HAWAII

H. Tatina after dischargting her cargo @ SBM, maneuver to dock for bunkering.

MAIN ENGINE (H. TATINA)

MT Hellespont Tatina main engine DU Sulzer 6RTA 58m KW power 12003.36 a G.T. 56,324 registered in Marshall Island enroute Worlwide manned by all filipino seafarers.

MAIN ENGINE (COSMO ASTREA)

Main Engine view of Cosmo Astrea. Engine type Sulzer 7 RTA 84m with a KW power of 20030. A G.T. of 138,129.00 registered in Monrovia in vice versa route in Persian Gulf & Japan.

YANMAR AUX. ENGINE

Cosmo Astrea Yanmar auxiliary engine it has two sets of Yanmar engine and 1 set of Turbo Generator.

PURIFIER ROOM

MT Cosmo Astrea a VLCC oil tanker ship. This ship designed for non-heating cargoes, viewing picture of HFO purifier room.

CHRISTMAS PARTY 2005

At messhall during Christmas Party 2005.

TURBO GENERATOR

A view of turbo generator in VLCC ship. An auxiliary engine to run drive by saturated steam from the auxiliary boiler. Create a power to supply the auxiliary pumps & electricity.

MT HAN-EI

MT Han-Ei a Japanese VLCC tanker ship a G.T. 147,580.00. Main Engine view DU Sulzer-7RTA 84T. A mixed crew 7 Japanese and the rest all filipino a vice versa route in Persian Gulf & Japan.

BAD WEATHER

Onboard Hellespont Tatina registered in Marshall Island a G.T. of 56,324.00 all filipino onboard and another experinced encountered a low pressure somewhere in south pacific when we left in New Zealand bound to Peru. It's hard to sleep for one week sailing in bad weather, beside we arrive inport safely.

A DINNER

Christmas party dinner prepared by the galley personel while the ship is underway to Singapore. We enjoy the party even were far away to our family.

MASTER

Master Roel Codilan delivered a short Christmas message to all officers and crews.

PRAYER

A short prayer lead by our Administrator Officer before we start our New Years Eve party.

NEW YEARS PARTY 2006

MT Hellespont Trinity and oil tanker ship manned by all filipino seafarers having fun celebrating New Years party while the ship just leaving from Hawaii bound to Singapore for bunkering, store & provision supply before it proceed to final distenation at Ras Tanura, Saudi Arabia for loading her cargo oil.

Galley Room

H. Progress galley room chief cook & messman smiling while preparing their menus.

Hellespont Progress

M/T Hellespon Progress engine room workshop fitter operated lathe machine. This ship is also manned by all filipino seafarers manning agency Manila Shipmanagement Inc.

PROCEDURE OPERATION OF CPOT FOR WARMING UP

1. Start diesel generator and parallel running.
2. Start vacuum condenser cooling sea water pump.
3. Open atomizing steam for aux. boiler.
4. Manual fire on aux. boiler for warming up step by step and take the flowmeter.
5. When aux. boiler reach to 10.0 kilo fire off boiler.
6. Start draining of CPOT's and steam main line.
7. Open air ejector steam inlet valve & dump valve outlet.
8. Fire on aux. boilwer until 15.0 kilo and fire off.
9. If CPOT's drain confirm steam, shut all drain valves. Open COPT's main steam return valve to cascade tank.
10. Keep an eye of the vacuum shell condenser pressure to -700 MPa. Start condensate pump & put to auto standby the secondary pump.
11. Open slowly aux. boiler main steam stop valve to fully open and shut by-pass valve.
12. OPen the main steam valve leading to COPT's fully open and shut by-pass valve.
13. Open inlet dumping valve.
14. Fire on aux. boiler until 15.0 kilo & boiler control mode shift to auot position & observe the dumping valve to open more than 16.0 kilo for auto steam dumping.
15. Auxiliary boiler is ready for operation for discharging oil cargoes.

BOAT DRILL

The team leader Chief Officers at port side checked the crews their individual duties & responsiblities during abondonship and proper wearing lifejacket and carried each immersion suit. The rest of the team lead by Second Officer at stardboard side. This drill carried out every saturday.

CABA TEAM

The smiling face of CABA team in front lead by Buson, A/B, Wiper & Fitter on board Hellespont Prosperity manned by all filipino seafarers.

ENGINE ROOM

After fire drill exercises at engine room, crews proceed to fire station on deck for the next drill.

MONKEY BRIDGE

MANILA SHIPMANAGEMENT INC.

Filipino officers & crews on board crude oil tanker ship "M/T Hellespont Prosperity".

KINDS OF DRILLS

Kinds of Drills

Abandonship
Fire Fighting
Oil Spill
Emergency Steering
Damage Control
Collision
Grounding / Stranding
Rescue Boat

4 Kinds of Hazardous Navigation

Restricted Visibility 3 nautical miles or less.
Narrow Channel
Heavy Traffic
Rough Seas (WF 10 Beaufort)

Kinds of Dangerous Work

Work in high places
Work over the side
Hot work
Painting and paint scraping work
Descaling work and work using machine tools

Critical Machinery

1. Navigation Equipment
a) Radar, Arpa
b) Gyro, compass and accessories magnetic compass
c) Radio navigation aids

2. Engine Related Equipment
a) Main Diesel Engine
b) Diesel Generator Engine
c) Steam Turbine Generator Engine
d) Generator Main Switch Board, Electrical wiring system
e) Main Feed Water Pump
f) Exhaust Gas Economizer

3. Deck Auxiliary Equipment
a) Windlass
b) Mooring Winch
c) Steering Gear

4. Tanker Related
a) Cargo Pump
b) IGS inert Gas System

5. Equipment Related to Environmental Protection
a) Bilge and Waste Oil Treatment System

THE ISM CODE

1. The purpose of this code is to provide and International Standard for the Safe Management and for Operation of Ships and for Pollution Prevention.

2. The assembly Adopted Resolution A.443(XI) (on 15th Nov.1979) by which it invited all Governments to take the necessary steps To safeguard the Shipmaster in the Proper Discharge of his responsibilities with regard to Maritime Safety and the protection of the Marine environment.

3. The assembly also adopted Resolution A.680(17) (on Nov.1991) by which it further recognized the need for appropriate organization of management to enable it to respond to the need of those on board ships to achieve and maintain high standards of safety and environmental protection.

4. Recognizing that no two shipping companies or shipowners are the same, and that ships operate under a wide range of different conditions. The code is based on general principles & objectives.

5. The code is expressed in broad terms so that it can have a widespread application clearly, different levels of management, whether shore-based or at sea, will require varying levels of knowledge and awareness of the items outlined.

6. The cornerstone of good safety management is commitment from the top in matters of safety and pollution prevention it is the commitment, competence, attitudes and motivation of individuals at all levels that determines the end result.

