1

CHAPTER I

THE PROBLEM AND ITS BACKGROUND

Introduction

It has been a Filipino tradition that men have to provide foods for the

family’s table. Men, being the providers, are also meticulous of the source of

livelihood they may undertake. They have to make it sure that their family

members are safe and are well provided of their needs. Basically, these are

some of the reasons why there were increasing numbers of male students taking

up maritime profession because of the lucrative remuneration at stick.

However, getting in to this profession requires some qualifications. It has

been stated that every seafarer must be able to perform both, normal duties and

emergency situations on board ship (Miilunpalo, Visuri, Lindholm, Lusa, &

Pylkkönen, 2016). The seamanjobsite.com (2017) had noted that aspiring sailors

are required to complete a Safety of Life at Sea or SOLAS training before they

could qualify as seafarers. SOLAS is basic safety training among seaman. In fact

the Philippine, through the MARINA, is very strict as to the accreditation of

schools and training centers offering SOLAS as it is the safety management

system adopted internationally.

The safety management systems cover safe operating parameters, the

qualifications and training of the vessel’s crew, vessel maintenance, emergency

procedures, health and safety considerations and continuous improvement. All

commercial vessels are categorized as either SOLAS or non-SOLAS. This

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ensures that the safety of a vessel and its crew, and protection of the marine

environment, is maintained throughout the year instead of just on an annual

survey day (http://books.google.com.ph?books?ispn=0115525705).

Filipino seafarers were most demanded in the world because of their

outstanding qualities: technical knowledge, flexibility, reliability, trustworthiness,

hard work, and their command of the English language (Abueva, 2015). Abueva

(2015) mentioned in his article published online at the “The Bohol Chronicle”,

there were about 30% Filipino seafarers of the more than 1.2 million mariners in

the world, making the Philippines the manning capital of the world. According to

the information provided for by Abueva (2015), there were more than eighty six

thousand Filipino maritime officers overseas in 2013 making the country to be the

top supplier of maritime officers in the world. Meanwhile, maritime academies in

the Philippines produces some 40, 000 seafarers each year, according to a 2011

United Nations Conference on Trade and Development (UNCTAD) report

(Abueva, 2015).

Another article published online mentioned that in late 2008, when the

global financial crisis was wreaking havoc on virtually every major economic

sector, the manning industry suffered minimal setback in terms of job losses

(Choudhary, 2010). However, this crisis did not affect the demand for Filipino

seaman internationally. In spite the fact that this information implies positivity on

the part of the maritime industry, only few researchers delved on measuring the

capability of the Filipino seafarers especially during emergency situations. This

study, therefore, intends to measure the physical capability of Filipino seafarers

 3

during emergency situations to find out whether the training drill (basic safety

training BST), which is mandatory for every seafarer, had been practiced and

given importance.

Conceptual Framework of the Study

The study endeavored to measure the capability of seafarers on board

M/V Trans Asia 8 during emergency situations. The Independent Variables

include; age, gender, civil status, educational attainment and number of years as

seafarers while the Intervening Variable include; Fire, Abandon Ship, and First

Aid. The dependent variable considers the overall assessment on the seafarers’

capability response during emergency situation. Figure 1 illustrated these

variables.
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Independent Variable Intervening Variable Dependent

Variable

Respondents' Level of
Profile Capability during
Emergency Overall
Situation
1. Age
Assessment on
2. Gender the Seafarers'
1. Fire
3. Civil Status Capability
2. Abandonship
4. Educational Response
3.First Aid
Attainment during
5. Number of emergency
Years as Sea- situation
farers

Figure 1. Schematic Diagram of the Study

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Statement of the Problem

This study aims to measure the capability of seafarers on board M/V

Trans Asia 8 during emergency situations.

Specifically, it sought to answer the following questions:

1. What is the profile of the respondents in terms of the following:

1.1 Age;

1.2 Gender;

1.3 Civil Status;

1.4 Educational Attainment; and

1.5 Number of Years as Seafarer?

2. How capable are the seafarers of M/V Trans Asia 8 in the occurrence of the

following emergency situation:

2.1 fire;

2.2 abandonship; and

2.3 first Aid?

3. What is the overall assessment of the response capability of M/V Trans Asia

8 seafarers during emergency situation?

4. Is there a significant relationship between age, civil status, educational

attainment and number of years as seafarers and the level of capability

among seafarers during emergency situation?

