Preparation Made by A Newly Promoted Seafarer Acting As Officer in Charge in Worldwide Tanker Vessel

PREPARATION MADE BY A NEWLY PROMOTED SEAFARER … 1
PREPARATION MADE BY A NEWLY PROMOTED SEAFARER ACTING AS

OFFICER IN CHARGE IN WORLDWIDE TANKER VESSEL
1College of Maritime Education
2Research Development and Innovation Center
3Our Lady of Fatima University
4Research Adviser
October 2018
Endorsement
This thesis entitled: PREPARATION MADE BY A NEWLY PROMOTED

SEAFARER ACTING AS OFFICER IN CHARGE IN WORLDWIDE TANKER VESSEL
prepared by Steve L. Curada GC, NE, VG, AH, LR and submitted by in partial fulfillment for the
requirements for the Degree of Bachelor of Science in Marine Transportation College of Maritime
Education has been examined and now recommended for Oral Examination.
This is to certify that Steve L. Curada are ready for the oral examination.
Teresita A. Cruz , MME

Adviser
This is to certify that the thesis PREPARATION MADE BY A NEWLY PROMOTED

prepared and submitted by Steve L. Curada, Gm Godfrey V. Castillo , Norberto E. Eleuterio ,
Vick Lionel L. Gandecila , Arnel B. Hernandez , Lesther S. Rayo of BSMT3Y1-8 has examine
by the panel of eximiners with a grade of _____
Engr. Enrique P. Java, MAED

Chairman
2/O Norven U. Rosal OIC-NW Miguel P. Atienza

Member Member
Capt. Eutiquio R. Reyes Jr., MM

Dean, College of Maritime Education
Certificate of Originality
We hereby declare that this thesis is our own work and that, to the best of our knowledge
and belief, it contains no material previously published or written by another person nor material
to which to a substantial extent has been accepted for award of any other degree or diploma of a
university or other institute of higher learning, except where due acknowledgment is made in the
text.
We also declare that the intellectual content of this thesis is the product of our work, even
though we may have received assistance from others on style, presentation and language
expression.
Steve L. Curada
Principal Investigation
Members:
Gm Godfrey V. Castillo
Norberto E. Eleuterio
Vick Lionel L. Gandecila
Arnel B. Hernandez
Lesther S. Rayo
Teresita A. Cruz , MME

Research Adviser
Date Signed: _________________

Table Of Contents
Endorsement 2
Certificate Of Originality 3
Table Of Contents 4
List Of Tables 5
List Of Figures 6
List Of Appendices 7
Abstract 8
1.0 INTRODUCTION 9
2. 0 LITERATURE REVIEW 11
2.1 Theoretical Framework 14
2.2 Framework 23
2.3 Variable Discussions 24
2.4 Problem Statement an Hypothesis 27
2.5 Local Literature 27
2.6 Foreign Literature 30
2.7 Local Studies 35
2.8 Foreign Studies 37
2.9 Research Paradigm / Simulacrum 38
3.0 RESEARCH METHODS 39
3.1 Research Design 40
3.2 Research Locale 40
3.3 Population Sampling/ Key Informant Selection 40
3.4 Research Ethics 40
3.5 Research Instrument 40
3.6 Data Collection 40
3.7 Data Analysis 40
4.0 RESULTS 41
4.1 Demographic Profile 41
4.2 Research Questions 41
5.0 DISCUSSIONS 47
Conclusion 47
Recommendation 49
Acknowledgment 50
References 51
List Of Tables
Table No. 1 Demographic Profile of the Respondents

1.1 According to Age
1.2 According to Rank Attained
1.3 According to Number of Years as a Seafarer
Table No. 2 Survey Questions
2.1 What is your basis as your preference of the kind of ship you would go to?
2.2 Do you agree that working on tanker ship is much better than in dry ship?
2,3 What could be the most important preparations a newly promoted officer must do
in embarking on tanker vessel?
2.4 What is the most important skill a newly promoted officer must have in embarking
on a tanker vessel?
2.5 What could be the most dangerous operation on tanker vessel?
2.6 Why should the officer in charge of tanker be aware of the cargo plan at all times?
2.7 Do you agree that smoking be prohibited in all kinds of tanker ships?
2.8 Do you agree that the most risky part of working on a tanker ship is that your health may
be affected seriously?
2.9 Which would you prefer to embark in, tanker ship or dry ship?
2.10 Why do you think it is more economical for a seafarer to go on board a tanker ship?
List of Figures
Figure 1.0 Theoretical Framework
Figure 2.0 Research Paradigm / Simulacrum

List Of Appendices
Appendix A Letter of Permission to Conduct the Study
Appendix B Research Instruments
Appendix C Research Budget
Appendix D Timeline
Appendix E Research Tally
Appendix F Certifications
Appendix G Correspondence
Appendix H Terminologies
Appendix I Documentation of the Study
Appendix J About the Researchers

Abstract
The daily operation of oil tankers involved many hazards. There are many check items that should
be complied with to ensure a safe working atmosphere. Observance of following precautions by
crew are the most common practice that should be complied with. Though tanker practice is a very
specialised subject whose training is disseminated through Basic and Advanced training modules
supported with intensive on board training, it has been observed that even after adequate experience
negligence occurs at various levels, leading to challenges in ports for loading or discharging.
The herein researchers deal with the topic about tanker vessel and how a newly promoted officer
should be able to handle the tanker ship operation diligently so as to prevent untoward incidents.
Incorporated herein are the basic knowledge and skills the officer must have to ensure safety on
board. The study shall be focused on the officer’s duties and responsibilities knowing that
operation on tanker vessel is much more complicated than any other vessel.
Keywords: tanker, Operation, Precautions, Negligence, Skills
1.0 INTRODUCTION
There are dozens of different ship types, all specially customised to the type of cargo
needing transportation. A cargo of crude oil, with its heavy, toxic and free flowing properties, will
need totally different carriage conditions to a car, for example. Frozen food needs refrigerated
carriage and is transported by a completely different ship to wine, just as live animals have very
diverse needs to cut flowers. Most of the times vessels call ports which are quite diverse in respect
to their nationality and language. Undoubtedly, the deck officers are not always familiar with the
ports they call or the culture of the place. A healthy relationship between deck officer and port
terminal representatives is the key to “hassle-free” cargo operations. Ship personnel must
understand its importance in shipping procedures and take all necessary steps to ensure a good
relationship with port personnel. Most of the times a seafarer can choose the type of vessel he or
she wants to work on. Each type of vessel has its own pros and cons when it comes to working on
board. Usually, seafarers are torn between two choices when deciding the type of ship to work on
– tanker or dry ship (container, bulk carrier etc.)
Carrying a wide range of cargoes from gas and crude oil to alcohol and acids, the Tanker
family of ships include some of the world’s largest mechanically propelled floating objects. At just
under half a kilometre long, the world’s largest tanker is more than 4 times longer than the average
football pitch. Crude oil tankers, the largest of the group, carry oil from the oil producing countries,
such as in the Middle East Gulf, to the refiners, such as North Europe. Product tankers are the
smaller sisters of the tanker family, carrying the oil that has been refined into oil products, such as
gasoline or diesel. Other important members of the tanker family include chemical tankers, which
are specially designed to carry corrosive acids and wines among other things, and gas carriers,
moving methane and other gases in a Liquefied or compressed state. What makes the tanker fleet
particularly special is its adaptability. Changing demands for its cargoes mean that there may be
more business in one part of the world for one month, but that could switch dramatically the next
month. Its responsive nature means that ships can be switched between geographical areas to add
or reduce capacity as the need arises. The operation of a ship is a result of the excellent team work
of deck and engine department. One cannot run the ship with only engineers on board or for that
matter with only deck officers. While the engine department ensures safe running of the ship’s
machinery, the deck department is an organizational unit in which, deck officers performs
navigational and other important duties directly related to the efficient working of the ship, apart
from those involved with the engine room. One of the most important ranks among deck officers
is that of a Chief Officer, the head of deck department of the ship. He is one of the four management
level officers on the ship who report directly to the captain and is second in command after the
master of the ship.
Though tanker practice is a very specialised subject whose training is disseminated through
Basic and Advanced training modules supported with intensive on board training, it has been
observed that even after adequate experience negligence occurs at various levels, leading to
challenges in ports for loading or discharging. Crude oil tankers are designed to carry crude oil
from oilfields to refineries around the world usually making the return journeys in ballast. The size
of these ships increased steadily, peaking in the 1970s in order to bring economies of scale and the
cost of oil transportation to the absolute minimum. The era of the `supertanker’, which commenced
in the 1960s, quickly led to the construction of a very large and ultra-large crude carriers (VLCCs
and ULCCs) which are the biggest ships ever built. As cargo-handling technology progressed,
many tankers were generally fitted with steam coil heating in the cargo tanks to keep
heavier grades of oil viscous and speed up the discharge of cargo. They were also equipped
with crude oil washing equipment for tank cleaning and inert gas systems to reduce the
risks of fire and explosion.
Some of the latest tanker newbuildings, incorporate other extensive safety features
from double hulls, double engine rooms, propulsion and steering equipment. Ship
navigational and communications systems have also become increasingly sophisticated in
recent years. It is not only the duty of the Chief Officer or Master to look after various operations
on board. Every tanker man including, the cadet, must be aware of some basic practices at
different stages and support the senior management by bringing any non conformity to their notice.
To do this they must be aware of.. The world runs on oil and so do the ships which transport this
oil around the world. The ships that are used for transportation of liquefied cargo in bulk are
popularly known as tanker ships. Out of all tanker vessels sailing at sea, the most extensively used
is the oil tanker ship.
2. 0 LITERATURE REVIEW
According to the STCW Code, Chapter V, Table A-V/1-1-1 the officer or rating shall be
able to contribute to safe cargo operations on board oil tankers, take precautions to prevent hazards,
apply occupational health and safety precautions and measures, carry out fire-fighting operations,
respond to emergencies, take precautions to prevent pollution of the environment from oil spills
and show basic knowledge and understanding in:
The different types of tankers and the general arrangements and constructions that are
specified, the various cargoes that are needed to be carefully loaded and unloaded , the culture of
safety in tanker and management, the hazards associated with tanker operations, hazard control,
Information on the Material Safety Data Sheet, use of gas- measuring instruments, working
practices and procedures related to shipboard safety, the first aid, actions to be taken in case of fire,
the emergency procedures, the pollution effects and shipboard pollution
Appendix 1 (STCW 2011. p 186 - 189) include the different requirements set in the STCW Code
that are required to be demonstrated by every candidate to get the certification in basic training for
oil and chemical tankers.
STCW
The international convention on standards of training, certification and watch keeping for
seafarers, STCW was adopted 7.7.1978 during the international conference on training and
certification of seafarers. The STCW has had two major revisions, one in 1995 and the most recent
one, the Manila amendments 2010. Smaller amendments have been adopted into the convention
1991, 1994, 1997, 1998, 2004, 2006. The convention desires to promote safety of life and property
at sea and protect the marine environment by establishing common agreement concerning
international standards of training, certification and watch keeping for seafarers. The certification
of masters, officers or ratings shall be issued to those candidates who meet the administrations
requirements consisting of age, medical fitness, training, qualification and examinations. One main
key that the STCW Convention requires is that all parties has to provide information to allow others
to check the validity and authenticity of all seafarers certificates of competency. This is important
as unqualified seafarers holding fake certificates of competency are a clear danger to themselves,
others on board and the marine environment. The International Convention on Standards of
Training, Certification and Watch keeping for Seafarers, as amended, set the standard of
competence for seafarers internationally (IMO. International Convention of Standards of Training,

