CELEBRATING MY 27TH

CELEBRATING MY 27TH
LATITUDE 48-54 SOUTH, LONGITUDE 075-57 WEST
OCTOBER 30, 2006

October 30th, Monday morning, the sea state had improved, much better compared to the previous day. However, ship’s rolling motion continually exists and the crew has not recovered yet from sleepless nights.

Along the passageways and the mess hall, my shipmates greeted me and asked about preparations for the celebration. I ordered 4 cases of san Miguel beer and 1 case coca cola from the bonded store and put it into the cold provision storage. On that day, no maintenance work assigned to deck hands due to perilous situation still in effect outside. We stayed at the ship’s office the whole day and made stencil letterings to be used in deck signage and markings.

After the day’s work, the celebration began. My shipmates conferred at the mess hall. I was surprised when our Chief cook served 2 whole chicken lechon and pork head. I thanked him for his efforts in the preparation. My mates drank in moderation, while others although not drunk, looked like intoxicated due to head-spinning, brain- turning, and stomach-churning effects of the ship movements. My senior officers paid tribute to the occasion, had a can of beer and left. After midnight, we emptied 2 case of beer. I made a closing remarks and the party formally ended.

"THE RAGING SEAS"

“THE RAGING SEAS”- OCTOBER 29TH, 2006


In the southeast Pacific, the sea became very rough at night time. The series of low pressure that move eastward according to forecast have caused disturbances, trembling and pounding the whole vessel. The ship rolled quickly from left to right at large angles of inclination. We couldn’t sleep because of the rolling motion.

On the Sunday morning of October 29th, I dropped by at the mess hall and took breakfast. Nobody was around. The meals prepared by the chief cook were left untouched. My mates suffered appetite loss due to seasickness effect of the unruly ship. I dressed up and reported at the bridge. There was Captain, Third Mate, and an Able seaman on duty who steer the ship manually because the automatic steering kept on alarming.

The state of the sea was phenomenal on that day. Wind velocity rose up to 80 nautical miles per hour. Barometric pressure dropped lower than normal above sea level. Our speed was reduced to 4 nautical miles per hour instead of the normal speed of 15 nautical miles at moderate sea. The visibility is highly restricted due to continuous downpour of heavy rains. The ship rides with the waves as high as five storey building. Sea sprays overflowed from the forecastle to the main deck reaching the accommodation area. The ship’s motion combined into one- rolling, heaving, surging, pitching, and yawing at the same time. Captain ordered to continuously monitor the ship’s position at 10 minute interval to keep the vessel on the course line and to prevent running adrift and much worst, be shipwrecked into the rocky shoals and islets of western Chile. The phenomenon continued until Sunday evening.

Meanwhile, Chief cook prepared an ideal meal suited for the situation. A cauldron of arrozcaldo with chicken and egg matched with soupy pork bulalo. The crew have gained appetite again, though eating utensils ran to and fro on table top due to ship’s rolling motion.

The ship endured the raging seas. Continuously struggled to reach a place destined to, a safe and peaceful harbor.

PASSAGE THROUGH THE STRAIT OF MAGELLAN,CHILE

PASSAGE THROUGH THE STRAIT OF MAGELLAN, SOUTHERN CHILE
OCTOBER 27, 2006

After 4 days of sailing from Argentina, we arrived at Cabo Possession Pilot Station in the southern Chile. Offshore oil well installations appeared gradually on the radar screen. We reduced engine revolutions for the approaching transit pilots. Two Chilean pilots boarded. The pilotage fee for the passage throughout the Strait of Magellan costs at about U.S. $25,000. Some ships have chosen not to pass at the strait because of the costly pilotage fee. They navigated instead farther south via Cape Horn or Cabo de Hornos in Spanish where the seas are very rough and currents are strong. However, our charterers have paid the pilotage fee for the safety of the crew, the vessel, the cargo, and reduce the days of sailing.
The Strait of Magellan is a channel between the Atlantic and Pacific oceans, separating the southern tip of the South American mainland from the island of Tierra del Fuego. The strait is about 530 km (330 mi) long and between 3 and 24 km (2 and 15 mi) wide. It was negotiated by the Portuguese explorer Ferdinand Magellan in 1520, during his circumnavigation of the globe. Before the Panama Canal was completed in 1914, the Strait of Magellan had been one of the most important sailing routes in the region.