Engine Room Workshop

This guy is our fitter incharge of all electric and gas welding jobs, under the supervisoin of Second Engineer.

ENGINE CONTROL ROOM

H. Prosperity

Hellespont Prosperity crude oil tanker ship a GT 42,000. A China made ship, manned by all filipino crews. Photo taken after drill exercises, me and my fellow officers, from Left C/E, 2/O, 3/O, 3/E, 2/E, & 4/E. At the front Master Roel Codilan.

Engine Room Drill

A fire drill scenario at engine room purifier room. 3 Crews wearing breathing apparatus. The drill is carried every weekend for the familiarization of the crews on baord, like steering gear manual operations, lifeboat launching operations, emergency generator start operation and etc.

Standby for berthing

The crews standby for manuevering to alongside in Mexico port. Were loading oil about 2 days and bring her cargo at USA soil.

Local Tourist

A local tourist were seeing the view of chocolate hills. It is about 1,268 hills.

Aruba Boys

This was taken last July 22, 2008 in Valero Refinery in Aruba Island, while the ship is loading oil, me and the rest of the crew had a night's out, strolling within the island.

Incinerator waste oil burner

Incinerator fixed in every ship a designed to burned waste rugs, wast oil & etc. Used oil is prohibited to overboard in sea water to prevent oil pollution. This Teamtec Incinerator can burned oil about more than 50 liter an hour.

International and National Rules Concerning Oil Tanker.

The International Maritime Organization is a specialized agency of the United Nations which is responsible for measures to improve the safety and security of international shipping and tp prevent marine pollution from ships. It also is invloved in legal matters, Including liability and compensation issues and the facilitation of international maritime traffic. It was established by means of a Convention adopted under the auspices of the United Nations in Geneva on 17 March 1948 and met for the first time in January 1959. It currently has 164 member States. It has drawn up the following conventions among others:

1. SOLAS - International Convention for Safety of Life at Sea 1974, and

2. MARPOL - International Convention for the Prevention of Pollution from ships 1973/78.

The SOLAS and MARPOL directly effects the Construction, Equipment and Operation of Oil Tanker. Regulations pertaining to these aspects of tankers recommended by these conventions which become International Regulations are incorporated in the National laws by countries party to the Conventions and thus becomes statutory for that country.

Oil tankers are affected by SOLAS and MARPOL either through their National Laws or through the laws of the Port States. All tanker ships therefore has to comply with the said laws and proof of such compliance is through Certifications.

1. Compliance with the Structural Requirements by SOLAS 74 is certified by means of the Cargo Ships Safety Construction Certificate with the Oil Tanker Supplement.

2. Compliance with the Equipment Requirements of SOLAS 74 is certified by means of the Cargo Ships Safety Equipment Certificate with the Oil Tanker Supplement.

3. Compliance with Construction and Equipment Requirements of MARPOL 73/78 is certified by the International Oil PollutionPrevention Certificate with Supplement B.

Flag states are responsible for issuing these Certificates, but may hire or appoint other agencies to issue these Certificates on their behalf.

Master is responsoble for the Operational Requirements. Master of tanker ships must have a thorough understanding of all procedures for safe and pollution-free operations. Requirements for operation of ship's equipment are followed best by adhering to recommandations of the makers or manufacturers through the Manual of Operations supplied by them.

In many ports, oil tanker operations are governed by local regulation. Some ports have stringent regulations than others.

Each state has the right to legislate and enforced legislations on its own territory subject to other soverignties and international law.

Member States signatories to the convention are given authority and power to enforced the regulations and recommamndation by IMO.

Port authorities therefore may verify compliance with SOLAS<>

For a number of reasons, Oil tankers can cause marine or coastal pollution. Cleaning of oil pollution can be very costly.

TERMS & DEFINITIONS

DWT = total amount of cargo plus crew, fuel, water & stores that a vessel can carry when fully loaded expressed in long tons (2,240 lbs).

Light Ship = weight in long tons minus cargo, crew, fuel, stores and ballast; meaning the ship is totally empty.

Lightening = discharging or throwing overboard some of the cargoes to lighten the weight of the ship.

Lightering = STST of cargoes between two ocean going vessels.

Thieving = measuring the volume of water underneath of the oil by lowering a metal rod or tape smeared with litmus paste which changes color when contacted by the water but is not affected by the oil.

Ullage = depth of free space from the overhaed to the surface of the cargo/liquid.

Innage = the volume of cargo/liquid inside the tank.

Hogging = a ship is loaded heavily at her ends causing the middle to bend upward and Sagging is too much load in the middle causing the ship to bend downward.

Combustible Gas Indicator (Explosimeter) = an instrument used in measuring the composition of hydrocarbons mixed with air in percentage of the lower flammable range/limit. Not effective when O2 is very low.

Bonding = connecting together of metal parts to insure electrical continuity.

Stripping = final operation in pumping bulk liquid from a tank or pipeline during discharge operations.

Torch (Flashlight) = a battery operated hand lamp approved by competent authority for use in a flammable atmosphere.

Flashpoint = The lowest temperature in which a liquid gives off sufficient gas to form a flammable gas mixture near the surface of the liquid. When a spark or heat is introduced it will burn/flash but only across the surface of the liquid.

Gas Free = A tank, compartment or container is gas free when sufficient fresh air has been introduced to lower down the level of any toxic, flammable ot inert gas to a specific purpose like hot works or entry.

Inert Gas = a gas or a mixture of gases such as flue gas containing insufficient oxygen to support combustion.

Venting = gas/gases being released from the cargo tanks or enclosed spaces.

Ventillation = air entering into the tanks or enclosed spaces.

Interface Detector = an electrical instrument used in detecting the boundary between oil and water.

Loading Overall = loading of cargo or ballast "over the top" through an open ended pipe or hose entering a tank through a hatch or other deck openings resulting in the free fall of the liquid.

Pour Point = the lowest temperature at which a petroleum oil will remain liquid/fluid.

Topping Off = operations of completing the loading to a required ullage.

Topping Up = (Purging) = putting additional inert gas into a tank which is already in an inert condition to lower down further the oxygen or increases the pressure to prevent the entry of air into the tanks.

Mexico Port

The ship leaving in Mexico after loading oil then proceed to Houston Texas, USA for discharging her cargo.

ASSOCIATED MARINE OFFICERS AND SEAMEN'S UNION OF THE PHILIPPINES

AMOSUP Training Center
THE AMOSUP Training Center was established in 1972 to meet the following objectives:

> To provide job-oriented upgrading courses free-of-charge to the AMOSUP members as well as to other Filipino seafarers to augment their skills and competence, and increase their acceptability for employment in the International Fleet.

