caught my attention. After my eyes glimpsed through that passage, I suddenly became anxious, many things got into my head. I kept asking myself, “Ubrahon ko ni? Subong palang gne kulbaan na ko. Anu na gid ayhan kung sa barko na”. That time I was not really in a right state of mind and thinking about horrible possiblities that can happen aboard the ship. I was in paranoia, thinking what will happen. Sometimes I cant withstand any wrong judgements and criticisms from someone. The abusive acts and everything that is not right for me.

As the night became late, I realized something. I realized that all of the officers onboard were once a cadet. All of them have experienced all the hardships of being a cadet, removing of the thick rusts on the hull, sweeping the decks, and thrown at the sea on his first day. It came in to my mind that in order for a man to be a successful officer, he must experience all the struggles of cadet to become stronger, and to divert his attention to other things to avoid homesickness. This realization made me strong and pushed me to persevere more to finish my bachelor in the future.

Life as we know is full of fears, anxiety and difficulties. But we cant be successful if we will surrender on the trials that life has given us. Yes, all of us fear to fail but failure is just a reminder that next time we will be able to learn from the things that we didn’t do right. All of us have fears in and it’s ok to have one. But we must not let fear to become a hindrance in our career. We must see these fears as motivation in life. One must always remember, no man has been successful without experiencing adversity during his beginning days in the real world. These challenges will be the key to be a virtuoso on everything onboard and these things will be the gateway for a you being a captain

We must always expect for all of the worst case scenarios in life. To be always prepared in all challenges but all of this will be achieved easily with the help of our ever loving Almighty Father. Let’s surrender all of our difficulties unto Him and He will make it light. Our success wont be possible if not because of Him, having a strong relationship with Him will not just make your life successful , it will make your life filled with blessings.