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Hypothesis

The null hypothesis of the study is to be tested at 5% level of significance.

HO: There is no significant relationship between age, civil status,

educational attainment and number of years as seafarer and the level of

capability of safety among seafarers.

Significance of the Study

This study is beneficial to the following:

Company Safety Officers. This study will make them identify how

capable are the crew of M/V Trans Asia 8 so that he can recommend a much

needed safety trainings and equipment for all concern.

Deck Officers. This study will make them determined their capabilities on

safety of life at sea and be able to constantly upgrade to whatever trainings that

needed to be enhanced for the assurance of all passengers for a safe voyage.

Maritime Instructors. This study will have the additional information with

regards to the ship’s crew’s capability on safety of life at sea which can be the

basis in the inculcation of their students’ knowledge and training.

Seafarers. The result of this study will serve as reference to seafarers’

evaluation especially those who were been used as respondents to this study.

Maritime Students. This will provide them the necessary ideas and

learning on the importance of SOLAS for anyone working in the ship.

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Future Researchers. The information on the result of this study will

concretize the student’s awareness on the importance of SOLAS or Basic

Training in their future endeavor as seafarers.

Scope and Delimitation of the Study

This study aims to determine the deck officers and crew members on

board M/V Trans Asia 8 capability of safety at sea with regards to policies,

practices and procedures that are expected of them not only for their own safety

but as well as to all passengers on board while plying the sea waters from Cebu

to Iligan and vice versa. The officials and crew members of the said vessel

whose capability of safety at sea was being appraised will be assessed on three

categories, namely: Fire Safety, Survival Craft and Elementary First Aid(Ybanez,

M., et al, 2015).

Definition of Terms

For better understanding of this study, the words used have been defined

either conceptually or operationally.

Abandonship. This refers to when there is no chance to save the ship, an

orderly procedure must be used to ensure everyone is safety evacuated into the

lifeboats and life rafts and that all equipment designed to prolong life and

enhance rescue is brought along.

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Collision. This refers to an emergency where a ship strikes another ship.

It often leads to fire and flooding.

Deck Cadet. A deck cadet assists deck officers of a ship and handles its

day-to-day operations. Deck cadets have to do their training (for duration of 18

months to 3 years) under deck officers.

Deck Officers. Deck officers are involved more with ensuring that anyone

working above board can discharge their duties sufficiently.

Elementary First Aid (EFA). EFA is designed to form part of the

minimum basic safety training program for seafarers. The aim of the course is to

give all persons intending to go to sea a basic knowledge of the immediate action

to be taken upon encountering an accident or other medical emergencies at sea

(http://clydetrainingsolutions.com/course/stcw-elementary-first-aid-efa).

Grounding. This refers to an emergency where a ship strikes the bottom

of the body of water it is in. Often lead to holes or cracks in the hull of the body of

water it is in.

Man Overboard. This refers to Is a situation where in a ship's crew

member falls out at sea from the ship, no matter where the ship is sailing, in open

seas or in still waters in port (http://www.marineinsight.com/marine-safety/man-

overboard-situation-on-ship-and-ways-to-tackle-it/).

Safety. This refers to the condition of being safe from undergoing or

causing hurt, injury, or loss of persons onboard. It also concerned with the

protection of life and property through regulation, management and technology

 9

development of all forms of waterborne transportation

(https://en.wikipedia.org/wiki/Category:Maritime_safety).

Seafarers. This refers to Seafarer is a person who navigates waterborne

vessels or assists as a crewmember in their operation and maintenance

(https://en.wikipedia.org/wiki/Sailor).
 10

CHAPTER II

REVIEW OF RELATED LITERATURE AND STUDIES

Related Literature

The IMO or International Marine Organization considered Safety of Life at

Sea (SOLAS) as one of the basic safety training (BST) for seaman. The IMO

mandated SOLAS as a pre-requisite requirement before maritime worker

become a full pledged mariner in today’s shipping and seaman job industry. In

Philippines, schools and training centers needed to be accredited by Marine

Industry Authority or MARINA (Seanmanjobsite.com, 2017).

There are four basic major parts of basic safety training. These are

Personal Safety and Social Responsibility – MTC Course Program No. 97 – 001,

Personal Survival Techniques – IMO Model Course 1.19, Fire Prevention and

Fire – Fighting- IMO Model Course 1.20 and Elementary First Aid – IMO Model

Course 1.13.