> To serve as a Marine Graduate Institution to supplement and upgrade the training of Licensed Deck and Engine Officers, and special technical courses for non-licensed Ratings and other IMO requirements mandated in the STCW-78

> To improve the image of the Philippines as a modern maritime country with the highest quality trained seamen.

> To transfer technnology in the field of Maritime education and the shipping industry.

The AMOSUP Training Center is well equipped with state-of-the-art equipment, instruments and laboratories.

Qualified Members:

> Active Members

> Inactive Members

Requirements:

For Members:

> AMOSUP ID Card

Bring these requirements to the Registrar's Office at the AMOSUP Training Center, and make inquities on the schecdule of classes.

Benefits:

Qualified members or dependents may enroll in a course of their choice free-of-charge except for board & lodging. Filling out an application form is required. The courses offered at the AMOSUP Training Center are the following:

> Basic Safety Training with Personal Safety & Social Responsibility

> Ratings Forming Part of Navigational Watch

> Ratings Forming Part of Engineering Watch

> Radar Navigation, Radar Plotting and Use of ARPA

> Radar Simulator Course

> Radar, ARPA, ARPA Bridge Teamwork and Search and Rescue

> General Operator's Course for GMDSS

> Electronic Chart Display and Information System

> Ship Simulator and Bridge Teamwork

> Engine Room Simulator

> Medical Emergency First Aid

> Ship Security Officer

> Shore-based Fire-fighting

> General tanker Familiarization

> Fire Fighting and Prevention

> Fire Fighting and Prevention (LPG Fire)

> Free Fall Lifeboat Familiarization

> Free Fall Lifeboat Coxswains Course

> Bridge Equipment Familiarization and Watch Keeping

> Bridge Equipment and Watch Keeping with Shipboard Orientation aboard T/S Kapitan Felix Oca

> Engine Room Equipment Familiarization and Watch Keeping with Shipboard Orientation aboard T/S Kapitan Felix Oca

> Chef's Course (under the provisions of ILO Convention for ship's Cook (C69-1946)with IFS Certification

AMOSUP Training Ship

T/S Kapitan Felix Oca

In 1997, AMOSUP acquired the training ship M.V. Seiun Maru form the Ministry of Transport of Japan. Renamed T/S Kapitan Felix Oca. It is now registered under the Philippine falg. The training ship is wher theory is put into practice by the cadets of the Maritime Institute of Asia and the Pacific, the students of the AMOSUP Training Center and other maritime schools.

The T/S Kapitan Felix Oca is a 5,000 GWT dedicated training ship capable of accommodating up to 180 cadets at any given time, and is the only one of its class in the Philippines. Aside from comprehensive standard navigation equipment, the ship is equipped with the following:

> Automatic Radar Plotting Aid (ARPA)

> Electronic Chart Display System (ECDICS)

> Global Maritime Distress Safety System (GMDSS)

On board course are conducted in compliance with the IMO's training standards.

Sailor's Home - Intramuros and Cebu

Backgound:

the Sailor's Home program began in 1978 to provide temporary residence for AMOSUP members who are waiting to go on baord, or have disembarked and are on their way home to the province. Today, it is located in Intramuros and Cebu and can accommodate a total 160 qualified members in fully airconditioned dormitory-style rooms.

Qualified Members:

> Active and Inactive Members

Priority is given to active bonafide members who are:

> domiciled in the provinces

> first time users of the Sailor's Home

> about to embark or have just disembarked

Requirements:

> AMOSUP ID Card

> Proof of line-up or disembarkation (Seaman's book, dispatch slip, allotment slip, etc)

> Accomplished Request for Sailor's Home, Registration Form, Conforme and Accountability

Procedure for Application for Use of Sailor's Home:

> Verify availability of bed space with Sailor's Home front desk

> Secure application form from Seamen's Center or Sailor's Home and accomplish accordingly

> Submit the application form and requirements to the AMOSUP Administrative offica at the Seamen's Center for approval

> Upon approval of application, proceed to Sailor's HOme for registration

> Sailor's Home requires members to deposit luggage except for daily needs, it will be kept in assigned lockers

> Linens, towels, bed number, locker keys and breakfast stubs will be issued to the member

> Member will be briefted on House Rules

Should a member arrive from the province or abroad after working hours, he may still avail of the Sailor's Home if there is available space. He may proceed directly to the Sailor's Home as long as all the requirements are submitted immediately to the Sailor's Home administration, and the application processed the next day.

If the Sailor's Home is fully booked, a member may be placed on reservation for a future date. All reservations must be honored precisely at the agreed check-in-time. If a member is not precent at the designated time, his slot will be given to a member on wait list. Members who will not use their reservations are required to inform the Sailor's Home administration.

Benefits:

Occupants are entitled to the following, free-of-charge

> Bed space with linens

> Bath and toilet facilities

> Locker space

> Breakfast at the Cafeteria and Lounge

These benefits are available to all occupants based on the following terms and conditions:

> Lenght of stay-maximum 15 consecutive days subject to extension but not exceeding 30 consecutive days. Request for extension may be approved by the AMOSUP administrative Secretary on condition that no other bonafide appliacnt member is more needy of the benefit, and occupancy of Sailor's Home is not full

> Rules and regulation-all member applicants shall conduct themselves in a manner consistent with decorum and good discipline. Members are expected to follow the Sailor's Home Rules on Conduct and Behavior, DIshonesty, Insubordination, Visiting Hours, Curfew, Sleeping Time and other rules and regulations established by the Sailor's Home.

> Rules on the use of equipment-occupanta are enjoined to preserve, protect and maintain in good working and useful condition all the facilities and items provided them.

> Rules on cleanliness and hygiene-occupants should maintain order, hygiene and cleanliness.

FIRE FIGHTING

FIRE FIGHTING

To support combustion, three elements must be present;

1. Enough fuel to be burned;

= Explain the different kinds of fuel (Class "A"B"C"D"E")

2. A source of Heat/Ignition;

= Direct heat (Cigarettes, soots, hot works, etc.)

= Mechanical Sparks

= Electrical Sparks

= Static Electricity

= Auto-ignition

3. Oxygen in sufficient quantity to support combustion after ignition has taken place.

These three elements are reffered to as:

THE FIRE TRIANGLE

1. On board tankers, these elements are always present either in, on and around the vessel.

Crude Oil = give off hydrocarbon vapour which is always present in the ullage spaces of the cargo tanks. The percentage of these vapours depend on the type of crude oil and the amount of agitation imparted during loading;

While they may stopped giving off vapors after loading, when discharged; the scales, sludge and sediments will given off furhter vapours when splashed by the water or oil from tank washing machine. These vapours are excellent source of fuel and is capable of being burned/ignited.

2. Source of Ignition

They are abound on board, e.g. Burners, Electric stove, generators, cables, lighting and powered equipment, falling objects capable of causing sparks, hot works; like welding, grinding, boring. Static electricity can also be generated under certain climatic conditions. All thes things can represent the Heat as one of the triangle of fire.