In the bridge, I was assigned by Captain to steer the ship. Throughout the narrow strait, headstrong current swerve the ship off course. I counterbalance the wheel from time to time in order to maintain the heading along the track. Merging waters of the Pacific and Atlantic oceans is the primary reason why current are very strong. I gave the wheel to an Able seaman on duty after 3 hours of steering and shifted to plotting ship’s position in the nautical chart.

Ocean route sent a message thru INMARSAT telex. They recommended as conditions and safe navigation permit, the shortest route to our destination in ILO, Peru via Magellan Strait. Adjusting the course and speed as needed for safest vessel handling to near 40 degrees south.

The reason; on account of course adjustment to Peru, heavy swells are expected along all tracks after passing Magellan Strait, as series of strong lows move eastward along 60 degrees south through the south east Pacific. Weather forecast to develop along all tracks south of 40 degrees south after Oct. 30th, as very strong low center moves eastward.

Alternate routes to drift near Magellan Strait have been considered. Seven to ten meter swells are expected to persist in the area for the next 6-7 days. Recommended route to continuously sail north at best speed is still considered best to clear the roaring forties latitude.

On a cold and foggy Saturday morning of Oct. 28th, I was wonder struck of the sights I saw. Snow capped Alps, glaciers, steep rocky cliffs, Chilean fiords, and uninhabited islets. My mates took pictures coz that was the first time all of us passed the Magellan Strait. No houses and structures we have seen, maybe due to very cold atmospheric condition in the area. An idea flashed on my mind when Ferdinand Magellan sailed on the narrow strait centuries had passed on his way to Mactan Island where he was killed by Lapu-Lapu. A remarkable place that played a role in the history of circumnavigation and world exploration.

Start of a day’s work in a cold surrounding. Due to weather advisory received, Captain ordered to secure every movable equipment and must be lashed firmly. We tightened all watertight doors in every ship’s compartment to avoid water ingress. All things on deck were secured to prevent being washed out by waves, and re tightened fittings into cargo holds to avoid further damage to the cargoes. At 2 in the afternoon, skies became dark, minute snow fell on deck, wind velocity increased; ripples and sprays appeared on the sea surface.

The Chilean pilots gave the command of the ship to Captain and wished safe navigation and peaceful arrival to Peru. They off boarded at the Felix lighthouse, the exit point of pilotage in the Magellan Strait. We headed to the open sea of the southeast Pacific Ocean and altered course north en route to Puerto Ilo, Peru.

SAN LORENZO,ARGENTINA

SAN LORENZO, ARGENTINA- OCTOBER 14, 2006


On the midnight of October 14th, a cold gusty wind prevailed upon arrival at San Lorenzo anchorage area. While on stand by at the gangway for docking, we put on garments top combat cold and had a cup of coffee. We went to our respective post, dropped the anchor in the middle of the river and gave mooring lines for docking alongside a barge named Allianza G2. Exactly after docking, heavy rain showers suddenly poured on deck. We ran speedily and took shelter at the accommodation. My off duty mates already rest while me and an Able seaman remained awake for duty. At daybreak, only minute raindrops fell. The giant fireball has risen on the east. High aloft the uppermost deck, I raised the Argentina national color and switched off all deck illuminations. A very strange surrounding I saw. Few ships anchored in the river. No dwellings at the river banks. We’ve been placed in a lifeless loading area far from the city, without shore liberty guaranteed. After my duty at 8 am, a service boat docked at the barge. The foreman of the loading operations descended to our ship and talked with the Chief Mate. The loading had to be cancelled due to unpredictable weather. The operations would resume on Tuesday because Monday was declared national holiday in Argentina.

The visitors left via their speedboat. The huge Allianza G2 barge was left unmanned. During nighttime, it looked like a ghost ship with few lights on deck that illuminates their loading conveyor, cranes, and other equipments. The operators come if there’s a loading operation.