Personal Safety and Social Responsibility (PSSR) is a component

element of the Basic Safety Training Course as defined in regulation VI/I, Section

A – VI/I of the STCW ’95 Code. The specification of minimum standard of

competence in PSSR is listed under Table A VI/1 – 4. A trainee who have

successfully completed the course together with the three other Basic Safety

Training Course required in Section A – VI/I of the STCW Code be issued

training certification in accordance with section 9.9 of the MTC Resolution No.

03, Series of 1998. Personal Survival Techniques this part of the mandatory
 11

Basic Safety Training and instruction requirements for all seafarers under

regulation VI/I, Section A – VI/I of the 1978 STCW Convention, as amended in

1995. It covers the specified standard of training recommended in resolution 19

on training of seafarers in Personal Survival techniques adapted by the

International Conference on Training and Certification of Seafarers and the

required competence set out in table A – VI/I of the STCW Code.

Fire Prevention and Fire – Fighting this course is part of the mandatory

Basic Safety Training and instruction requirements for all seafarers under

regulation VI/I, Section A – VI/I of the 1978 STCW Convention, as amended in

1995. It covers the specified standard of the training recommended in Annex 1 of

IMO Assembly Resolution A.437 (XI) and the required competence set out in

table A-VI/2 of the STCW Code. A trainee successfully completing the course will

be able to react in a correct manner in the event of an outbreak of fire, to take

appropriate measures for the safety of personnel and of the ship and to use the

fire appliances correctly. Elementary First Aid, this course is part of the

mandatory Basic Safety Training and instruction requirements for all seafarers

under regulation VI/I, Section A – VI/I of the 1978 STCW Convention, as

amended in 1995 in accordance with paragraph 1 Section 17 of the IMO/ILO

Document for Guidance 1985. Successful completion of this course will enable

any seafarer on a seagoing merchant ship to provide immediate basic medical

care at the scene of an accident or other medical emergency until the arrival of a

person with first aid skill or the person In- charge of medical care abroad.
 12

SOLAS is an international maritime safety treaty; it ensures that ships

flagged by signatory States comply with minimum safety standards in

construction, equipment and operation. The SOLAS Convention in its successive

forms is generally regarded as the most important of all international treaties

concerning the safety of merchant ships.” The first version of the treaty was

passed in 1914 in response to the sinking of the RMS Titanic. It prescribed

numbers of lifeboats and other emergency equipment along with safety

procedures, including continuous radio watches. The 1914 treaty never entered

into force due to the outbreak of the First World War.

The International Convention on Standards of Training, Certification and

watchkeeping (STCW) for seafarers was adapted by member nations of the

International Maritime Organization (IMO) during an international conference in

1978. These standards went into effect on July 7, 1978, since then, three (3)

amendments were adapted in 1991, 1994 and 1995. The latest amendments (5)

set certain training requirements for Seafarers. These were codified in the

Seafarers Training Certification and Watchkeeping Code. The new requirements

entered into force on February 1, 1997. Basic training requirements apply, in

particular to those seafarers who begin their training after August 1, 1998

(Cosare, 1998).

Working hour is an international maritime safety and tritely of hours of

work and the way these hours are organized can significantly affect not only the

quality of working life but also the quality of life in general. They can influence the

health of the seafarer, safety at work, the degree of strain and fatigue, the level of
 13

earnings, the amount of free time available and social life of the seafarer. At sea,

the eight hours off spaced by four-hour watch, and then another eight hours off,

constitutes a man’s life. It is in the hours off that all else must be done: sleep,

personal matters, recreation, relaxation, house keeping and any other activities.

Seafaring as described by Sherar (1973) is a seven-day job. The complement to

work is rest, and the complement to working time is time for rest, for seafarers'

safety, health and well being, it is essential to arrange hours of work so as to

provide adequate periods of rest, short breaks during working hours, longer

breaks for meals, daily or nightly rest and weekly rest.

The limits on hours of work or rest shall be as follows:

(a) maximum hours of work shall not exceed:

(i) 14 hours in any 24-hour period; and

(ii) 72 hours in any seven-day period;

(b) minimum hours of rest shall not be less than:

(i) ten hours in any 24-hour period; and

(ii) 77 hours in any seven-day period.