Oxygen is also always present in the air and around the ship. To prevent these 3 triangle to co-exist, safety measures for the transport of oil have been adopted by dividing the ship into Two Zones.

a. Safe ZOne - where the machinery spaces, living compartments and operating spaces like the bridge are located.

b. Dangerous/Hazardous Zone - an area on board where cargoes are stowed or contained including its immediate areas.

=Every effort is to be made to prevent the movement of any kind between these zones and if there is a need to do so as operations demands; like an electric cable with current from the safe zone to the hazardous zone precautions must be made to make this cable intrinsically safe. Movement of personnel to the hazardous zone must also be rendered safe by restricting their movement or activities like prohibiting them from smoking, or carrying unsafe sources of ignition like unauthorized torch, lighters, radies and even calculators & also preventing the entry of hydrocarbon gases to the safe zone.

=Oxygeb being one of the elements of fire is now considered as the most practical means of preventing fore on board tankers. Thus the mandatory installation of Inert Gas System form 20,000 tons and above as required by SOlas Protocol 1978 which has entered into force, May 1, 1981.

FIGHTING FIRES

=Early detection accompanied with prompt, intelligent confidence and collective efforts will spill the difference between a minor or major disaster on board.

WHEN FIRE IS DETECTED

1. Sound the alarm continuosly to warn shipboard and shoreside personnel of the danger & equally important, it will summon help. Activate the Emergency Shutdown System

2. Evalute the fire and above all, don't panic:

a. How will it be contained or kept from spreading?

b. How can the source of heat, fuel or O2 be eliminated?

c. What is the greatest danger of this fire? and

d. How can this be blocked?

3. Get the fire under control:

a. Isolate the fire by cooling adjacent areas;

b. Remove vombustible materials from adjacent areas;

c. If possible fill nearby cargo tanks with inert gas, CO2 or steam

d. Cut off air by shutting down ventillation, closing doors, portholes, hatches & other openings.

4. Extiguish the fire = cooling, smoothing or breaking up the chain reaction or a combination of these methods.

5. Guard against re-ignition - cool the areas completely

6. Check missing personnel if any; and

7. Tend mooring lines, rig accommodation ladder/gangplank.

FIRE FIGHTING

On board tankers at any given time, it could be turned into a floating incinerator and worse a coffin for everybody on board. A small spark or a mislaid cigarette could cause the inferno.

It is therefore your duty and responsibility to know the loactions, functions and operations of your fire fighting equipment you are assigned. Your knowledge is crucial to any ships especially on tankers.

In case of fire, your decisive actions, calmness, and collective efforts coupled with your determination, this terrible catastrophy can easily be defeated.

HEAT TRANSFER

Conduction - passes thru a medium like steel bulkheads-causing ignition without any open flame.

Convection - passes thru openings like portholes, doors, vent ducts caused by the expansion of hot air.

Radiation - pass thru a vacuum equally in all directions like the heat of the sun.

Note: FIre that never start or happens can destroy no cargo or equipment, harm no crew, in fact do no damage at all. It is very easy to start but extremely difficult to extiguish.

Fire prevention is much better than cure.

FIRE FIGHTING EQUIPMENT / MEDIA

1. Water - it has the highest cooling effect, not expensive and are all arond the ship. One or more pumps draw water form the sea and deliver it to the fire main; a system of pipes which carries the water to the fire stations located stragetically throughout the ship. Stop valves are fitted between stations so that sections damaged can be isolated to prevent loss of pressure. Each fire stations has a hydrant and a fire hose with 2-1/2 inches on weather decks and 1-1/2 inches in confined spaces allowing water to be delivered in solid stream or high velocity fog via the all purpose nozzle. Low velocity fog can also be used with special applicator breaking the water into fine mist with a maxumum surface area to the fire and also very ideal in protecting fire fighters when approaching the fire.

Foam - very effective for Class "B" fires and very valuable for tankers because ot its ability to blanket the burning liquid.

Types = Chemical and Mechanical with the latter now very commonly in used. The mechanical foam has three constituents; namely, air, water and concentrated foam liquid.

These three constituents must be mixed turbulently with especailly designed nozzle which when charged with water from the fire main siphon concentrate into the line and mix it with the air in correct proportion.

=Some new tankers are fitted with fixed foam system which protects the engine room and pumproom. In addition, fixed foam monitors are often provided at amni deck fire stations.

=Older ships are equipped with portable foam nozzle fitted with pick up tube to be inserted into a 5 gallon container of concentrate foam. It has a little cooling effects & therefore, it must be maintained on airtight blanketed over the entire area to eliminate air.

3. CARBON DIOXIDE (CO2) = An inert gas, odourless & colourless 50% heavier than air. Very effective in Class "B" & "C" when used in confined areas. They are applied in three methods:

a) Fixed System - mostly used in engine room. Stored in a cylinder of tanks in a special area / remote control pull box provided for each space protected. They are fitted with auto alarm with a time delay mechanism for the crew to clear the area.

b) Semi-Portable CO2- also provided in some engine room in addition to the fixed system CO2. Bolted permanently in bulkhead attached to a portable hoses stored in reels which can be run quickly to the affected areas.

c) Portable CO2- located in bulkhead holders throughout the ship particularly in spaces where Class "B" & "C" fires are likely to occur like machine shop, Radio Room, & Galleys.

4. DRY CHEMICALS - impede combustion by breaking up the molecules chain reaction. Delivered in hand held extiguisher located strategically throughout the ship. SOme tankers are provided with large dry chemical units for use against spill fire on deck. They are effective in Class "ABC" fires. If the fire is outside, it must be applied winward. Never apply in petroleum fire. It will only agitate the fire and cause it to spread.

5. HALON 1301 & 1211 = THEY DO NOT PRODUCE TOXIC GASES. They prevent chain reaction required for combustions. In a lesser extent, they tend to smoother the fire by their vapours.

=Halon 1301-In some ways they are move effective than CO2 for used in fixed system. It is not dangerous for personnel when breath for a short period of time.

=Halon 1211- Used in portable extiguisher. Like CO2, both halos displaces oxygen upon vaporizing.

6. INERT GAS = Although designed to prevent fire, they can also be used to extiguish fires in cargo tanks. If the tanks has not been raptured as in collision or explosion the addition of inert gas in sufficient quantities will lower the oxygen content below where combustion can no longer exist.

7. CARBON TETRACHLORIDE = A very popular extiguishing agent in the past but now banned because it produces a lot of toxic vapours upon contacting the fire.

8. STEAM SMOOTHERING SYSTEM = the oldest of fire fighting equipmentr on board tankers. It consist of steam piping which lead to a master valve to a series of headers with a separate valves fitted to each tank. These valves are left open to avoid delay in case of emergency. Valves to unaffected tanks are then closed.