Due to three day rest, delays have been considered again. Meanwhile, our watch duty continues even though without operation. However, we need not worry about the adjustments of the accommodation ladder compared to when we are docked on pier where high and low tide exists. The agent also informed us that no security risk in the area and the persons involved in the loading operation are service oriented.

On the second day at San Lorenzo, my shipmates agreed to go ashore and make a call. They contacted a service boat thru VHF radio. After my duty at 8 in the evening, I decided to go with them coz I also wanted to call. From our ship, we passed by numerous vessels anchored at a river near the town proper. We traveled an hour via speedboat and a 30 minute taxi ride to municipalidad de San Lorenzo. The town is very tranquil at night time. We made long distance calls at Telecentro de San Lorenzo. There I met a muy simpatica amiga Senorita Sylvana Barozo, the friendly operator of the telephone center. She assisted us in order to make international contacts. We left the telecentro and headed to Popeye restaurant and bar. We witnessed a live band playing Spanish ballads and had shots of Bacardi. My shipmates played billiard at the recreation area. The audience is mostly Argentine and also has few foreigners. We went out of the bar at 2 in the morning. A taxi brought us to the service boat terminal, and then finally returned to our home called “ship”. Still sleepless, I let the hours pass by watching TV while waiting for the time of my duty at 4 to 8 in the morning.

October 17th, at 6 in the morning, generators and machineries at the barge have been warmed up. The conveyor belt rolled. Noise of operating equipments broke the silence in the middle of the river. The remaining empty cargo holds of the ship were opened for loading. Afterward, dust billowed on deck as the conveyor belt began pouring in milled Soya beans into the cargo holds. Dust everywhere, dust all around. The decks which have been cleaned by heavy rains in the past few days have turned into a desert-like ground. We put on safety goggles and dusk mask for protection.

The loading at San Lorenzo was completed on the 20th midnight. The cargo holds were fumigated after completion. The maritime authorities granted clearance to sail. The pilot boarded at 1 in the very cold early morning and we departed San Lorenzo for a very long channeling again downstream in the river of Rio Parana. After ten hours of navigating, the anchor party was alerted again for anchoring and dropped anchor in the middle of the river. There were also 3 loaded ships anchored waiting for the next high tide to pass the shallow part of the river. The pilot informed us that sailing would resume the next day. In the afternoon, we washed the ship’s deck with freshwater and also from uppermost deck to the lower deck. Dust of Soya beans have been washed out using high pressure hoses. We shoveled offboard tons of cargo remains until 6 in the evening. Another grueling effort exerted.

The following day, the pilot has been notified about the time of the highest level of high tide. The anchor was heaved up and resumed the navigation downstream. On a bright Sunday morning of Oct.22nd, I was at the bridge and steered the ship again for couple of hours. Then, I turned over the wheel to my buddy, an able seaman. We passed by fine-looking cottages, resorts, and mansions along the river bank. The pilot said it used to be a retreat site of Argentine for family picnic during weekends and holidays. After passing the narrow section of the river, engine revolutions increased when our ship finally cleared out of the river. On our starboard side, we saw the city of Buenos Aires, the capital city of Argentina. Tall buildings soared high. Yachts and speedboats docked inside the marina harbor. We navigated Rio de la Plata, where Rio Parana and all of its tributaries end to combine with the Atlantic Ocean. I kept on plotting GPS coordinates on the nautical chart to monitor ship’s position. Outbound ships loaded with grains are behind us, navigate in convoy. We reduced speed as advised by Recalada pilots. They ordered all loaded vessels to drop anchor again due to low tide and must wait for high water level again to pass the shallow part of the Rio de la Plata. At that time, tidal inequalities exist in Argentina maybe due to oceanographic depression in the South American continental shelf. After 3 hours of waiting for high tide, outbound ships like us heaved up anchor. The pilot finally gave the command to Master and off boarded. We headed to the Atlantic Ocean and altered course 180 degrees, south bound to the Strait of Magellan in the southern tip of Latin America.