(http://commons.wmu.se/cgi/veiwcontent.cgi?article=1045)

In addition to first aid, it is an immediate care given to a person who has

been injured or suddenly taken ill. It includes self – help and home care if medical

assistance is not available or delayed. The rescuer must protect the patient from

additional harm, correct life threatening conditions, and keep the patient stable

until medical help can be reached. The officer on watch should administer first

aid in case of a life threatening injury aboardship. The officer on watch should
 14

determine as nearly as possible the cause of the accident or the reason for the

injury. Additionally, entry must be made in the ship’s records of every injury

reported to him, the patient’s signs and symptoms and the treatment

administered. These forms made out by the Officer investigating the accident. If

an injury results in loss or in an incapacitation, for more than 72 hours, the

master must notify the nearest marine inspection office of the coast guard.

The motivation and attitudes towards safety of crew members can be

considered a risk factor: the lower the motivation among the crew is, the higher

the risk for an accident to happen (berg 2013). Employee’s motivation and work

morale are important factor in enhancing safety as well as fatigue and risk taking.

They studied attitudes towards safety on ships. They found out that if seafarers

feel their working conditions are less safe, risk and unhealthy, it leads to more

accidents, improvement of safety culture therefore leads to fewer accidents.

(http:www.merikotka.fi/café/images/stories/BergTheImpactoofshipCrewsO

nMaritimesafety.pdf).

There are some types of Survival Craft and Rescue Boat are capable of

sustaining the lives of persons in distress from the times of abandoning the ship.

Lifeboat. Principal or main survival equipment aboard ship. Passengers

and equipment. They are sufficiently strong to allow them to be safety lowered

into the water then fully loaded with persons and equipment. They are to be built

of fire retardant material and non-combustible. A compression ignition engine

shall power every lifeboat.

Life raft. Supplement to lifeboats.

 15

Rescue Lifeboat. Is a boat designed to rescue persons in distress and to

marshal survival craft.

Float - free launching. Is that method of launching a survival craft

whereby the craft is automatically released from sinking ship and is ready for

use.

Free - fall launching. Is that method of launching survival craft whereby

the craft with its complement of persons equipment on board is released and

allowed to fall into the sea without restraining apparatus.

Inflatable Appliance. Is an appliance that depends upon non-rigid, gas

filled chambers for buoyancy and which is normally kept uninflected until ready

for use.

Inflated appliance. Is an appliance that depends upon non-rigid, gas filled

chambers for buoyancy and which is kept inflated and ready for use at all times.

Launching appliance or arrangement. Is a means of transferring a

survival craft or rescue boat from its stowed position safety to the water.

The lifeboat is the main lifesaving appliance aboard ships. It is also often

referred to as primary lifesaving equipment or survival craft. On cargo or

passenger ships the number f lifeboats required to be carried and the survival

rations and equipment found in them is government by International Maritime

Organization (IMO) regulations.

There are several different types of lifeboats. All are rigid, hull and have

sufficient buoyancy to remain floating when completely flooded with full

complement of passengers and equipment. They are sufficient strong to allow to

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be safely lowered into the water when fully loaded with persons and equipment.

They are to be built of fire retardant material and non-combustible. A

compression ignition engine shall power every lifeboat. Five types of lifeboat as

to follows;

Open lifeboat. This is the lifeboat that known to most people. It has no

permanent covering or shelter. It provides little protection from the environment.

Partially Enclosed lifeboat.Enclosed life crafts shall be provided with

permanently attached rigid covers over not less than 20% of the lifeboat forward

and aft. It has a permanently attached foldable canopy, which together with the

rigid covers, completely enclosed the occupants of the lifeboat in a weatherproof

shelter and protects them from exposure

Self-righting partially enclosed lifeboats. Complies with the same

regulations as the partially enclosed lifeboat. However, a safety belt shall be

fitted at each indicated seating position.

Totally Enclosed lifeboat. Totally enclosed lifeboats were first introduced

lifeboat on oil tankers and offshore oil platforms. These are now required on

vessels 85 meters in length. They provide the best provide the best protection

against the cold and the sea.