Crude Oil / Petroleum & Tankers Historical Background

CRUDE OIL / PETROLEUM & TANKERS HISTORICAL BACKGROUND

1. Mineral Oil/Petroleum - has been found & known for centuries (4000 B.C.) from rivers, bitumen lakes, natural seeps from land and tar pools. Usually reffered to as PITCH or SLIME or ROCK OIL deriving its name from the Latin Words - PETRA for ROCK and OLEUM for OIL. It was first used for heating & cooking fires and as lubricating axles for driven carts and many ohters eves as medicine;

2. It was in the middle of the nineteen century that the world found out what valuable products it could yield by distillation on the report of Professor Benjamin Silliman of Yale;

3. Probably, the first people to drill were the Chinese many centuries before the birth of Christ. Since report of its value, the growth of the mining and refining of oil, with the era of industrial revolution in Europe and America, made it a never ending search for deposits and newer use of petroleum products;

4. The precise composition and properties of the various components vary according to the source of the Crude Oil;

5. Found in quantity in Pennseyvania, USA in 1848, and about 12 years later in June 1859, a certain colonel Drake drilled the first well and brought to a depth of about 70 feet in August of the same year. This was the forerunner of other wells all over the world some having a depth of over 20,000 feet.

6. In 1850 or 2 years after the discovery, a Glasgow Chemist, James Young discovered that he can distill this mineral for lamps even better and brighter than those previously used oils like whale.

7. The first cargo oil in barrels from the USA to Great Britain arrived in 1861 on board the Brig Elizabeth Watts.

8. In 1878, the first ship to use the hull or skin as a container for oil was the Zoroaster;

9. The first tankership of 2,307 tons, the Gluckauf was launched in 1886. This was the start of the world oil industry that we have today;

10. Initially, the major producing areas were only in the USA;

11. By 1900, the West and East Indies; Burma, Russia and Romania have developed their oil fields, followed later by Venezuela and Mexico;

12. Persia in 1911 started the group of Middle East oil fields;

OTV = Odour Threshold Value = the smallest concentration of gas or vapour, expressed a persons starts to smell or detect the gas/vapour.

13. In 1960 with the price and still growing demand of oil, drilling od seabed and continental shelves resulted to the oil fields in Nothr Sea and the Coast of the United States;

14. Many other countries of the World are now producing oil like Indonesia and Brunei; and

15. Perhaps and hopefully soon in the near future, the Philippines will also start producing oil, specially in the areas of Palawan in Southern Philippines, Surigao Province in Mindanao, the Bicol Region and other parts of the Country.

A. CRUDE OIL/PETROLEUM = Minerals extracted form underground formations composed of a complex mixture of thousands of carbon & hydrogen having different weight of molecules & structures together with small amount of sulphur, oxygen, and nitrogen & some organo-metallic compounds of metals like vanadium, iron, nickels, sodium and salt water emulsified with the oil.

B. CHARACTERISTICS:

1. Basically, it is an unrefined hydro-carbon oil which is almost in the same state when loaded as when it comes out from the ground;

2. Specially, it contains;

85% weight of carbon

13% weight of hydrogen, and

2% weight of sulphur, nitrogen and some organo-metallic compounds of vanadium,iron, nickels, sodium & salt water emulsified with the oil;

3. Its constituens are not identical. The precise composition vary according to the source of the oil;

a. Crude oil from Venezuela like the Bacharquero or Tijuana are so heavy that they are practically solid at ambient temperature and must be heated before they can be loaded or discharge. They have a very high property of Bitumen;

b. Crude oil from Algeria contains very little of the heavier constituents. They are light that they can be used in Diesel Engines evne without refining.

c. As a liquid, they also include natural gases founs in Petroleum bearing formations like Methanes;

d. In its natural state, it is generally Brownish to green to black liquid.

LEL/LFR (Lower Explosive Limit/Lower Flammable Range)= There is insufficient hydrocarbon gas mixed enough air to support combustion. (Too lean to burn)

UEL/UFR (Upper Explosive Limit/Upper Flammable Range)= There is enough air to support or propogate combustion or fire. (It is too rich to burn)

4. It has a specific gravity of:

0.78 - 1.00 - Crude

0.63 - 0.90 - Clean Oils (distilled lighter fraction of crude).

5. It could be made to yield several types of products by Fractional Distillation or Cracking process carried out by applying heat. As the temperature increases, different fractions will escape from the oil itself.

C. THREE STAGES IN FRACTIONAL DISTILLATION

1. Primary Stage:

By flash evaporation of the pre-heated crude oil under about 50 lb(f) 1n2 or 3.5 kg(f)/cm pressure will result in the removal of the lightest fractions; Methane and Ethane both in dry form;

=further flash distillation comes - Propane and Butane also in gas form followed by a product known as Stabilized Light Gasoline whisc has an approximate boiling range of from 30 to 80 C (86-176 F)

2. Secondary Stage

The Topped Crude form the first stage is agin heated in a "Pipe Still Furnace" and discharged into the main fractionating column provided with a number of trays at an increased atmospheric pressure separated according to their boiling ranges:

a. Heavy Gasoline = 80 to 140 C (176-284 F)

b. Naptha = 140 to 180 C (284-365 F)

c. Kerosene = 180 to 250 C (365-482 F)

d. Gas Oil = 250 to 340 C (482-644 F)

The atmospheric residues which remain, represent about 50% by volume of the Crude Oil charged. This is now used directly as a major component of Heavy Oil known as Bunker Oil.

3. Third Stage:

Processed under vacuum to produce a Heavy Gas Oil known as Bitumen a black to dark brown solid or semi-solid organic materials which gradually liquefied when heated.

Some of these could be used for Petrochemical Feed-Stock which are previously made only from raw materials by fermentation like:

"Ethyl alcohol, Ethyl Ether, Ethyl Chloride, Ethyl Acetate, Acetone, Normal Propyl Alcohol, Isoprophyl Alcohol, Ethylene Oxide and Ethylene Dechloride".

Ethyl Alcohol produced formerly from Molasses and Acetone from Maize.

Description of Automatic Control System of Oil Burner

DESCRIPTION OF AUTOMATIC CONTROL SYSTEM OF OIL BURNER.

1) Oil burner

Sunflame burner model SSC, of oil circulating and high pressure atomization type, employs oil gun which operates under high pressure. This is an ideal burner in that heavy oil atomized into very fine particles through its nozzle and completely mixed with air flow directed from incorporated forced draft fan through built-in air-nozzle to ever assure complete combustion of the mixture. The SSC burner is so compactly designed and constructed that its fan and electric motor as well as oil pump which draws oil from service tank and exerts pressure on the oil are all driven coaxially with minimum moving components fro easy maintenance.