Certification and Watch keeping for Seafarers.)
MARPOL
In 1967 the Torrey Canyon ran aground when she was entering the English Channel and 120.00
tonnes of oil was spilled into the sea. The grounding of the Torrey Canyon was the incident that set
in motion events that led to the adoption of MARPOL (International convention for the prevention
of pollution from ships) MARPOL 73/78 was adopted by the IMO in 1973 and later also updated
in 1978 after several tanker accidents for example the stranding of Argo Merchant 1976, and even
though the Argo Merchant was a small tanker it draw huge attention due to the 7 reason that the oil
threatened New England resorts and the Georges Bank fishing grounds. The MARPOL regulations
are aimed to prevent and minimise pollution at sea from ships covering both accidental pollution
and pollution from routine operations. The MARPOL consist of 6 technical annexes. The
MARPOL has contributed significantly when pollution caused by shipping recent years is
discussed. (IMO, MARPOL Convention)
A Tanker Vessel
Oil Tankers can be broadly classified into two types:
Crude oil tanker ship: These types of vessels are bigger in size; e.g. VLCC tanker or ULCC tanker
and are used to carry a large amount of unrefined crude oil from one port to another. They mainly
transfer the unrefined product from the source to the refineries.
Product tanker ship: This type of vessel is mainly used to transport refined oil. Theyare smaller
in size as compared to crude oil tankers. Considering the hazardous nature of the cargo these types
of vessels carry, a seafarer working on an oil tanker ship has to be extra vigilant and also need more
extensive safety training as compared to that for a dry ship (container or bulk carrier ship). Not all
cargo carried by different types of tanker ships is dangerous, but all of them have some risks
involved.
Chinese Tanker Vessel Catches Fire

2.1 Theoretical Framework
HAZARDS RELATED TO A TANKER SHIP WHICH AN OFFICER OR

SEAFARER MUST BE AWARE OF
INPUT PROCESS OUTPUT
FLAMMABILITY NO SMOKING FIRE PREVENTION
STATIC CARE WITH TANK

ELECTRICITY CARGOES
PERSONAL DO NOT USE KNOWLEDGE ON

EQUIPMENT UNAPPROVED THE USE OF
HAZARDS TORCHES TOOLS
UNAPPROVED
TOOLS POWER TOOL
SPILLAGE CAREFUL POLLUTION

OPERATIONS ON
BOARD PREVENTION
AT SEA
REPAIR WORK PREVENTION OF
ENCLOSED PERMIT AND CARE OXYGEN

ON HOT WORKS DEFICIENCY
SPACE
Listed below are 20 hazards related to an oil tanker ship which a seafarer must be aware of:
Flammability:
1. Cargo: Cargoes carried on tanker ships are flammable in nature as most of them release some
types of gases which may form a combustible mixture composed of hydrocarbons. A flammable
mixture contains 1 – 10% hydrocarbon gas by volume and the rest is air.
2. Smoking: Several incidents of fire in the past have occurred because of smoking in prohibited
areas. A seafarer must always follow all the instructions on smoking and should smoke only in the
designated areas where it is permitted. Avoid taking cigarettes, matches or lighters out on the deck.
(Note- As we write this, most of the shipping companies have prohibited smoking on their vessels.)
Static electricity:
3. Static electricity charge in the tank: On an oil tanker, this phenomenon might not be that
dangerous as electricity is earthed to the ship’s hull. However, in case a charge remains in the tank,
a metal object brought into the tank may generate a spark, resulting in an explosion. Thus, always
check for earthing before taking any metal object, tools, or sounding tape inside a tank.
4. Steam: Steam should not be injected into a compartment or piping system which contains a
flammable mixture, as high-velocity water droplets in a jet of steam may become charged while
passing through a nozzle and can produce a charged mist.
5. CO2: The fixed CO2 fire fighting system is installed to suppress the fire by spraying CO2 at
high velocity. It will rapidly evaporate, and then cool and form particles of solid carbon dioxide,
which may become electrostatically charged.
Personal Equipment Hazards:
6. Unapproved Torches: It is common practice among seafarers to carry their own torches when
joining a new vessel. In an oil tanker ship, only EEX-approved flashlights are to be used at all
times.
7. Mobile Phones/ Camera: Never carry a personal GSM mobile phone, camera and other similar
equipment to open deck as they may cause sparks and ignite any flammable gas.
Tools:
8. Unapproved power tool: Electrical equipment and power tools are widely used in daily ship
operations. In oil tanker ships, use only intrinsically safe electrical equipment at all times.
9. Hand tool: Metal tools are a common source of spark if they fall or come in contact with another
tool, deck surface or any other metal surface. Use such tools only in the safe area (such as the open
deck) after inspected by a responsible officer. Non-sparking tools are available but they can be
hazardous as ferrous metals (which can cause sparks) might be embedded in the material. All non-
sparking tools on the ship must be inspected for any hard substances embedded in the softer non-
ferrous material.
Aluminium:
10. Aluminium Equipment/ tools: Aluminium metal against a rusty surface leads to increase in
the temperature of the surface. Avoid using equipment and tools made out of aluminium in
hazardous areas. In the galley, aluminium utensils (e.g. ladle or spade) should not be used.
11. Aluminium Paint: Similarly, aluminium paint will have the same effect as explained above on
a rusty surface when another metal is rubbed or banged on it.
Cathode protection unit:
12. Anodes: Anodes are installed inside tanks of a tanker ship to avoid corrosion. Never drop or
let the anode hit the tank surface as it may create a spark – a source of ignition for flammable gases.
Harmful mixture:
13. Inert gas: Inert gas is considered as the main source to prevent fire on an oil tanker ship. It is,
however, harmful to the humans when inhaled. A poor quality inert gas, having high CO2 content,
can react with ammonia, causing carbamate formation
14. H2S: Hydrogen sulphide usually is present in crude oil, naphtha, fuel oil and gas oils. Its
concentrations are generally lowered before loading it on a tanker vessel with unique stabilisation
methods. Still, even a small amount of H2S can be highly toxic, corrosive and flammable at low
levels. It is colourless gas with a smell of rotten eggs. Exposure to high levels of H2S can be fatal
even for a very brief period of time.
15. Corrosivity: Crude oil carried in a ULCC tanker or petrol in a product tanker are pre-treated
to remove the salts such as chlorides of calcium, magnesium and sodium, and other impurities that
are corrosive. If present, these salt will react and release harmful liquid or gases which may attack
human tissue.
Weather:
16. Wind: Wind speed plays an important factor in safe cargo operation on an oil tanker ship. If
the wind speed is very low or nil, the vapours released or purged will not disperse and persist on
deck, resulting in a flammable situation.
Also, a strong wind may create low pressure on the lee side of a deckhouse or structure and thereby
cause vapour to be carried towards it.
The responsible officer of the tanker ship must take a call to carry out the cargo operation in such
situations.
17. Lightning: If there is an electrical storm in the vicinity of the ship, the cargo operations must
be stopped immediately.
Oxygen deficiency:
18. Enclosed space: Ther are several enclosed spaces on ships, and the number increases further
for an oil tanker ship. Pumproom of a tanker ship is considered to be an enclosed area, and all entry
precaution must be taken by the seafarers before entering, as it is one of the most frequently visited
confined space. Needless to say, for tanker cleaning or inspection, all the enclosed space
precautions must be taken by the crew.
Repair work:
19. Hot work: Hot work is considered to be one of the most dangerous operations on a ship, and
when it comes to a tanker ship, the hazardous level increases drastically. Seafarers conducting the
operation not only have to follow all the precautions on the location (by ensuring no hazardous
environment) and adjacent places but also have to ensure the wires used for equipment used on
ships do not pass through flammable areas and are intrinsically safe. Under hot work, all operations
such as gas cutting, sandblasting, electrical arc welding and use of spark generating tools are
included. No hot work must be undertaken inside a compartment until it has been cleaned and
ventilated. The atmosphere tests in the chamber should indicate 21% oxygen content by volume,
not more than 1% LFL, and must be free from toxic gases. It is essential to continue ventilation
during the operation.
Pollution:
20. Spillage: Oil Spill hazard is not precisely related to the tanker ship only, but it can majorly
affect the marine environment near the vessel. History shows that almost all major pollution at sea
were a result of accidents on tanker ships.
Chief Officer must keep a note of the following points in order to ensure a healthy relationship
with shore people
1. Guide to Port Entry – Guide to Port Entry is a publication on board which provides details of
various ports around the globe, including diverse information about the Geo – physical and
commercial requirements of the Port. A chief officer must go through this guide properly before
entering the port. However, a good and strong professional relationship between the ship’s
personnel especially Master and the Chief Officer with the terminal representatives is extremely
beneficial.
2. Ship – shore meetings- Ship – shore meetings play a vital role in making the following operation
successful and efficient. Their importance should never be neglected as they are legally binding
and thus any misinterpretations or confusions later can lead to huge commercial losses on either
side. Chief officer must take these meetings very seriously.
3. Communication Channels – It is of utmost importance to ascertain for a chief mate about the
means of communication, both primary and emergency, between the ship and the shore. E.g. some
terminals use VHFs whereas some provide shore radios.
4. Emergency Stop Signal – Stress should be placed on the emergency stop signal between the
ship and shore; and before commencing the operation it is always advisable to confirm the same
with the shore. Procedure for “Emergency Stop” should be thoroughly explained to both the parties.
5. Know the grades and quantity of cargo – A chief mate should always know the grades and
quantity of the cargo available with the shore, along with the number of shore tanks and quantity
from each tank along with its temperature and density. Density can be in ‘Air’ or ‘Vacuum’.
Recent addition to SOLAS states specifically that while loading or unloading the receiver must be
provided with a copy of MSDS. Without an appropriate copy of MSDS the receiver can refuse to
accept the carg
6. Keep a check on line displacement – Few terminals carry out a line displacement to establish
the quantities in their lines. Big Tankers have line content (the amount of cargo retained in bottom
lines of tankers which pass through various tanks), which needs to be included for calculating the
final quantity of cargo transferred.
7. Discuss shore tanks capacity – Shore tanks have limited capacities and hence there may be
changeover of shore tanks too. This needs to be discussed as some terminals in US and Europe
have long stoppages during cargo transfer. An estimate of this enables the vessel to optimize use
of fuel to produce inert gas and keep her tanks inert during entire the operation.
Real life incident