Free all lifeboat. The free fall type lifeboat is a special totally enclosed

lifeboat. As the name indicates, they are launched by a free fall principle. Some

are specially designed for offshore installations. Other for cargo ships and

tankers.
 17

The capacity of lifeboats on passenger ships is generally sufficient for

every person on board. Substitution of lifeboats for life craft is permitted. The

international Maritime Organization (IMO) may permit the substitution of lifeboats

by life craft of equivalent total capacity provided that there shall never be less

than sufficient lifeboats on each side to accommodate 37.5% of the total number

of persons on board.

In addition, life crafts shall be provided as will accommodate at least 25%

of the total number of persons on board. On cargo ships, the capacity of the

lifeboats is generally twice the number of persons on board. Cargo ships (built

after July 1, 1986) shall carry totally enclosed lifeboats that will accommodate the

total number of persons on board on each side.

Human relationship on board ship is very import to have a good relation to

the co-workers and with his fellow men. When we speak human relationship, we

must reflect on these three perspective namely: man in relationship to self, man

in relationship to others and man in relationship to his working environment.

There are factors that the influenced the human development and

behaviors. This includes: biological and parental inheritance; environment, where

he was born, cultural peculiarities of the place where he was born and reared;

educational influence; and working environment.

Importance of Good relationship

1. Promote harmony and understanding- at home, at work or anywhere

else.

2. Confidence in oneself when dealing with others.

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3. Promote better motivation among employee and shipmates.

4. Avail of some service or benefits not ordinarily extended to others.

Historical development of human relationship man become to congregate

in groups for reason of self-prevention from attack by other by other human but

subsequently because of a desire for social reasons such gathering,

companionship, identity, etc. human relationship evolved. Formation of such

groups progressed and development into a more structure society whose

members lives closely together because of a commonality of cultural attitudes

and beliefs in social religious and political aspect and the desire to live and work

within a framework of “rule of law”

Effect of Poor Human Relation

1. Problems at home. Broken home, separation, misunderstanding among

relatives, etc.

2. Problem at work area. Demotions, intrigues, termination of contract,

etc.

3. Problems in the community. Misunderstanding with neighbors,

misjudgment, from people.

Effects of Various Cultures on Ship Operation

Human nature reveals itself as a state of mind and feelings which are

often identified to be a particular kind through emotion, habit, learning, memory,

sentiment, intelligence and will tend to govern the manner in which people react

to one another in particular situations such reaction will usually be different

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between people of various cultures. Communication problem may be a cause

that will affect the ship’s operation due to people of different cultural background.

How to develop Good Human Relationship

1. Respect people for what they are.

2. Help others if they are in need.

3. Don’t take undue credits.

4. Avoid behaviors that are destructive to good interpersonal relationship

5. Practice courtesy at all times.

6. Respect good standard and expectation.

7. Give recognition and emotional support.

8. Avoid unholy alliance and coalition.

9. Express interest in your colleagues.

10. Focus on the positive side.

Related Studies

While it is true that seafaring as profession is lucrative, responsibility

towards safety of vessels and its cargoes are of paramount consideration. The

report of the International Chamber of Shipping (2013) states that if the number

of personnel accidents is reduced then the number of other accidents, such as

those involving damage to property or the environment will also be reduced. The

International Chamber of Shipping (2013) encourages adopting a culture that will

prevent these and other minor injuries from occurring, and lives. The

International Chamber of Shipping (2013) noted that research has also shown
 20

that for approximately every 330 unsafe acts or non-conformities, 30 are likely to

result in minor injury. The International Chamber of Shipping (2013) argued that

there has to be a safety culture to modify the behaviour, where required, of

company personnel so that they ‘believe in safety, think safety and are

committed to safety’.

On the other hand, the study of Dio (2014) expressed that the maritime

administration of a state has overall responsibility for the implementation and

enforcement of international maritime regulations. In fact the study of Allen and

Smith (2008) which asked seafarers about collision experience and found not

only incidence to be high but fatigue to be a potentially important contributory

factor. This finding, therefore, may be a contributing factor on the capability of the

seafarer in responding emergency situation onboard vessel.