2) Automatic control system.

a) Automatic electric igniter:
This igniter is mainly composed of transformer for providing sparks, electrode and electrode-wire and operatively generates sparks to directly ignite heavy oil.
b) Steam pressure switch. (For ON/OFF control):
In response to the operating pressure variation, the bellows incorporated in this unit will expand or contract to actuate micro-switch for opening or closing the electric circuit for automatic start or stop of burner operation.
c) Combustion monitor. (Flame-eye.):
This is Flame-eye of an electronic tube type employing photocell of cadmium sulfide.
d) Oil temperature check-up switch. (built-in oil heater.):
Unless fuel oil reaches predetermined value, this burner cannot be get into its automatic operation. Once the temperature lowers down below that value, the burner will be brought to rest.
e) Heavy oil solenoid valve.
This serves to control two positions (ON/OFF) of fuel oil supply.
f. Main control protecting relay. (YH-3B.):
This relay controls the burner program depending on signals from the monitoring unit during automatic operation of burner and further provides automatic controls of operations of all associated operating units for assuring stable oil combustion with maximum security.
g. Oil preheater:
This preheats heavy oil up to a proper temperature for easier ignition of the oil with improved efficiency in its combustion.
h. Control panel. (Mount-to-wall type made of steel sheet.).
This panel is provided with all electric components necessary for controls for oil combustion, including main control protecting relay, auxiliary switch, pilot lamp, operating switches etc., and is particularly used for any automatic control of operating signals given to all of the associated units on the basis of controlled program and for check-ups of safety operation as well as for all automatic controls of oil combustion. However, manual burner operation may be possible by means of appropriate switch, if so desired.

Boat Drill

Boat Drill

IMMERSION SUITS

IMMERSION SUITS

With respect to passenger ships constructed before 1 July 1986 the requirements shall not apply until 1 July 1991

Passengers ships shall carry for each lifeboat on the ship at least three immersion suits which comply with the regulations. In addition a thermal protective aid must be provided for every other person who is to be accommodated in the lifeboats, who is not provided with an immersion suit.

These immersion suits and thermal protective aids need not be carried if:

a. persons are to be accommodated in totally or partially enclosed lifeboats.
b. If the ship is constantly engaged on voyages in warm climates where in the opinion of authority, thermal protective aids are unnecessary.

With respect to the rescue boat of passengers and cargo ships, each person assigned to the crew of a rescue boat will be provided with an immersion suit of appropriate size, which complies with the regulations.

Cargo ships shall carry for each lifeboat on the ship at least three immersion suits which comply with the regulations, or, if the Authority considers it necessary and practicable, one immersion suit for every person on board the ship.

However, in addition to immersion suits required for life rafts, lifeboats and rescue boats the vessel shall carry thermal protective aids for persons not provided with immersions suits.

These immersion suits and thermal protective aids not be required if the ship:

a. has totally enclosed boats on each side of the ship of such aggregate capacity as will accommodate the total number of persons aboard; or
b. has totally enclosed lifeboats capable of being launched by free fall over the stern of the ship of such aggregate capacity will directly from the stowed position, together with life rafts on each side of the ship of such aggregate capacity as will accommodate the total number of persons aboard; or
c. is constantly engaged on voyage in warm climate where in the opinion of the Authority, immersion suits are unnecessary.

Cargo ships of less than 85 m length other than oil tankers, chemical tankers and gas carriers, shall carry immersions suits for every person on board which complies with the regulations unless the ship:

a. has davit launched life rafts; or
b. has life raft equipped with equipped with equivalent approve appliances, capable of being used on both sides of the ship and which do not require entry in to the water to board the life raft; or
c. is constantly engaged on voyages in warm climates where in the opinion of the Authority, immersion suits are unnecessary.

Life rafts shall be provided with thermal protective aids which comply with the regulations, sufficient for 10 percent of the number of persons the raft is permitted to carry or two whichever is greater.

Lifeboats shall be provided with thermal protective aids which comply with the regulations, sufficient for 10 percent of the number of persons the lifeboat is permitted to accommodate or two, whichever is greater.

General Requirements for Immersion Suits

1. The immersion suits shall be constructed with waterproof material so that:

a. It can be unpacked and donned without assistance within 2 minutes taking into account any associated clothing and a lifejacket if the immersion suits is to be worn in conjunction with lifejacket.
b. It will not sustain or continue melting after being totally enveloped in a fire for a 2 second period.
c. It will cover the whole body with exceptions of the face. Hands shall also be covered unless permanently attached globes are provided.
d. It is provided with arrangements to minimize or reduce free air in the legs of the suit.
e. Following a jump from a height of not less than 4.5 m into the water there is no ingress of water.

2. An immersion suit, which complies with regulations concerning lifejackets, may be classified as a lifejacket.

3. An immersion suit shall permit the person wearing it, and also wearing a lifejacket, if the suit is to be worn in conjunction with a lifejacket to:

a. Climb down a vertical ladder at least 5 m in length;
b. Perform normal duties during abandonment;
c. Jump from a height of no less than 4.5 m into the water without damaging or dislodging the immersion suit or being injured;
d. Swim a short distance through the water and board a survival craft.

4. An immersion suits which has buoyancy and which is designed to be worn without a lifejacket shall be fitted with a light and whistle than comply with the lifejacket regulations.

5. If the immersion suit is designed to be worn in conjunction with a lifejacket, the lifejacket should be worn over the immersion suit. The person wearing such an immersion shall be able to done a lifejacket.

· Offshore survival suit/survival suit (for platforms and ships respectively)
· Name of the manufacturer
· Model number
· Serial number of the suit
· Production date
· The ships name and place of registration
· Approved by the Maritime Directorate

Under normal conditions, it should be possible to unpack the survival suit and put it on without assistance in the course of one minute.

If the survival suit is to remain waterproof, you have to follow the users guide carefully. Ensure that:

You put the hood on the right way and that the zip is completely locked
You make the hood fir very carefully if you have a beard
The zip is treated with bees wax or acid free fat
You keep and maintain the suit

Drilling vessels and other mobile installations should have at least an emergency ladder for each lifesaving station. Fixed emergency ladders should preferably be placed on each corner column or leg and reach from the deck to the lowest applicable water.

At least one personnel net should be located on each installations. The net should be placed so that it is easily available and should as far as possible be ready for attachment to a crane in the event that persons are to be hoisted from the sea.

Rescue basket

Both the installation and the rescue vessels be equipped with a rescue basket for hoisting up persons from the sea. The basket should be placed under an approved crane arrangement. The rescue basket should have the biggest possible opening, and it must be able to be lowered so deep, into the water that persons in the water easily can slip into the basket. Parts of metal or other hard materials must be satisfactorily upholstered, and the hoisting arrangement should be designed so that person in the basket will not be injured.