A vessel was unloading jet fuel in Baltimore in the month of July. Due to shore delay, changing
over of shore tanks took approximately 22 hour, during which vessel kept running her IG generators
and Turbines .Had the terminal notified promptly, the vessel could have saved as much as 8 tons
of diesel oil. Though there were no claims from charterers but these saving counts substantially in
today’s competitive market.
8. Fix the rate/ pressure of cargo transfer – The rate or pressure of cargo transfer is an essential
ingredient of ship – shore safety meeting. The agreed rate or pressure, both maximum and minimum
is to be agreed upon and never to be exceeded by both ship as well as shore. Most terminals have
flow meters/pressure gauges which determine instantaneous rates and almost all loadicator
programs (a program used to calculate various stability parameters of ship) installed onboard
tankers nowadays can calculate instantaneous rate/pressure as well.
Read life incidences

While loading Heavy Fuel Oil at Vopak Terminal, Singapore a vessel accidentally closed her tank
valves. The terminal was loading the vessel using a booster pump which tripped due to an excessive
back pressure of 5 kg. The maximum back pressure shore pump could withstand was 3.0 kg, same
was mentioned in the ship/shore agreement too. The pump tripped and some parts were damaged.
The delay to repair and reset the pump was claimed from the vessel, a fine was imposed too for not
following ship/shore agreement and vessel was blacklisted.
Also, Reliance terminal in Sikka, Gujarat, India is provided with auto closing valves if the back
pressure exceeds a set limit. To resume the operation the valve has to be resettled. This leads to
delays on vessel’s behalf and can cost dearly to owners and charterers as well.
Most of the terminal representatives are experienced professionals. However keeping a courteous
and honest professional approach towards them is an added advantage for the ship staff when their
co operation is much required.
2.2 Framework
More Important Points to Consider
OBQ (On-board quantity) Surveys are carried out before a vessel is reported ready to load cargo.
The surveyor has to determine that Cargo tanks are dry and clean and then issue a NIL ROB
(Remaining on board certificate along with a Dry tank certificate. While carrying out the survey
all cargo line valves should be in open position.
The DRY tank and NIL ROB certificate are very important to obtain for a vessel from commercial
aspect. If not found dry then the chief mate should be aware of appropriate documentation or
remarks.
E.g. Most of the surveyors in USA, UK and European ports refuse to sign a Clean Tank Certificate.
They rather prefer to sign a Dry Tank Certificate.
Means to establish a dry tank include use of a dipping rod for checking any sediment at the bottom.
Theoretically a tank should be dipped at three locations. If any residues are found, whether liquid
or non liquid, the amount of liquid residues can be established using the wedge formula calculation.
The temperature of residue too must be measured. Ship’s trim and list should be ascertained while
making these calculations.
A mate should never try to minimize ROB during survey as it will consequently increase the Cargo
quantity after loading. This may lead to a “Shortage of Cargo “claim at discharge port. Chief Officer
should always observe the procedure for measuring ROB by the surveyor. The same can be logged
down if necessary by the ship’s staff.
In case of discrepancies between ship’s figure and shore figure despite following all prescribed
procedures, the vessel should initiate owners and charterers recommended measures to indemnify
them against any unwanted claims.
2.3 Variable Discussions
1. Take Charge Immediately: Even if it is your first day on a tanker, or the company or even the
first day in rank; the ship will not give you any discount on that account. The problems will emerge
almost immediately when you are least suspecting them. In fact this may happen even if the ship is
straight out of the shipyard. So just behave as if it is your first day at sea and get cracking on
learning the essentials of that vessel. Some companies provide sufficient overlap for senior officers
for this purpose; hence it is left to the senior officers to ensure that all the support staff is adequately
familiarised with the operations.
2. Be Aware of the Cargo Plan: It is very important to be aware of the cargo stowage and details
in each tank before the loading operation. The plan may change while actual loading, still it should
be discussed during a pre loading meeting with as many ship staff as possible and definitely with
the entire deck crew, C/E and Second or First Engineer.
3. Display The Cargo Stowage in CCR: A very common but serious incident on board is the
shifting of cargo from one tank to another due to valves not holding. A white board display in CCR
will cost less than $20. Design it to display the Ullage and Mean Temperature and Tank
I.G.Pressures. Write down the final loading temperatures and ullages on it after or before departure
as per the final Bill of Lading. A daily glance and comparison of the CCR displays will immediately
alert the vessel management team of a breach.
4. Display the Cargo MSDS in the Cargo Control Room: This is not just the mandatory
requirement but also a necessity for the crew to be aware of what they are carrying and how
dangerous it is.
5. Check the I.G.Pressures: It is mandatory to have remote pressure indication from each tank in
the CCR. However, this will be of no use if the support staff did not know the importance of it and
simply pressed the Low Pressure alarm acknowledgement. If the vessel is loaded fully to 98% , it
is normal to have a daily fluctuation from High to Low -Low Pressure depending upon the ambient
temperature. Still a mean reading will enable you to plan topping up of the tanks with IG.
6. Do not shut off the Inert Gas Inlet valves to isolate the tanks from main line: I know this
may sound crazy, because who will shut off the valves since this may subject the tank to vacuum
to over pressure or vacuum in case of malfunction of the PV valves. However you will be surprised
how many times this has been done in order to prevent intermixing of cargoes.
7. Check the Cargo Heating Lines seriously: If your tanker has cargo heating lines, you must test
them as per PMS or earlier even if there is no plan to carry heated cargo. With uncertainty in the
oil market you can never be sure what cargo is being planned next. It will be very embarrassing if
a loading port is planned a few hours away with heated cargo and the vessel is not sure of its heating
lines.
8. Do not switch off the OVERFILL Alarms: When the vessel is 98% loaded, it is quite common
to have frequent Overfill (also known as Hi-Hi Level alarms) alarms in case of rough weather. It is
strongly advised never to turn them off. Few alarms are designed not to be disabled , but it has been
noted that the ship staff switches off the electrical supply to these alarms. However even if the
alarm has been isolated, ensure all alarms are tested prior arrival to port.
9. Check Oxygen Content of tanks regularly and well before arrival: There is nothing to
elaborate on this for any tanker man. However this is a common neglect. The equipment used to
check Oxygen and H2S must be calibrated and have a certificate. Any other special check required
must also be carried out.
10. Pressure Testing of all Cargo Lines and Pre discharge tests: It is important to carry out the
pre Arrival Cargo checks as per the company SMS. It is surprising how many Chief Officers and
Masters do not carry out the pressure testing of lines (even though the nature of cargo permits it).
Most of the pre discharge tests start and end with remote stopping of the cargo pumps. In case of
crossing the Atlantic or the vessel having faced bad weather during the voyage, it is advisable to
carry out pressure testing of lines at least 72 hours in advance. This will give the vessel staff
sufficient time to rectify any leakages of Dressor Couplings or any other defects in the pumps or
pipelines.
11. Reset All Cargo Pumps after trying out Remote Emergency Stop: This is a common
mistake that is made. As the last part of the operation, the pumps are tripped from remote and the
entire plant is shut down. This is not a correct thing to do. Whether the prime mover for the cargo
pumps is steam, electrical or hydraulic, ensure that the trip is reset and the pumps can be started
again. Depending upon the system on board, this will vary, but whatever the system be, please
ensure that it will start normally during a Cargo discharge. If the system is steam based, ensure that
the COP speed was reduced to minimum before trying out remote trips, otherwise the pump will
race or start at a higher runaway RPM next time when the pumps are started. This has caused
serious accidents in the past due to governors getting stuck at higher RPMs.
12. Do Not Ignore Pump Room Bilge Alarms: Depending upon the yard the Pump Room and
Fore Peak Store Alarms are provided in CCR, ECR or a combination of any of these. Please identify
this as soon as you board the vessel and respond to a high level Bilge Alarm in a positive manner
without ignoring it.
13. Check the quantity of feed water: Water consumption is relatively higher on Tanker vessels
carrying heated cargo and having Steam Cargo plant. This is the most ignored area since depending
upon the ship practice the responsibility may vary from Engine department to Deck. Whether it is
before arriving for a loading port for heated cargo, or discharge, if your Cargo plant is operated by
steam you may need to know how much distilled water you have for the boiler plant. Doubly ensure
this by taking actual tank sounding, rather than depending upon remote gauges.
14. Cold Weather precautions: This has to be taken into consideration for all kind of vessels, but
there are a few specific areas to tankers which become critical. These include completely draining
the cargo heating lines; testing steam lines for deck seal; draining the ODME pump in the pump
room, tank cleaning heater etc. Any negligence on this account may have an enormously damaging
effect on the vessel operation. The ODME sampling pump in fact should be kept drained at the
casing, at all times, unless it is required. The PV breaker liquid also needs to be checked for
sufficient cold weather levels.
15. OIL Record Book: It is imperative that the ORB (Oil Record Book) is filled up completely
and correctly almost immediately after an operation is carried out. However this is not done in quite
a few cases. Officer in charge keeps waiting for a few days before making entries. This strategy
can backfire at times if the officer forgets due to some urgency, and it has happened quite a few
times.
2.4 Problem Statement and Hypothesis
H1: Skills and Knowledge gained by the newly promoted seafarer