In Philippines, the effort of equipping skills among aspiring seafarers as to

responding emergency situations to preserve safety is mandated through

accreditation of training centers and schools with the MARINA to ensure that

cadets are educated of their roles towards safety. The Maritime Training Center

of the Philippines, Inc. (TMTCP) is an educational institution to train Filipino

seafarers to exercise efficiency in operation and safety in navigation for national

fleets and foreign ships. TMTCP organizes, maintains, and conducts training for

basic advanced safety and other courses in accordance with the International

Maritime Organization (IMO) and Standards for Training, Certification, and Watch

keeping (http://www.seamanjobsite.com/article_item-126/SOLAS-Training--A-

Requirement-for-All-Aspiring-Seafarers.html).
 21

Maritime Training Center of the Philippines, Inc. (TMTCP) prides itself on

being a stalwart in the field of maritime education, subscribing only to the highest

qualities and skills expected by the ship owners the world over. Managed and

operated by a team of seasoned marine officers, the center helps shape Filipino

seafarers who are able and ready to perform the duties and responsibilities

required onboard ships. SOLAS is not just for maritime students but also in other

courses like the College of International Tourism, Hospitality Management,

Electrical Technician and etc. First conducted the safety of Life at Sea (SOLAS)

training for the incoming 4th year students and undergo lots of training like Fire

Prevention, Fire Fighting, Elementary First Aid and Personal Safety and Social

Responsibility. All trainings are ready to perform the duties and responsibilities

required onboard ships.

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CHAPTER III

RESEARCH METHODOLOGY

This chapter provides a discussion of the research design, research

locale, and respondents of the study, locale of the study, data gathering

procedures, statistical treatment of data and instrument used in the study.

Research Design

The study used the descriptive method with the guide response type of

questionnaire as an instrument is the gathering of data in measuring capability of

seafarers onboard M/V Trans Asia 8 during emergency situations.

Respondents

The respondents of this study were the Deck Officers and all other Crew

on board M/V Trans Asia 8 of Trans Asia Shipping Lines, Inc. The researchers

recorded forty four (44) officers and crews onboard M/V Trans Asia 8 of Trans

Asia.

Locale of the Study

The study had targeted M/V Trans Asia 8 of Trans Asia Shipping Lines

which was situated at the Port of Iligan City. The Port of Iligan city is located

along the northern central coastal areas of Mindanao facing the Iligan Bay with

geographical coordinates of approximately 8o13’56’’ North latitude, 124o13’54’’

East. It is 795 kilometers southwest of Metro Manila.

 23

Sampling Design

This study used purposive sampling design involving the deck officers and

all crew members of Trans Asia Shipping Lines. The selection of the respondents

was done through the purposive sampling technique in the sense that only those

students who are available during the distribution of the survey questionnaires

will be considered as official respondents.

The researchers have personally gone to Iligan port to approach the deck officers

and all crew members of Trans Asia 8. The respondents were briefed to make

them understand the purpose of the study.

Data Gathering Procedure

In gathering data for this study, the researchers asked permission from the

Manager of the Trans Asia Shipping Lines including the Master Mariner onboard

the vessel for the researchers to conduct a study on the crew’s capability of

safety at sea. A letter of permission was given to them and immediately upon

their approval; the researchers met them in the said vessel when they are on

dock in the Port Area of Iligan City. Survey Questionnaires was then given and

administered to all crews and deck officers onboard who served as the

respondents of the researchers.

 24

Instrument Used

The data gathering instrument was a researcher-constructed

questionnaire, a guide response type containing guide questions for the officers

and cadets onboard M/V Trans Asia 8. The said questionnaire underwent a

thorough validation by their English 16 Instructor, Ms. Maria Lillibeth M.

Hontiveros, along with their Thesis Adviser, Mr. Abdullah R. Sirad. The

questionnaire comprised of two parts. Part 1 consists of the profile of the

respondents and part 2 consists of the level of capability of safety of life at sea

among seafarers. The questionnaire is adopted but modified from the study of

Ybanez, M., et al., (2015) which studied on the level of capability of safety at sea

among seafarers of M/V Filipinas Butuan of Cokaliong Shipping Lines.