The basket is constructed to pick up several persons at a time. The picking up of injured people can be done either by unmanned rescue basket. Most rescue baskets are constructed to unmanned. The basket is then lowered into the water, so that it can float down to the distressed person which will be able to get into the basket. The crane operator could also try to pick up the person in the water. This could be dangerous if the person is unconscious, because one does not know what injuries he/she has. In such cases, it is advisable that the rescue basket is manned.

INERT GAS SYSTEM – IGS

System Arrangement

The arrangement and functions of the main components of the Inert Gas System are shown schematically. The system shown uses flue gas from the main – or auxiliary boilers as a source of inert gas. There are also systems using an inert gas generator i.e. an init producing gas by combustion of oil similar to the combustion chamber in the boiler. However, the functional descriptions and arrangements shown still apply in principle except that the scrubber and inert gas generator normally are built as an integral unit.


Main components and their functions in an inert gas system.

In the following sections a brief description of the main components is given. It must however, be observed that all details related to specific types and makes of inert gas system are not dealt with.

Inert Gas Scrubber

The following processes take place in the scrubber

Ø Cooling of the flue gas
Ø Soot extraction
Ø Removal of sulphur dioxide (SO2)


Cooling of flue gas

Cooling of flue gas can be achieved either by sea water being sprayed into the gas flow, or by the gas flow bubbling through a sea water bath.

Both methods are convenient for cooling, but there are definite design requirements to be satisfied for them to be effective. Spray cooling or a combination of bubble and spray cooling is most common method.

Extraction of soot

The following 4 different methods for soot extraction are considered here:

Spray scrubber tower
Packed bed scrubber tower
Plate stage scrubber tower
Venturi scrubber

The working principle for all there are based on the collision effect between soot particles and water drops.

Removal of Sulphur Dioxide (SO2)

The removal of sulphur is obtained by absorption in the cooling water. This effect takes advantage of the solubility of the sulphur dioxide in sea-water. The extraction of SO2 occurs by the contaminated gas being brought into contact with the sea-water. It is important to have a large contact surface and this achieved by leading the gas through a packed scrubber tower or a plate stage scrubber tower. The seawater runs through the packing in a center-flow in relation to the gas (or from plate to plate stage tower).

Example of scrubber designs

The figures 40 and 41 show examples of current designs of inert gas scrubbers. The first example shows a scrubber with a spray cooling a venturi for soot extraction and a packed bed tower for removal of SO2. The second example is a scrubber with spray nozzles in venture and bubble bath for cooling, venture for soot removal and plate tower for SO2 removal.

Closing Arrangement at Flue Gas Inlets

The flue gas valves operate in every sever conditions: high temperature (up to 450ºC). high soot and SO2 contents in the flue gas. This results in corrosion and clogging problems.

Valves intended for complete shut-off have a tendency to jam and deposits of soot make full closing difficult. Some valve types are therefore designed with a certain leakage (under-cut). To prevent flue gas leakage to the scrubber when inert gas system is shut down, the scrubber and flue gas line after the flue gas valve is pressurized with air from the boiler fans so that air is leaking past the valve into the flue gas uptake. A drawback with this arrangement is that maintenance work on the scrubber is difficult with the boilers in operation. The overpressure in the scrubber cannot be maintained in this situation and flue gas may flow into the scrubber. Moreover the high temperatures in the flue gas intake, when the boilers are in operation (turbine-vessels), makes inserting of blind flanges difficult. An alternative closing arrangement is to fit double shut-off valves with supply of pressurized air between the valves. Butterfly valves seem most convenient as flue gas valves. The valves must be equipped with an arrangement for purging with air or steam for removal of soot deposits.

Effluent Discharge from Inert Gas Scrubbers

The outlet water from scrubbers has a pH value between 2 & 4 depending on quantity of sea-water supplied, sulphur content in the fuel oil and the efficiency of the scrubber. Experience has shown that the scrubber effluent is far more aggressive than expected with mentioned acidity and content of sulphuric acid. The reason is probably to be found on the intermittent in sea-water and oxides in the flue gas. As the pH valus seems to have less influence on corrosion than presumed. The attacks will probably in the main take place during stand still periods. When the concentration of acid will increase owing to evaporation. If so a thorough flushing of the effluent line after the system has been stopped will have a reducing effect on the corrosion.

Inert Gas Blowers

Inert gas blowers may be either steam driven or electrically driven. These units have been a significant source for problems in some installation. These problems very often stem from deposits built up on the blower disc causing unbalance and eventually damage. Regular water washing has shown to improve the conditions and therefore water spray nozzles are usually fitted in the blower casing for this purpose.

Deck Water Seal

It is required that a water seal and a non-return valve are to be fitted in the main inert gas line after the blowers. The non-return valve is to be located on the (tankdeck). Normally the water seal is also located on the tank deck.

The task of the water seal and the non-return valve is to prevent return of gases from gas dangerous areas (tank area) to gas safe spaces, e.g. engine room.

Upon stop of inert gas plant the water seal should automatically be filled with sufficient quantity of water to be able to establish a water column sufficiently high to withstand the highest possible tank pressure higher than the opening pressure of the pressure/vacuum valves and liquid filled pressure / vacuum breaker. In principle, the filling should occur immediately when the gas flow will have a certain inertia at stop of the plant especially because of the dynamic energy of the blower impellers. Therefore a certain time for filling of the water seal may be accepted. However, there are classification societies that require a maximum filling time of 3 seconds.

Non-return Valve in Deck Line

The non-return valve in the deck line is an additional safeguard against back-flow of gas. A common design has been a valve with a loose disc whose weight provide the closing force or a hinged flap with weight for closing.

The main problem connection with this component has been of functional nature. During the design process of the non-return valve. Two conflicting aims appear. The first is to achieve as small pressure drop as possible over the non-return valve. This means a minimum of lifting power which in turn means the lowest possible weight of the valve disc or valve flap. On the other hand, the largest possible closing force is required to deposits or corrosion. This means the heaviest possible weight of the valve disc or flap. The design of the non-return valve is therefore a compromise between these two considerations.
A possible solution is to apply an external closing device to the valve upon stop of the inert gas system. This will assist in solving the problem when the plant is out of operation. During operation. However, the problem is still remaining.

Inert condition
A condition in which the oxygen content throughout the atmosphere of a tank has been reduced to 8 percent or less by volume by addition of inert gas.

Inert gas
A gas or a mixture of gases, such as flue gas, containing insufficient oxygen to support the combustion of hydrocarbons.

Inert gas distribution system
All piping, valves, and associated fittings to distribute gas from inert gas plant to cargo tanks, to vent gases to atmosphere and to protect tanks against excessive pressure or vacuum.