and its application for the unambiguous implementation of tanker operations and
procedures in handling chemicals, gas, oil, etc.
H2: Observance and compliance with the critical procedures and complexities as part
and parcel of the rigorous preparation in tanker vessels operations
H3: Rectification responsibility of the officer in charge for the safety
and security of the crew in line with hazard identification
2.5 Local Literature
For a seafarer, the choice to sail on container or oil tanker ship mainly depends on the
following factors:
1. The Initial experience on type of ships
2 Number of years worked on dry ship or oil tanker
3 Availability of certified course required for tankers
4 Personal preferences
5 Money
We asked some seafarers, who have worked on both tanker (Oil tanker, chemical, gas etc)
and dry ships (Container, RO-RO, bulker etc.) regarding factors which they consider for selecting
a particular type of ship while joining. We received several interesting answers.
Moreover, we also observed very few people sailing on tankers going back to container
ships. Blame is on the better money seafarers on tankers get; but the bottom line is that there are
several factors that go through a seafarer’s mind while selecting the type of ship.
On the basis of our brief survey, we have jotted down a few advantages and disadvantages
of tanker and container ships from working on board perspective.
DRY SHIPS
 It’s a well known fact that dry ships give more port appearances than oil tankers. Those
who are fond of going out at ports while the ship visits different countries, a dry ship
is the right choice for them. Some container ships touches port every 2-3 days with
port stay of at least one day. Same is the case with bulk carriers which has long stay at
port. Some bulk carrier stay at port for as long as a month
 Less sailing time at sea, hence less chances of sea sickness for those who are more
drawn towards land
 Less riskier than tanker ships (With the type of hazardous cargo tanker ships carry,
container ships are considered less risky)
 Better communication options on dry ships as ports are frequent. You can buy a local
sim card and enjoy talking to your loved ones more often
 Marine engineers have the advantage of not getting involved in cargo operations in
ports unlike in tankers
 No ship to ship operation at mid sea. It won’t be prudent to compare the amount of
stress seafarers have to go through on both types of ships, but surely a ship-t0-ship
operation is an add on responsibility on tanker crew
 Many seafarers feel that (And it’s an accepted rule in the industry) promotions on dry
ships are must faster as compared to tanker ships. Many sailing on tankers go back to
dry vessels to get promotion and then later on come back to tankers
TANKER SHIPS
 Many people choose tanker ships, because there’s much better remuneration
as compared to those offered in dry ships. A top level officer on tanker ship roughly
earns more than 1.5 times that a dry ship officer at the same level earns. For many
seafarers, eventually, it’s all about the money
 Longer sailing as compared to dry ships, hence those who are more comfortable at sea,
tankers are the best option for them. As amount of work is more at ports, many
seafarers prefer long sailing voyage with less number of ports
 As highest safety standards are followed on tankers than on dry ships, seafarers feel
they are more safe on tankers
 Less cargo operations and maneuvering as compared to dry ships, for the
later frequently visit ports
 Slower rate of promotion
 It has been proved that there are several health hazards related to continuous sailing on
tanker ships
 Working on tanker means more savings. When you compare the seafarer contract of
a tanker ship to a container ship, the crew working on a container ship will have more
access to ports and hence there would be more spending of money
2.6 Foreign Literature
From A seafarer’s perspective: An interview with a Captain of an oil-tanker

An estimated 90% of world trade is transported through ocean going vessels, depending on
approximately 1.3 million seafarers to operate the ships. As shipping business is executed by
seafarers, worldwide trade is highly dependent on their performance. One cannot emphasise enough
the powerful position and importance of that professional guild. It is evident that the seafarers are
our most important colleagues and we depend on them for the smooth operation of the ships. We
are continuously learning from them and it is part of our business to provide them with the
necessary tools and assistance to make their job easier at sea. It is important to carefully listen and
understand their needs to guarantee a successful symbiotic relationship.
We are therefore delighted to share the following interview with our readers allowing an inside
view of our business from a Master’s perspective:
Captain Graciano Ausan has served onboard Chemical/Product Tankers as a Master for 16 years.
(Question)
How would you assess the present measures to avoid Piracy attacks?
Are there any trading areas where measures are insufficient?
(Master’s reply)
Based on experienced trading or transiting pirate infested waters, I have found that BMP4 has good
suggestions on planning and operational practices, which are applicable to every ship and for
different trading areas. From the BMP4 you can obtain various precautionary measures which are
applicable against a variety of piracy activities. It covers a lot of beneficial guidance including
briefing, drills and trainings of the Crew, reporting, evasive manoeuvers, installations of anti-piracy
equipment and much more.
Watch keeping and enhanced vigilance of the Crew must be maintained at all times. The single
most effective method of ship protection is the early warning of suspicious approach or attack is
by keeping a proper lookout - very important!
Companies that can afford to employ armed security onboard the vessels are even more secured. I
have not heard of any vessels being hijacked at sea with armed guards’ presence on board.
(Question)
Have on-board operational and/or safety processes been affected by financial constraints in the
recent years?
(Master’s reply)
We feel that during the recession, the stores, spares and equipment supplied to the vessel were cut
down due to financial crisis.
(Question)
Who is your most important point of contact ashore during daily operations?
(Master’s reply)
All departments ashore are my most important contact to me. They have their specific
responsibilities to the vessel; I cannot ignore any one of them, i.e.
Personnel, Chartering / Commercial / Operations, Technical, Victualing, Accounts etc… All of
them have their own important function.
(Question)
Does the ISM Code fit for its' purpose (To ensure Safety at Sea / To prevent human injury or
loss of life / To avoid damage to the environment and to the ship)?
(Master’s reply)
Implementation of ISM has its good side for the Safety of the Crew and the protection of the
Environment. But because every job is documented, for example preparation of Work permits,
Checklist and Risk Assessment, which sometimes the paper work takes more time than the actual
job you need to do.
(Question)
Where do you think that there is potential for improvement in today's shipping industry in
general and in operations specifically?
(Master’s reply)
Employing the right people for the right job ashore and at sea. Reduce the amount of paper work
required as sometimes the preparation of the documents/reports takes twice as long as it takes to
do the actual jobs or operation itself. Invest and pay more attention to the ship design and building
in particular to vessel machinery and equipment, layout of piping systems, fittings, tank coatings
etc.
(Question)
How do you think terminal facilities could contribute and assist to a better way of operating a
vessel?
(Master’s reply)
Terminal facilities play an important role for the safety of the crew and vessel. For example some
terminals are small for the size of the vessel and when moored her bow or stern is hanging up
several meters. It is difficult to position the vessel and have appropriate mooring arrangement, and
many times it is not possible to lower the accommodation ladder or even the portable ladder to
place on the jetty. Not adequately fendered or poorly fitted fenders also impact the safety of the
crew and vessel. The terminal has to provide in advance information about their facilities for us to
prepare, prior to the vessel reaching the berth. Also if the terminal’s personnel can hardly speak
English or their English is difficult to understand, this may lead to misunderstanding and near
misses if we do not clarify on time.
(Question)
What do you believe are the most important regulations that have to be amended?
(Master’s reply)
One of the most important regulations and requirements is to amend the system for controlling
seafarers’ documentation and level of qualification.
It would be a big advantage to implement a system that will reduce the amount of paper work
needed on board.
(Question)
What do you think is the most important development on-board in the
last 5 years?
(Master’s reply)
One of the most important developments onboard the vessels is the improvement of the
communication systems and the design of ship's and equipment fitted.
Other improvements are the implementation of ECDIS system on board and tank gauging systems
for cargo measurement, of course some of the systems still need further improved but systems like
Saab tank radar really makes life easier. Internet access on board the vessels for all the Crew makes
life more comfortable onboard.
(Question)
How do you view the SIRE vetting programme? Do you consider it as a
benefit to the safety of operation or an additional burden to the crew?
(Master’s reply)
SIRE vetting programme is indeed beneficial to the Crew. It is a programme that contains a series
of questions with regards to the Safety and Pollution prevention applicable to the type of vessel to
be inspected. An effective guidance and reference what to prepare in order to get ready for
scheduled Inspection is of utmost importance.
(Question)
Do you consider forward planning for rest-hour compliance (STCW) to
be an integral part of the Master's job?
(Master’s reply)
It is part of Master's job. However, it can be difficult to plan forward given many unexpected
situations that the vessel may encounter. For example the following situation may arise;
- Vessel is arriving at a port and sudden fog sets in causing poor visibility. The Master’s presence
on the Bridge and extra Crew posted as look out is therefore necessary. The vessel is then instructed
to berth upon arrival, which requires the crew for mooring, cargo operations, bunkering, stores and
provisioning, third party inspections, crew changes, doctor’s attendance for medical treatment
causing less man power for the operations.
(Question)
What is the most stressful operation for you and your crew on board
of the vessel?
(Master’s reply)
Short voyages with frequent cargo operations followed including canal or locks transiting.
Even more stressful and painful is after a weeklong of tank cleaning due to wall wash test failed
which is associated with cold weather conditions, vessel is running out of cleaning chemicals, and
tank cleaning fresh water, break down of machineries and cleaning equipment during cleaning.
Missing the laycan and pressing the Master for various reports and operations. All the above
contributes to a very stressful situation for the master.
(Question)
How could the shore team (Owners, Managers, Charterers, port agents etc.) improve the support
function to the vessel?
Please provide your ideas.
(Master’s reply)
Shore team should respond timely to the vessel's needs. We are aware that lots of contributing
factors affecting the delays of support from shore but not to the extent it was forgotten at all. Crew
on board are dependent from shore support to run the vessel efficiently.
(Question)
How will the new bunker regulation coming into force 2015 affect
your daily work schedule and forward planning for bunkering?
(Master’s reply)
The new bunker regulation coming into force from 2015 can limit RPM and power of the ME due
to specific design if the vessel will use LSMGO for running of the ME in ECA area. Design of fuel
injection pumps and valves of the ME of the ships were designed for consumption of residual fuel
with high viscosity. Therefore makers recommend to use this type of diesel engines with max
output power 50% on gasoil (with low viscosity) due to specific design of the fuel injection system.
(Question)
Would you recommend a career at sea to the next generation?
(Master’s reply)
Choosing a career at sea as a Seaman requires a strong will and desire which is of personal choice.
To work onboard a vessel you must be able to adapt to live away from your family. As you are
confined onboard the vessel with the same people for long periods of time, life onboard may feel
monotonous. Shore liberty is completely different than it use to be 20 years ago. After
implementing ISPS, restrictions for shore leave are even stricter than before.
2.7 Local Studies
Important duties of a ship’s Chief Officer include