Statistical Treatment of Data

1. Frequency and Percentage. The frequency and percentage

distribution were used to classify the respondents according to age, year level,

course and school. Frequency presents the actual response of the respondents

to specific question or item in questionnaires. The percentage of each item was

computed by dividing it with the sample total number of respondents who

answered the survey (http:/support.sas.com). The formula used in the application

of this technique is:

%=(f/n) x 100
Where: %= percentage
F= frequency
N= number of cases or total sample
 25

2. Weighted mean. A weighted mean is kind of average. Instead of each

data point contributing equally to the finally mean, some data points contribute

more “weight” than others. If all the weights are equal, then the weighted mean

equals the arithmetic mean (the regular “average” you’re used to). Weighted

mean are very common in statistics, especially when studying populations

(http://www.statisticshowto.com). In simple terms, the formula can be written as:

Weighted mean= ∑wx/∑w

∑= the sum of (in other words… add them up)

W= the weights

X= the value

3. F-Test. The null hypotheses will be tested at .05 through the Pearson

Product moment correlation Coefficient, and One-Way Analysis of Variance

(ANOVA).These statistical techniques are to be computed through available

online SPSS+Software Package.

4. Ranking. The ranking system is a non-quantitative method of

comparing different alternatives. A ranking list is developed showing the better

variants for a specific problem. This will be used in ranking variable indicators

under problem number two (2).

Scoring Procedure

Questionnaire was coded before entering the data to computer by the

researchers. The Microsoft Excel will be used. The pertinent data to be gathered

will be subjected to the preceding statistical procedures in order to answer the

 26

questions presented in this study. To interpret the calculated weighted mean the

following was adopted:

Table 2. Scoring Procedure

Scale Range Score Value Description

4.20 – 5.00 5 Highly Capable (HC)
3.40 – 4.19 4 Moderately Capable (MC)
2.60 – 3.39 3 Capable (C)
1.80 – 2.59 2 Moderately Incapable (MI)
1.00 – 1.79 1 Strongly Incapable (SI)
 27

CHAPTER IV

PRESENTATION, ANALYSIS, AND INTERPRETATION OF DATA

This chapter covers the analysis and interpretation of the results gathered.

The results are presented in the figures and tables followed by the discussion

and interpretation of each table.

1. What is the profile of the respondents in terms of the following:

1.1 age;

1.2 civil status;

1.3 educational attainment; and

1.4 number of years as seafarer?

Table 1. Percentage Distribution of the Respondent as to Age

Age Frequency Percentage

21- 25 7 16
26 – 30 11 25
31 – 35 8 18
36 – 40 6 14
Above 40 12 27
TOTAL 44 100

Table 1 shows the distribution of the respondents according to age.

Majority of the respondents were within the age bracket 41-above years old

which comprised (27%). It was followed with 26-30 years old and comprised

(25%) and 31-35 years old which comprised (18%). The age bracket 21-25 years

old constituted (16%) and it was followed with 36-40 years old comprised (14%).
 28

Table 2: Percentage Distribution of the Respondent as to Civil Status

Civil Status Frequency Percentage

Single 10 23
Married 31 70
Separated 3 7
Total 44 100

Table 2 shows the distribution of the respondents according to civil status.

It shows that mostly of the crew of M/V Trans Asia 8 are married, which is 70%

and it was followed by single, which is 23% and a few is separated which is 7%.

Table 3.Percentage Distribution of the Respondent as to Educational Attainment

Educational Attainment Frequency Percentage

BSMT Graduate 24 55
College Level 12 27
TESDA 4 9
Others 4 9
Total 44 100

Table 3 shows the distribution of the respondents according to educational

attainment. It shows that mostly of the crew are graduates of Bachelor of Science

in Marine Transportation (BSMT), which constituted 55%. It was followed with

college graduate, which comprised 27%. Then the TESDA and other specify

which comprised of both 9% respectively. This implies that most of the crews

were vertically aligned to their works.

 29

Table 4.Percentage Distribution of the Respondent as to Years in Service

No. of Yrs. In Service Frequency Percentage

1–5 12 27
6 – 10 8 18
11 – 15 2 5
16 – 20 7 16
Above 20 15 34
Total 44 100

Table 4 shows the distribution of the respondents according to number of

years in service. It shows that 27% are in 1-5 years in service; while 18% are in

6-10 years in service; 5% are in 11-15 years in service; 16% are in 16-20 years

in service; 34% are in above 20 years in service. Most of the crews were

proselyte and neophytes in the shipping line. It means that Trans Asia shipping

Lines are steel hiring a qualified employees to serve their loyalty.

2. How capable are the seafarers of M/V Trans Asia 8 in the occurrences of

the following emergency situations:

2.1 Fire;

2.2 abandonship; and

2.3 first aid?