SAN NICOLAS,ARGENTINA

SAN NICOLAS, ARGENTINA- OCTOBER 10, 2006

Bienvenida Argentina!!

On the morning of Oct. 10th, we laid out all the mooring ropes. Our estimated time of arrival at San Nicolas is at 1 pm. Our ship still navigates the Rio Parana River. Around was a vast plain land I have ever seen. Grain products like wheat, maize, and soya beans are extensively cultivated in the agricultural land. Herds of cattle and horses roam free along the river bank. Argentina is one of the world’s leading cattle and grain producing country. Agricultural products and raising of livestock are important to the economy. I’ve got an idea why there’s a local corned beef named “Argentina”.

The berthing place at Porto Nuevo, San Nicolas appeared. The river pilot cautiously maneuvered the ship to berth. We dropped anchor due to steadily flowing current in the river. The mooring ropes were fastened on to the pier. The ship has found a safe haven once again. The Autoridad Maritima de Argentina cleared the vessel. The cargo compartments were opened. We accompanied the surveyors for the visual inspection of the cargo hold. They meticulously inspected every corner, touched the surface with bare hands if there’s rust particles, residue of cargo, and dusts. When the survey was through, they talked with the Master and Chief Mate about the results. The compartments were approved for loading. The loading of wheat and maize began at 5 pm in the time of my duty. After working hours, I rest.

The next day in Port, I decided to have a visit in the city of San Nicolas to call and buy sim card for my officers. After my duty at 8am, I took breakfast, had a shower and dressed up. My buddy, an able seaman went with me. The city is accessible thru a 15 minute bus ride in a fare of two peso each person. Its time to review Spanish language once again. The local folks are friendly as they knew we are foreigners. I told the bus driver to drop us at a department store and he agreed. He stopped at the corner and pointed us the direction of the dept. store. We left the bus and walked. We had gone astray. I asked a senorita named Gisella, a policewoman. She hardly speaks English. We talked in Spanish for a few minutes in the streets of San Nicolas. I thanked her for kindness and headed to the department store named El Norte. I looked around if there’s a movistar chip available. The sales lady pointed us to the movistar cell phone center. I bought 2 pieces sim card for ten pesos each. There after, I made long distance calls to my love ones.

We kept walking along the city streets until we got tired and hungry. My buddy has found a very relaxing ambience at the park called Plaza Mitre. We sat down at a sidewalk café full of umbrellas and empty tables and chairs. The waitress gave us menu. I ordered meaty family pan pizza, steak, and four bottles of Brahma beer. It was already 1 in the afternoon and we must enjoy the remaining hours before we return to the ship at 3 pm to have a duty again. At the café, we met our 4 shipmates the “ocho-dose boys” whose duty is from 8-12. They had gone ashore after their work, attended a mass at Cathedral de San Nicolas and got a holy water from the famous miraculous apparition of Gladys Mota. We left them at the café because our time for shore liberty is about to expire. We finally returned to the ship and worked again.

Friday the 13th, loading at San Nicolas for wheat and corn was completed. We stationed forward for unberthing. At 5pm the pilot ordered to let go headlines except the two spring lines. While heaving up the anchor, the mooring line I was attending suddenly slipped away from the gypsy due to extreme force. I was lucky enough to have a safe distance from it. It could have resulted to injury and fatal accident.

Many accidents occurred in the past while handling mooring ropes during docking and undocking. Some sailors had fractured arm, broken legs, twisted neck, crushed skull, and oftentimes resulted to death. Mooring ropes sometimes breaks due to excessive force and could smash a person with tremendous strength. Safety awareness and attentive mind is a priority concern when attending mooring ropes. On board, life is always at risk. However, you have to take the risk and exercise control.

Meanwhile, Captain and the Pilot had an argument at the bridge regarding the maneuvering, heaving up an anchor while still two mooring ropes made fast to a pier. The pilot should have ordered to clear all mooring ropes first before heaving up the anchor. The ship turned 360 degrees into the river. Engine orders have been executed for maneuvering speed. We sailed further inland to our second loading port of San Lorenzo. The travel time is approximately 5 hours with a distance to go of 60 nautical miles.