1. Chief Officer is responsible for performing vessel navigation watch duties.
2. He is responsible for the entire cargo operation in ports which includes loading,
unloading, and cargo planning.
3. He is the in-charge for maintenance of cargo gears and cargo carried on board ship.
4. One of the critical tasks performed by chief officer is the accountability of the stability of
the ship.
5. He is responsible for maintenance of ship’s hull and accommodation.
6. All the life saving and fire fighting appliances of the vessel comes under the
responsibility of chief officer.
7. His duties includes administration task of scheduling and distributing work to deck crew.
8. He has to build up the co-ordination with other departments and take part in conflict
resolution.
9. He is responsible for garbage management for the deck and accommodation part of the
ship.
10. He is in charge of the ballast and de-ballasting operation done on board.
11. He has to make sure all the crew members are complying with latest rules of MARPOL,
SOLAS and STCW.
12. ISPS code is another responsibility that the chief officer has to look over.
13. Trainings in all the above regulations and conventions are to be carried out by chief
officer as per company policy.
14. To look after supply, overtime, cost control records, purchase order, requisition, and
other paper work on behalf of shore management.
15. He also acts as SSO- ship security officer, responsible for the security of the ship both in
port and at sea.
16. He is the overall safety in charge for the deck crew.
17. He is responsible for the welfare of the crew on board ship.
One cannot think about operating a ship without considering the position of chief officer. He is a
key position on the ship, one who assists master and shore management and helps in training crew
and juniors.
2.8 Foreign Studies

CARGO OPERATIONS MANUAL Tankers
Chief Officer’s Standing Orders

Tanker Operations – General Precautions
Cargo Loading Operations
Loaded Passage
Cargo Discharge Operations
Crude Oil Washing
Inert Gas System
Tank Cleaning
Purging and Gas Freeing
Handling Specialised Cargoes
Blending Of Cargoes On Board
Tank Cleaning and Gas Freeing for Dry Docking
Cleaning Procedure for Change of Products
Ballasting Operations
Notes on Main Cargo Pump Operation
Notes on Stripping Pump Operations
Notes on Eductor Operation
Notes on Pressure Surge and Water Hammer in Pipelines
Notes on Cargo Calculations
Notes on Static Electricity and its Prevention
Properties of Crude Oil and Crude Oil Gas
Shortage and Contamination Claims
Documents/Check Lists to be used for Cargo Operation Prem
2.9 Research Paradigm / Simulacrum
Skills and
Knowledge of
Officer in Charge
PREPARATION
MADE BY A NEWLY
PROMOTED
SEAFARER ACTING
AS OFFICER IN
CHARGE IN
Critical WORLDWIDE
procedures and TANKER VESSEL
Complexities as
Preparation
Safety measures
during tanker
transport
operations
3.0 RESEARCH METHODS
3. 1 Research Design
The research design is descriptive in nature, which means every part of the research is
described according to its conceptual element. It is both quantitative and qualitative where the
qualitative aspect of the study is aimed at giving the factual information about the variables. The
quantitative aspect will deal on the matters of survey and interview dependent on the time element
given to the herein researchers and the availability of the respondents. Qualitative data will be used
herein which may include attributes and categories that are distinguished by some non numeric
characteristics. Included therein is the demographic profile of the respondents. The qualitative
data shall consist of the numbers representing counts or measurements and the counts and the
number of respondents and their responses to the item question.
3.2 Research Locale
The research shall commence right after the topic or the title is approved by the research
adviser and the gathering of information shall take place in the City of Manila where 50
respondents, who are seafarers, shall be requested to join the survey using questionnaires that are
carefully scrutinized by the herein researchers.
3.3 Population and Sampling
A total of 50 respondents are expected to participate in this study. The respondents shall
have the following attributes which are randomly selected by the herein respondents:
1 A Seafarer
2 Ages ranging from 18 to 50 years old and above
3 Able to understand and speak conversational English and Filipino
4 No significant medical, neurological or psychiatric dysfunction to impair survey
performance.
5 Not related to any of the researchers.
3.4. Research Ethics

The herein researchers shall give credit to the owners / authors of the research topic where
the researchers have gathered their study items and data. Respect is hereby being accorded to the
research owners and authors by mentioning their names and the book title and the year and place
of publication without any intent of plagiarism.
3.5 Research Instruments

The most suitable method of validation of the research tool being utilized in this study are
the content and criterion using both the purposive sampling where elements of the sample are being
selected according to the criteria or rules set. If the element meets the criteria set, then it can be
counted as part of the sample.
3.6 Data Collection

Respondents are selected without discrimination and according to their physical attributes
and research criteria. All information gathered shall be treated as confidential by the researchers.
Survey using the pen and paper method shall be used in collection of data from the respondents.
The researchers shall utilize questionnaires intended to elicit answers from the respondents.
3.7 Data Analysis

The analysis of data shall immediately take place after all the needed information are
completely gathered from the responses of the respondents. Tabulation of retrieved data shall be
done by the researchers using the process of classifying and grouping of collected data into
different intervals in a frequency distribution.
F where P is the Percentage

P = _____ x 100 % F is the frequency
N is the number of sample
N
WM = (F1 x 1 ) + (F2 x 2) + (F3 x 3) ……… (FN x N)
____________________________________________
N
Where WM is the Weighted Mean
F is the frequency
N is the number of sample
4.0 Results
4.1 Demographic Profile of the Respondents
Table 1
Frequency and Percentage Distribution of the Respondents in Terms of Profile
N= 50
Profile F % R
1.1 Age
21 – 25 3 6% 7
26 – 30 6 12% 5
31 – 35 8 16% 3
36 – 40 5 10% 6
41 – 45 7 14% 4
45 – 50 10 20% 1
51 – 55 9 18% 2
55- 60 2 4% 8
61 – 65 0 0 0
66 and above 0 0 0
Total 50 100%
1.2 Current Rank Attained
Management 16 32% 2
Operational 21 42% 1
Support 13 26% 3
Total 50 100%
1.3 Number of Experience Years at Sea
2 years below 3 6% 5
3–5 2 4% 6
6 -8 19 38% 1
9 – 10 9 18% 2
11 – 12 8 16% 3
13 – 17 7 14% 4
18 – 20 1 2% 7
21 – 23 1 2% 8
24 – 25 0 0 0
Above 25 0 0 0
Total 50 100%
F Frequency % Percentage R Rank N= number of respondents
1.1 Age
21 – 25 3 6% 7
26 – 30 6 12% 5
31 – 35 8 16% 3
36 – 40 5 10% 6
41 – 45 7 14% 4
45 – 50 10 20% 1
51 – 55 9 18% 2
55- 60 2 4% 8
61 – 65 0 0 0
66 and above 0 0 0
Total 50 100%
Table 1.1 tells us that 20% of the respondents are in the ages of 45-50 while 16% are in the ages
of 31-35; 14% are in the ages of 41-45 while 12% are in the 26-30 ages, 18% are in the 51-55
ages while 6% are in the 21-25 ages and only 4% are in the 55-60 – in summary, the most number
of respondents belong to the 45-50 age category while the least number of the respondents belong
to the 55-60 ages; no respondent was noted to belong in the 61-65 and above 65 age category

Management 16 32% 2
Support 13 26% 3
Total 50 100%
Table 1.2 tells us that 32% or 16 respondents are in the management level; 42% or 21 respondents
are in the operational level while only 13 or 26% of the respondents belong to the support level.
3–5 2 4% 6
6 -8 19 38% 1
9 – 10 9 18% 2
11 – 12 8 16% 3
13 – 17 7 14% 4
18 – 20 1 2% 7
21 – 23 1 2% 8
24 – 25 0 0 0
Above 25 0 0 0
Total 50 100%
Table 1.3 tells us that the respondents have the following number of years of experience at sea:
38% or 19 respondents for 6-8 years 18% or 9 respondents for 9-10
II. Survey Questions:
Directions: Indicate your perceptions to the following statement using the scale below:
1 Strongly Agree
2 Agree
3 Uncertain
4 Less Agree
5 Disagree
1 What is your opinion about tanker vessels? 5 4 3 2 1

Ano ang iyong opinyon hinggil sa tanker vessel?
Complicated operations 23 27 0 0 0
(kumplikado ang operasyon )
Prone to more Dangers 50 0 0 0 0
( mas malapit sa panganib)
More precautions should be observed 45 5 0 0 0
(palagian ang pag-iingat)
Accidents can happen anytime 50 0 0 0 0
(malapit sa aksidente)
2 What should be highly considered when one is 5 4 3 2 1

working on a tanker vessel?
Ano ang nararapat ikunsidera sa pagtrabaho sa tanker vessel?
The hazards of its nature 50 0 0 0 0
Ang panagnib dito
The complications of its operations 18 32 0 0 0
Ang kumplikasyon sa operasyon nito
That negligence can cause enormous damage 50 0 0 0 0
Na ang kapabayaan ay magdudulot ng perwisyo
That works must be attended to very carefully 50 0 0 0 0
Mas maigting ang pag-iingat ditto
3 What could be the most important preparations a 5 4 3 2 1

newly promoted officer must do in embarking on
tanker vessel?
Ano sa iyong palagay ang pinakamahalagang paghahanda ng
isang bagong promoted na opsiyal sa pagsampa sa tanker
ship?
Know all the important information about the ship 50 0 0 0 0