Inert gas plant
All equipment specially fitted to supply, cool, clean, pressurize, monitor and control delivery of inert gas to cargo tank systems.

Inert gas system (IGS)
An inert gas plant and inert gas distribution system together with means for preventing backflow of cargo gases to the machinery spaces, fixed and portable measuring instrument and control devices.

Inerting
The introduction of inert gas into a tank with the object of attaining the inert condition.

PSYCHOSOCIAL MANAGEMENT PROGRAM FOR SEAMEN

PSYCHOSOCIAL MANAGEMENT PROGRAM FOR SEAMEN

OBJECTIVE OF THE PROGRAM

Ø Clarify his mission & values in life.
Ø Set personal and work-related goals.
Ø Identity inner resources and potentials.
Ø Develop a positive mental attitude.
Ø Enhance interpersonal skills.
Ø Cultivate cross-cultural interaction skills.
Ø Manage inter personal conflict.
Ø Identify sources of life stress & come up with stress management action plans.

HOW TO GET GOALS EFFECTIVELY?

Set specific & concrete goals.
Create a clear idea or picture of your goals.
Focus on your goals often.
Charge your goals with positive energy.
Be sure that you strongly desire your goals.
Take actions.
Be sure that you are ready to accept when your dreams come true.

POSITIVE ATTITUDES TO LIVE BY

Ø I am the creator of my own destiny
Ø I have the power to make a difference in my life.
Ø I can do it!
Ø I am confident with my looks, talent & ability.
Ø Everyday in everyway I am getting better & better.
Ø I can achieve my goal if I want to.
Ø Problems challenged me to improve myself and become a better person.

HOW TO WORK EFFECTIVELY IN A TEAM?

Ø Clarify the team’s goals.
Ø Clarify your role and responsibilities.
Ø Trust and cooperate with your team members.
Ø Openly communicate in team’s activities.
Ø Respect individual differences.
Ø Take initiative to resolve conflict and team problems.

8 EASY WAYS TO DEVELOP GOOD HUMAN RELATIONS

Smile
Remember people’s name.
Be genuinely interested in other people.
Be a good listener.
Make the other person feel important.
Give sincere appreciation and positive affirmations.
See things from the other person’s point of view.
Respect the rights and opinions of other people.

HOW TO DEVELOP GOOD RELATIONS WITH YOUR SUPERIOR?

Be a good follower.
Give due respect to his position.
Don’t abuse his kindness or friendliness.
Learn to understand and accept his personality & leadership style.
Treasure his criticism and advice.
Be self-disciplined.
Be flexible.
Adjust to the group’s culture.
Show your worth through diligent & responsible work.
Respect the chain of command.
Admit your mistakes and try not to do it again.
Open work related problem to your boss together with suggested solutions.

HOW TO DEVELOP GOOD RELATIONS WITH YOUR COLLEAGUES?

Practice courtesy at all times.
Be a positive influence to your peers.
Respect people’s for what they are.
Cooperate and offer a helping hand.
Avoid behavior that are destructive to good inter personal relationship.
Give recognition & emotional support.
Be diplomatic.
Respect group standards and expectations.
Don’t take undue credit.
Avoid unholy alliances or coalition.
Express interest in your colleagues.
Focus on the positive.

GUIDELINES ON CROSS-CULTURAL INTERACTIONS

Be open-minded.
Appreciate differences across cultures.
Change only the reasonable and possible.
Arrive at a common goal despite differences in means of attaining it and in styles of doing things.
Be generous in accepting apologies and facing mistakes of others.
Communicate genuinely.
COMMUNICATION
Is the process of sending, receiving, & understanding messages.

BARRIERS TO EFFECTIVE COMMUNICATION

1. Perceptual Differences
2. Ineffective Listening
3. Inability To Express Oneself
4. Assumptions, Biases, & Stereotypes
5. Emotional Block
6. Environmental Factors

HOW TO LISTEN EFFECTIVELY?
1. Talk less and listen more.
2. Show gestures of interest and concern.
3. Give your full concentration to the speaker.
4. Take in both verbal & non-verbal messages.
5. See things from the other person’s point of view.
6. Ask question, paraphrase, or summarize to check out if you pick up the message accurately.

HOW TO COMMUNICATE EFFECTIVELY.

1. Send a clear & specific message.
2. Use simple, concrete language.
3. Use the feedback loop.
4. Be sensitive to the other person.
5. Keep an open mind.
6. Practice total listening.
7. Check out assumptions & stereotypes.

CONFLICT
Exists if there are incompatible ideas, values, interests, and goals between or among individuals.

FOUR WAYS OF DEALING WITH CONFLICT

Win – Lose
Lose – Lose
Lose – Win
Win – Win

STRESS
Is brought about by any change, demand, threat, or challenge that requires a person to make physical or psychological adjustment.

EFFECT OF STRESS

Ø Life threatening illnesses
Ø Psychosomatic illnesses
Ø Weakened Immune System
Ø Agitated, Restlessness, & ill-tempered
Ø Inability to Concentrate & Make Judgment
Ø Forget fullness
Ø Changes In Sleeping & Eating Habits
Ø Accident Proneness
Ø Increased Intake of Tranquilizers & Alcohol

SOURCES OF STRESS
Ø Daily Hassles
Ø Inter personal Problems
Ø Irrational Thoughts, Worries, & Anxiety
Ø Boredom
Ø Work Overload
Ø Significant Life Change
Ø Traumatic Experiences

HOW TO COPE WITH STRESS

Ø Rest and Recreate
Ø Take a Stress-Free Diet
Ø Exercise
Ø Relaxation Techniques (Physical & Mental Relaxation)
Ø Build Your Social Support System
Ø Talk About Your Feelings & Problems
Ø Think Positively
Ø Take Actions
Ø Organize Your Time & Schedule

HOW TO CONQUER WORRIES ?

Ø Don’t worry about the past
Ø Keep busy
Ø Learn to accept the inevitable
Ø Fill your mind with thoughts of peace, courage, & hope.
Ø Count your blessings
Ø Create happiness for others
Ø Focus on the positive side of things
Ø PRAY!



HOW TO RESOLCE CONFLICT ?

Ø Understand and define the conflict.
Ø Be courageous yet considerate.
Ø Listen ton the other person’s point of view.
Ø Look beyond differences and find things everyone can agree on.
Ø Keep communicating until both parties are able to find a solution they feel good about.

HOW TO RESOLVE PROBLEMS EFFECTIVELY ?

Define the problem.
Identify causes of the problem.
Generate possible solutions.
Select solution.
Develop action plan.
Implement action plan.
Assess outcome.

HOW TO MAKE DECISIONS EFFECTIVELY ?

Clarify your purpose.
Establish your criteria.
Identify your options / choices.
Evaluate your options / choices against each other.

Desert

Passing the desert underway to Dubai.