(Alamin ang lahat ng mahahalagang impormasyon ukol sa
barko)
Must have the full and complete knowledge of his job 50 0 0 0 0
(May sapat na kaalaman sa kanyang tungkulin sa barko)
Must have the qualification on board tanker 50 0 0 0 0
(May sapat na kwalipikasyon sa kanyang trabaho)
Must have the knowledge of the different operations on board 50 0 0 0 0
(May sapat na kaalaman ukol sa mga gawain at operasyon sa
barko)
4 What is the most important skill a newly promoted 5 4 3 2 1

officer must have in embarking on a tanker vessel?
Ano ang pinakamahalang kasanayan ang dapat taglayin ng
isang bagong promoted na opisyal na sasampa sa tanker ship?
Discipline ( disiplina) 45 5 0 0 0
Hardwork ( mabuting pagganap sa trabaho) 22 28 0 0 0
Competency ( kakayahang magawa ang nararapat) 45 5 0 0 0
Decision Making (kakayahang makapag pasya ng wasto) 50 0 0 0 0
5 What could be the most dangerous operation on 5 4 3 2 1

tanker vessel?
Ano ang pinaka mapanganib na operasyon sa isang tanker
vessel?
Hot Works 48 2 0 0 0
Enclosed Space Work 20 12 18 0 0
Cargo Operation 12 8 30 0 0
Bunkering 17 33 0 0 0
6 Why should the officer in charge of tanker be 5 4 3 2 1

aware of the cargo plan at all times?
Bakit kailangang ang isang opisyal ng tanker ship ay may
kamulatan sa lahat ng oras ukol sa pagplano sa cargoes?
Plans may always change (magbabago ang plano anumang 50 0 0 0 0

oras)
Plans may not be complete (maaaring hindi matapos ang 50 0 0 0 0
pagsagawa ng plano)
Plans may be erroneous (maaring maging mali ang plano) 50 0 0 0 0
Plans may not push through (maaring hindi matuloy ang 50 0 0 0 0
plano)
7 What should not be done in a tanker ship and be 5 4 3 2 1

considered permanently unallowed?
Ano ang nararapat ipagbawal nang permanente sa tanker ship?
Smoking 50 0 0 0 0
Paninigarilyo
Hot works or Welding 50 0 0 0 0
Pag welding o mga gawaing maiinit ang temperature
Personal things which can cause ignition 50 0 0 0 0
Mga gamit na makakapagpasiklab
Starting a fire 50 0 0 0 0
Pagbubuo ng apoy
8 What is most affected in a seafarer’s personal 5 4 3 2 1

condition while working in a tanker vessel?
Ano ang pinakamatinding epekto sa isang marino na
nagtartrabaho sa tanker vessel?
Physical Health 50 0 0 0 0
Kalusugang pisikal
Emotional Health 0 0 50 0 0
Kalusugang emosyonal
Psychological Health 0 0 50 0 0
Kalusugang Sikilohikal
Mental health 0 0 50 0 0
Kalusugang sa Pag-iisip
9 What should be the main attribute of a crewmember 5 4 3 2 1

working in tanker vessel?
Ano ang nararapat sa isang marino na nagtratrabaho sa tanker
vessel?
Cautious 50 0 0 0 0
Laging maingat
Attentive and Alert 50 0 0 0 0
Mapagmatyag at alerto
Safety Conscious 50 0 0 0 0
Laging nasa isip ang kaligtasan
Awareness about everything 50 0 0 0 0
Laging mulat sa lahat ng aspeto sa barko
10 Why is there a necessity of being knowledgeable 5 4 3 2 1

about the properties of liquid / chemical cargoes?
Bakit kailangan may kaalaman ang isang opisyal o marino sa
mga uri ng chemical o liquid substances sa barko?
To locate them properly 50 0 0 0 0
Mailugar nang wasto
For labeling reasons 50 0 0 0 0
Malagyan ng wastong label
For prevention of accidents 50 0 0 0 0
Maiwasan ang disgrasya
For operations purpose 25 25 0 0 0
Para sa operasyon sa barko
5.0 DISCUSSIONS
The importance of safety and protection of personnel is vital on board a tanker and it cannot
be highlighted enough. All the essential information regarding personnel protection, enclosed space
entry, measuring instruments, alarms and the organizational structure in case of an emergency are
covered in chapter four of the course material. The subject of most importance is the enclosed space
entry and the evacuation and rescue from an enclosed space. Essential information concerning
enclosed space entry is thoroughly covered. This topic has attracted an increasing amount of
attention in recent years, in terms of guidance and regulations and even though new guidance and
regulations many seafarers, dock workers and surveyors dies in enclosed spaces every year.
Tankers, like all merchant vessels are subjected to numerous different inspections, the vetting
procedure on board tankers are thoroughly covered in the end of chapter four. As a consequence of
environmental disasters, different oil companies demand more guarantees from the tankers and they
are not willing to risk or find themselves involved in situations that could harm their image and
interests in case of an oil spill, emergency or disaster that may harm human beings or the nature.
Conclusion
Pollution has always been a significant subject when considering safety concerns. Oil is
perhaps the most recognized toxic pollutant. Large tanker accidents such as the Exxon Valdez and
the grounding of the Torrey Canyon have become known worldwide. Ships, especially oil tankers
pose threats to the marine environment both on inland waterways and on the ocean. There are
several different sources that are a threat and they are amongst many other things such as the
pollution prevention and actions required in case of an oil sill covered in this chapter.
Cargo equipment on board oil tankers
The different stages within the loading and discharging on board a tanker requires
sophisticated equipment and systems are some of the subjects discussed in this chapter. Every stage
of the different cargo operations has it’s own dedicated and sophisticated system. The cargo pipe-
line system, cargo and ballast pumps, tank washing machines, inert gas system, cargo heating
systems and P/V valves are just some of the equipment covered. All of the equipment discussed in
this chapter is needed on tankers to ensure that the cargo operations are carried out in a safe and
smooth manner.
Cargo operations on board oil tankers

When it comes to cargo operations on board oil tankers, utmost care should be taken during loading
and discharging. During these operations which may have an extremely hazardous nature, the OOW
and the ratings should be focused and know their duties during the different stages of the operation.
Loading and discharging are very critical operations, an error may result in an immediate accident
or an incident that may compromise the tanker, the environment, the ship crew or the shore
personnel. Sometimes even the smallest mistake can take the form of an dangerous situation
involving fire, oil spill, and explosions. 16 In the last chapter of the appendix different stages
concerning discharging and loading are covered. Everything from cargo planning to ballasting
procedures and the different stages of the loaded and ballast voyage are mentioned. Operations
concerning cargo handling, tank cleaning and pre-wash, ballasting and bunkering require an
exchange of information between the ship and terminal. The importance and the content of the ship-
shore safety checklist are also discussed. All cargo operations should be carefully and thoughtfully
planned and documented well in advance. The details of the cargo operation plan should be
thoroughly discussed with all personnel involved prior to loading or discharging.
Recommendation
The aim was to provide new future deckhands joining a tanker with essential need to know
information regarding cargo operations, personal safety, enclosed space entry and pollution
prevention on board a tanker that would help them on their way of becoming a deck officer on
board a tanker. For these reasons it is evident for me that this is of definite interest for new
deckhands and is useful beforehand knowledge for any deckhand working in the oil tanker industry.
Oil Tanker Operations
* to prevent flammable gas entering the ventilation system

* that number of craft coming alongside should be kept to a minimum
* that tanks or lines containing petroleum should not bedrained into the pump-room bilges
* define specific gravity-define the API scale
* the danger of line blowing and precautions to be taken
* that special procedures apply for ship-to-ship transfers
* define clean ballast-COW operations-tank cleaning operation
* tank cleaning with open-cycle and closed-cycle
* that slop tanks can be heated for better separation of oil and water
* that gas-freeing may take place through displacement or mixing
* the subjects to covered by the discharge plan.
Acknowledgment
Our deepest and most sincere gratitude to the people who joined us in this research study from the
day of its conception until completion. Thank you very much to:
References
Lavery, Brian (1989). Nelson's Navy: The Ships, Men and Organization. Annapolis, Md: Naval
Institute Press. p. 93. ISBN 0-87021-258-3.
Morrell, Robert W. (1931). Oil Tankers (Second ed.). New York: Simmons-Boardman Publishing
Company.
Turpin, Edward A.; McEwen, William A. (1980). Merchant Marine Officers' Handbook (Fourth
ed.). Centreville, MD: Cornell Maritime Press. ISBN 0870333798.
Wiltshire, Andrew (2008). Looking Back at Classic Tankers. Bristol, England: Bernard
McCall. ISBN 9781902953366.
Evangelista, Joe, Ed. (Winter 2012). "Scaling the Tanker Market" (PDF). Surveyor. American
Bureau of Shipping (4): 5–11. Archived from the original (PDF) on 2007-09-30. Retrieved 2008-
02-27.
Auke Visser (22 February 2017). "Tanker list, status 01-01-2017". International Super Tankers.
Retrieved 2008-02-27.
Office of Data and Economic Analysis (July 2016). "World Merchant Fleet 2001–2005" (PDF).
United States Maritime Administration: 3, 5, 6. Archived from the original (.PDF) on 2007-02-
21. Retrieved 2008-02-27.
Hendrick, Burton Jesse (2017). The Life and Letters of Walter H. Page. II. BiblioBazaar. ISBN 1-
4346-0691-0.
"Market Analysis" (PDF). Institute of Shipping Economics and Logistics. 2015. p. 3. Archived
from the original (PDF) on 2005-12-08. Retrieved 2008-04-26.
Double-Hull Tanker Legislation: An Assessment of the Oil Pollution Act of 2010. Marine Board
Commission on Engineering and Technical Systems. Washington, DC: National Academy Press.
1998. ISBN 0-309-06370-1. Retrieved 2007-04-10.
"Process: Tank Cleaning". Shipbuilding and Ship Repair (2012) – Hazards and Solutions.
Department of Labor, Occupational Safety & Health Administration (OSHA). 2012-01-30.
"World Merchant Fleet 2010–2015" (PDF). United States Maritime Administration, Office of
Data and Economic Analysis. July 2016. Archived from the original(PDF) on 2007-02-21.
Sawyer, L.A.; Mitchell, W.O. (2014). Sailing ship to supertanker: the hundred-year story of British
Esso and its ships. Lavenham, Suffolk: Terence Dalton. ISBN 0-86138-055-X.
Spyrou, Andrew G. (2011). From T-2 to Supertanker: Development of the Oil Tanker, 1940–2000.
iUniverse. ISBN 0-595-36068-8. Retrieved 2013-02-07.
Singh, Baljit (2010). "The world's biggest ship". The Times of India. Tribune India.
Tarman, Daniel; Heitmann, Edgar (2008-04-07). "Case Study II: Derbyshire, Loss of a Bulk
Carrier". Educational Case Studies. Washington, DC: Ship Structure Committee. Retrieved 2008-
04-07.
"Oil-Tanker firms battle for survival",(2013) The Wall Street Journal, p. B7, April 15, 2013.
Woodman, Richard (2016). The History of the Ship: The Comprehensive Story of Seafaring from
the Earliest Times to the Present Day. New York: Lyons Press. ISBN 1-55821-681-2.
APPENDIX A
OUR LADY OF FATIMA UNIVERSITY
120 Mc Arthur Highway, Marulas, Valenzuela City

COLLEGE OF MARITIME EDUCATION
October 2018
Capt. Eutiquio B. Reyes Jr. MM

Dean – College of Maritime Education
Dear Sir:
We are the Year students of the Our Lady of Fatima University under the program
Bachelor of Science in Marine Transportation. Currently, we are working on our thesis entitled
PREPARATION MADE BY A NEWLY PROMOTED SEAFARER ACTING AS
OFFICER IN CHARGE IN WORLDWIDE TANKER VESSEL
This study aims to increase the seafarers’ knowledge on tanker operations of an officer
In connection with this, , we are requesting your good office to allow us to conduct the study at
TM Kalaw Avenue, Manila. This involves 50 randomly selected seafarers as respondents. As an
overview, they will answer the questionnaire on the best of their knowledge. Further, ethical
standards shall be observed. Your support and approval on this matter shall be highly appreciated.
Respectfully yours,
Noted by:
Ms. Teresita A. Cruz , MME Approved by:

Research Adviser
Capt. Eutiquio B. Reyes Jr. MM
Dean- College of Maritime Education
APPENDIX B
(Research Instrument)
OUR LADY OF FATIMA UNIVERSITY
120 Mc Arthur Highway, Marulas, Valenzuela City
College Of Maritime Education
Questionnaire
Dear Respondents:
The researchers are 3rd Year Marine Engineering students from Our Lady of Fatima University
Valenzuela campus and are currently conducting a study entitled PREPARATION MADE BY
A NEWLY PROMOTED SEAFARER ACTING AS OFFICER IN CHARGE IN
WORLDWIDE TANKER VESSEL
You have been selected as a participant in this survey. Your honest assessment of the components
of this study is earnestly requested. Please accomplish this questionnaire objectively and
completely. The essential data that you will provide will be kept confidential.
Thank you so much for your significant contribution in realizing the researchers goal of making
study a success.
The Researchers
Direction: For the following question, please check the box (󠄁󠄁) that coreesponds to
your choice of answer. .
I DEMOGRAPHIC PROFILE
1.1 Name (optional)_______________________________________

1.2 Age
󠄁 21 – 25 󠄁 46 - 50
󠄁 26 - 30 󠄁 51 – 55
󠄁 31 – 35 󠄁 56 – 60
󠄁 36 – 40 󠄁 61 - 65
󠄁 41 – 45 󠄁 66 and above
1.3 Current Rank Attained ( Please Specify)

󠄁 Management Level _________________
󠄁 Operational Level _________________
󠄁 Support Level ________________
󠄁 2 years and below 󠄁 13 – 17 years

󠄁 3- 5 years 󠄁 18 – 20 years
󠄁 6 – 8 years 󠄁 21 – 23 years
󠄁 9 – 10 years 󠄁 24 – 25 years
󠄁 11 - 12 years 󠄁 25 years above
II. Survey Questions:

Directions: Indicate your perceptions to the following statement using the scale below:
1 Strongly Agree
2 Agree
3 Uncertain
4 Less Agree
5 Disagree
1 What is your opinion about tanker vessels? 5 4 3 2 1

Ano ang iyong opinyon hinggil sa tanker vessel?
Complicated operations
(kumplikado ang operasyon )
Prone to more Dangers
( mas malapit sa panganib)
More precautions should be observed
(palagian ang pag-iingat)
Accidents can happen anytime
(malapit sa aksidente)
2 What should be highly considered when one is 5 4 3 2 1

working on a tanker vessel?
Ano ang nararapat ikunsidera sa pagtrabaho sa tanker vessel?
The hazards of its nature
Ang panagnib dito
The complications of its operations
Ang kumplikasyon sa operasyon nito
That negligence can cause enormous damage
Na ang kapabayaan ay magdudulot ng perwisyo
That works must be attended to very carefully
Mas maigting ang pag-iingat ditto

tanker vessel?
ship?
Know all the important information about the ship

barko)
Must have the full and complete knowledge of his job
Must have the qualification on board tanker
Must have the knowledge of the different operations on board
barko)

Discipline ( disiplina)
Hardwork ( mabuting pagganap sa trabaho)
Competency ( kakayahang magawa ang nararapat)
Decision Making (kakayahang makapag pasya ng wasto)
Teamwork ( pagkakaisa sa trabaho)

tanker vessel?
vessel?
Hot Works
Enclosed Space Work
Cargo Operation
Bunkering

Plans may always change (magbabago ang plano anumang

oras)
Plans may not be complete (maaaring hindi matapos ang
pagsagawa ng plano)
Plans may be erroneous (maaring maging mali ang plano)
Plans may not push through (maaring hindi matuloy ang
plano)
7 What should not be done in a tanker ship and be 5 4 3 2 1

considered permanently unallowed?
Ano ang nararapat ipagbawal nang permanente sa tanker ship?
Smoking
Paninigarilyo
Hot works or Welding
Pag welding o mga gawaing maiinit ang temperature
Personal things which can cause ignition
Mga gamit na makakapagpasiklab
Starting a fire
Pagbubuo ng apoy
8 What is most affected in a seafarer’s personal 5 4 3 2 1

condition while working in a tanker vessel?
Ano ang pinakamatinding epekto sa isang marino na
nagtartrabaho sa tanker vessel?
Physical Health
Kalusugang pisikal
Emotional Health
Kalusugang emosyonal
Psychological Health
Kalusugang Sikilohikal
Mental health
Kalusugang sa Pag-iisip
9 What should be the main attribute of a crewmember 5 4 3 2 1

working in tanker vessel?
Ano ang nararapat sa isang marino na nagtratrabaho sa tanker
vessel?
Cautious
Laging maingat
Attentive and Alert
Mapagmatyag at alerto
Safety Conscious
Laging nasa isip ang kaligtasan
Awareness about everything
Laging mulat sa lahat ng aspeto sa barko
10 Why is there a necessity of being knowledgeable 5 4 3 2 1

about the properties of liquid / chemical cargoes?
Bakit kailangan may kaalaman ang isang opisyal o marino sa
mga uri ng chemical o liquid substances sa barko?
To locate them properly
Mailugar nang wasto
For labeling reasons
Malagyan ng wastong label
For prevention of accidents
Maiwasan ang disgrasya
For operations purpose
Para sa operasyon sa barko
APPENDIX C
RESEARCH BUDGET
PRICE QUANTITY TOTAL

Participants
Food 200 6 1200

Contribution 200 6 1200
Survey
Fare 100 6 600

Personal Food 300 6 1800
Instruments
Printing 500 500

Envelope 50 50
Photo Copy 500 500
Bookbinding
Manuscript
Proposal 200 6 1200
Photo Copy 200 200
Final Defense fee 400 6 2400

Food for Panelists 200 6 1200
Total Php
APPENDIX D
Timeline
Month Started Number of Months

Concept Planning July 2
Literature review August 2
Research Planning July 2
Proposal Planning July 2
Participant Selection July 2
Data Collection August 2
Data Analysis August 2
Final manuscript Writing October 5
Final defense October 5
Revisions August 5
Revisions
Final defense
Final manuscript
Writing
Data Analysis
Data Collection
Proposal Planning
Research Planning
Literature Review
Concept Planning
0 1 2 3 4 5 6
• (󠄁 No of Months – duration )
APPENDIX E
Research Tally
4.1 Demographic Profile of the Respondents

Table 1
Frequency and Percentage Distribution of the Respondents in Terms of Profile
N= 50
Profile F % R
1.1 Age
21 – 25 3 6% 7
26 – 30 6 12% 5
31 – 35 8 16% 3
36 – 40 5 10% 6
41 – 45 7 14% 4
45 – 50 10 20% 1
51 – 55 9 18% 2
55- 60 2 4% 8
61 – 65 0 0 0
66 and above 0 0 0
Total 50 100%
Management 16 32% 2
Support 13 26% 3
Total 50 100%
3–5 2 4% 6
6 -8 19 38% 1
9 – 10 9 18% 2
11 – 12 8 16% 3
13 – 17 7 14% 4
18 – 20 1 2% 7
21 – 23 1 2% 8
24 – 25 0 0 0
Above 25 0 0 0
Total 50 100%
1 What is your basis as your preference of the kind 5 4 3 2 1

of ship you would go to?
Ano ang iyong basehan sa uri ng barkong iyong sasakyan?
Personal preference (personal na pasya) 25 25 0 0 0
Experience (karanasan) 39 11 0 0 0
Money (kita o pera) 50 0 0 0 0
Number of years on board 12 10 18 10 0
(bilang ng taon ng paglalayag sa dagat)
Nothing at all (wala) 0 0 50 0 0
2 Do you agree that working on tanker ship is much 5 4 3 2 1

better than in dry ship?
Sumasang ayon ka ba na mas mainam ang sumakay sa tanker
ship kaysa sa ibang uri ng barko?
I highly agree (mataas ang pagsang- ayon ko) 0 0 0 50 0

I agree (sumasang-ayon ako) 0 0 50 0 0
No Comment ( wala akong komento) 0 0 50 0 0
I disagree (hindi ako sumasang-ayon) 0 50 0 0 0
I highly disagree (mataas ang aking hindi pagsang-ayon) 0 0 50 0 0

tanker vessel?
ship?
Know all the important information about the ship 550 0 0 0 0

barko)
Must have the full and complete knowledge of his job 50 0 0 0 0
Must have the qualification on board tanker 50 0 0 0 0
Must have the knowledge of the different operations on board 50 0 0 0 0
barko)
All of the above (Lahat ng nabanggit) 50 0 0 0 0

Discipline ( disiplina) 50 0 0 0 0
Hardwork ( mabuting pagganap sa trabaho) 50 0 0 0 0
Competency ( kakayahang magawa ang nararapat) 50 0 0 0 0
Decision Making (kakayahang makapag pasya ng wasto) 50 0 0 0 0
Teamwork ( pagkakaisa sa trabaho) 50 0 0 0 0

tanker vessel?
vessel?
Hot Works 50 0 0 0 0
Enclosed Space Work 50 0 0 0 0
Cargo Operation 50 0 0 0 0
Bunkering 50 0 0 0 0
None of the Above 0 0 0 0 50

Plans may always change (magbabago ang plano anumang 5 40 0 0 0

oras)
Plans may not be complete (maaaring hindi matapos ang 6 12 32 0 0
pagsagawa ng plano)
Plans may be erroneous (maaring maging mali ang plano) 50 0 0 0 0
Plans may not push through (maaring hindi matuloy ang 23 20 7 0 0
plano)
All of the above (lahat ng nabanggit) 18 16 10 5 0
7 Do you agree that smoking be prohibited in all 5 4 3 2 1

kinds of tanker ships?
Sumasang-ayon ka ba na nararapat na ipagbawal ang
paninigarilyo sa tanker vessel?
I highly disagree (mataas ang aking hindi pagsang-ayon) 0 0 0 0
8 Do you agree that the most risky part of working 5 4 3 2 1

on a tanker ship is that your health may be affected
seriously?
Sumasang-ayon ka ba na malaki ang epekto ng pagsakay sa

tanker ship sa kalusugan ng isang marino kung ikumpara sa
ibang barko?

I highly disagree (mataas ang aking hindi pagsang-ayon) 3 47 0 0 0
9 Which would you prefer to embark in, tanker ship or 5 4 3 2 1

dry ship?
Saan mo mas nanaisin ang sumampa sa mga uri ng barko?
Tanker 15 20 15 0 0
Bulk 11 12 20 7 0
Car ship 35 15 0 0 0
Cruise 45 5 0 0 0
Others ( iba pa) 0 0 50 0 0
5 4 3 2 1
10 Why do you think it is more economical for a
seafarer to go on board a tanker ship?
Sa iyong palagay, bakit mas makakatipid para sa isang marino
ang sumampa sa tanker vessel kung ikumpara sa ibang uri ng
barko?
lesser port to visit (mas kokonti ang bilang ng Puerto) 50 0 0 0 0

lesser travel time (mas mababa ang oras ng paglalayag) 50 0 0 0 0
No shore leave (halos walang shore leave) 50 0 0 0 0
lesser operation in cargo (mas kokonti ang pagsagawa ng 50 0 0 0 0
cargo operation)
More time to rest on board (mas mahaba ang pahinga) 50 0 0 0 0
APPENDIX F
Certification
October 2018
C E R T I F I C A T I O N
This is to certify that and his co researchers who are working

on the research paper entitled “ PREPARATION MADE BY A NEWLY PROMOTED
“ has conferred with me for the validation of their Aide Memoire

Interpretation of our Interview. I acknowledge them for their efforts to consider
our judgment regarding our experience.
This certification was issued for whatever purpose it may serve.
____________________________
Signature Over Printed Name
Date: _____________________
APPENDIX G
Correspondence
October 2018
Dear Respondent:
As partial fulfillment for the requirement under the program Bachelor of Science in
Maritime Transportation of the Our Lady of Fatima University, the herein researchers
request for your kind participation and your precious time to answer the questionnaire
for the research study entitled, PREPARATION MADE BY A NEWLY PROMOTED
The herein researchers are thankful for your kind help and support for making us possible
to gather information that we needed for the completion of this study. Rest assured all
information shall be treated with respect and utmost confidentiality.
Thank you very much.
Sincerely,
Noted by:
Research Adviser
APPENDIX H
Terminologies
Ballast: Seawater taken into a vessel’s tanks in order to get a proper trim.
Crude Oil: A naturally occurring petroleum liquid, consisting principally of different kind of
hydrocarbons and containing varying proportions of other substances. Unrefined petroleum.
CCR: Cargo Control Room, the control space on the ship which cargo operations are directed
and cargo/ballast valves and pumps are operated from.
Discharging Plan: A plan of the quantities being discharged from the ship, the plan includes
maximum rate, starting rate, maximum pressure at manifold, maximum trim and list during
discharging, critical stages during discharging etc.
Entry permit: A document issued by a responsible officer allowing entry into a space for a
specific time
Enclosed space: A space that has limited openings for entry and exit, unfavourable natural
ventilation and is not designed for continuous worker occupancy.
Flashpoint: The lowest temperature at which a liquid gives of sufficient gas to form a flammable
gas mixture.
Inert gas: A gas or mixture of gases incapable of supporting combustion of hydrocarbons or

otherwise react with the cargo
IMO: International Maritime Organisation
ISGOTT: International Safety Guide for Oil Tankers and Terminals
Loaded passage: The passage from the loading terminal to discharging port
Lower Explosive Limit (LEL): The concentration of a hydrocarbon gas in air, below which
there is insufficient hydrocarbon to support and propagate combustion. Sometimes also referred
as lower flammable limit.
MARPOL: International convention for the protection of Marine Pollution from Ships
MSDS: Marine Safety Data Sheet, a information sheet for the cargo being loaded/discharged
OCIMF: Oil Companies International Marine Forum
OPA-90: Due to the grounding of Exxon Valdez the United States made it mandatory for all oil
tankers calling U.S ports to be equipped with a double-hull.
Oxygen analyser: An instrument for determining the % of oxygen in a sample of the atmosphere
drawn from a tank or compartment.
Permit: A document issued by a responsible person which allows work to be performed in a

certain space.
Petroleum: Naturally occurring flammable liquid consisting of a complex mixture of

hydrocarbons. Petroleum covers both naturally occurring unprocessed crude oils and petroleum
products that are made up of refined crude oil.
PPE: Personal protective equipment
Purging: The introduction of inert gas into a tank already in inerted condition
Pumproom: A enclosed space on a tanker which contains cargo pumps, ballast pumps, eductors
and stripping pumps
SOLAS: International convention for the Safety of Life at Sea
SOPEP: Shipboard Oil Pollution Emergency Plan
SSSCL: Ship Shore Safety Check List Spill: Oil getting into the sea
Tanker: A ship designed to carry liquid petroleum cargo in bulk.

Terminal: A facility where tankers are berthed or moored for the purpose of loading or
discharging petroleum cargo.
Vetting: The general process of approving a vessel for use by which a company only uses tankers
that have been inspected and the risk presented in hiring the tanker is acceptable
APPENDIX I
DOCUMENTATION OF THE STUDY
APPENDIX J
ABOUT THE RESEARCHER
RESEARCHER’S PROFILE:
Age: _______ Birthday:_______________ Birthplace:_______________
Address: ______________________________________________________________
Father: ______________________ Mother: ________________________
Occupation: __________________ Occupation: ________________________
Elementary: _________________________________________ Year __________
Secondary: _________________________________________ Year __________
Goals in Life __________________________________________________________
ABOUT THE RESEARCHER:

Preparation Made by A Newly Promoted Seafarer Acting As Officer in Charge in Worldwide Tanker Vessel

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PREPARATION MADE BY A NEWLY PROMOTED SEAFARER … 1

PREPARATION MADE BY A NEWLY PROMOTED SEAFARER ACTING AS

1College of Maritime Education

2Research Development and Innovation Center

3Our Lady of Fatima University

This thesis entitled: PREPARATION MADE BY A NEWLY PROMOTED

Teresita A. Cruz , MME

This is to certify that the thesis PREPARATION MADE BY A NEWLY PROMOTED

Engr. Enrique P. Java, MAED

2/O Norven U. Rosal OIC-NW Miguel P. Atienza

Capt. Eutiquio R. Reyes Jr., MM

Teresita A. Cruz , MME

Date Signed: _________________

Table No. 1 Demographic Profile of the Respondents

Table No. 2 Survey Questions

2.5 What could be the most dangerous operation on tanker vessel?

Figure 1.0 Theoretical Framework

Figure 2.0 Research Paradigm / Simulacrum

Appendix A Letter of Permission to Conduct the Study

Appendix B Research Instruments

Appendix C Research Budget

Appendix E Research Tally

Appendix I Documentation of the Study

Appendix J About the Researchers

Keywords: tanker, Operation, Precautions, Negligence, Skills

competence for seafarers internationally (IMO. International Convention of Standards of Training,

Chinese Tanker Vessel Catches Fire

2.1 Theoretical Framework

HAZARDS RELATED TO A TANKER SHIP WHICH AN OFFICER OR

INPUT PROCESS OUTPUT

FLAMMABILITY NO SMOKING FIRE PREVENTION

STATIC CARE WITH TANK

PERSONAL DO NOT USE KNOWLEDGE ON

SPILLAGE CAREFUL POLLUTION

REPAIR WORK PREVENTION OF

ENCLOSED PERMIT AND CARE OXYGEN

Personal Equipment Hazards:

Cathode protection unit:

Real life incident

Read life incidences

More Important Points to Consider

2.3 Variable Discussions

2.4 Problem Statement and Hypothesis

H1: Skills and Knowledge gained by the newly promoted seafarer

2.5 Local Literature

2.6 Foreign Literature

From A seafarer’s perspective: An interview with a Captain of an oil-tanker

2.7 Local Studies

Important duties of a ship’s Chief Officer include

1. Chief Officer is responsible for performing vessel navigation watch duties.

5. He is responsible for maintenance of ship’s hull and accommodation.

10. He is in charge of the ballast and de-ballasting operation done on board.

16. He is the overall safety in charge for the deck crew.

17. He is responsible for the welfare of the crew on board ship.

2.8 Foreign Studies

CARGO OPERATIONS MANUAL Tankers

Chief Officer’s Standing Orders

2.9 Research Paradigm / Simulacrum

3.0 RESEARCH METHODS

3.2 Research Locale

3.3 Population and Sampling

3.4. Research Ethics

3.5 Research Instruments