 30

Table 5. Mean Distribution on the Perceived Level of Capability of Seafarers

of Trans Asia Shipping Lines as to Occurrence of Fire Emergency

No. Indicators Mean Interpretation Rank

Moderately
1 I know how to operate a fire extinguisher. 4.32 1
Capable
Moderately
2 I can extinguish fire made by electricity. 4.30 2
Capable
I can identify common cause and Moderately
3 4.23 3
prevention of fire. Capable
I can identify common ways to prevent fire Moderately
4 4.20 4
on board. Capable
I am well aware of the principles of survival Moderately
5 4.18 5
in relation to fires. Capable
I am well versed on fog steam and stream Moderately
6 4.16 6
steam. Capable
Moderately
7 I know how to attack fire safely. 4.14 7
Capable
Moderately
8 I can easily extinguish fire cause by fuel. 4.11 8
Capable
I am always conscious of my task while on Moderately
9 4.09 9
board if ever there is fire. Capable
I consider myself well train when it comes Moderately
10 4.05 10
to fire safety. Capable
Moderately
11 I am familiar with fire control plan. 3.98 11
Capable

4.16 Moderately Capable

Over-all weighted mean

Table 5 shows the level of capability of safety among seafarers of M/v

Trans Asia 8 of Trans Asia Shipping Lines as to fire safety the respondents were

moderately capable of fire safety with an over-all weighted mean of (4.16). The

respondents are moderately capable on the following fire safety skills; (1) how to

operate a fire extinguisher with 4.32 weighted mean; (2) extinguish fire made by
 31

electricity with 4.30 weighted mean; (3) well identify common cause and

prevention of fire with 4.23 weighted mean; (4) can identify common way to

prevent fire onboard with 4.20 weighted mean; (5) well aware of the principles of

survival in relation to fire with 4.18 weighted mean; (6) well versed on fog steam

and stream steam with 4.16 weighted mean; (7) how to attack fire safely with

4.14 weighted mean; (8) easily extinguish fire cause by fuel with 4.11 weighted

mean; (9) always conscious of my task while on board if never there is fire with

4.09 weighted mean; (10) well consider myself well train when it comes to fire

safety with 4.05 weighted mean; (11) familiar with fire control plan with 3.98

weighted mean. It can be disclosed that M/V Trans Asia 8 seafarers are

moderately capable as to fire safety. If you manage properly, you are required by

law to protect everyone who lives in, work within the area, to prevent from the

threat of fire as far as possible. This involves assessing the risks and specific

hazards prevent within your environment and then it should be appropriate

installing safety equipment’s like fire alarm, smoke detector, fire extinguisher and

emergency light.
 32

Table 6. Mean Distribution on the Perceived Level of Capability of Seafarers of

Trans Asia Shipping Lines as to Occurrence of Abandonship

No. Indicators Mean Rank

Interpretation
I am capable of joining a boat drill every Moderately
1 4.05
month. Capable 2
I am capable of knowing the position and Moderately
2 3.95
location of life rafts in the vessel. Capable 5
I know the total numbers of life boats in our Moderately
3 3.73
vessel. Capable 9
Moderately
4 I know where the hand flares are located. 3.91
Capable 7
I know the proper procedure when jumping Moderately
5 3.93
into the water wearing a life jacket. Capable 6
I know the steps when boarding a life raft Moderately
6 3.84
in the water. Capable 8
I am capable of applying the principles of Moderately
7 4.02
safety and survival. Capable 3
I know how to do an emersion suits on Moderately
8 4.14
board. Capable 1
Moderately
9 I can operate hand flares. 3.98
Capable 4
Moderately
Over-all weighted mean 3.95
Capable

Table 6 present the level of capability of safety among seafarers of M/V

Trans Asia 8 as to personal survival techniques. The respondents were

moderately capable with an over-all weighted mean of (3.95). The respondents

were moderately capable on the following personal survival techniques with the

weighted mean. (1) how to do an emersion suit on board with a weighted mean

of 4.14; (2) capable of joining a boat drill every month with a weighted mean of

4.05; (3) capable of applying the principles of safety and survival with a weighted

mean of 4.02; (4) operates hand flares with a weighted mean of 3.98; (5) capable
 33

of knowing the position and location of life raft in the vessel with the weighted

mean of 3.95; (6) know the proper procedure when jumping into the water

wearing a life jacket with a weighted mean of 3.93; (7) know where the hand flare

located with a weighted mean of 3.91; (8) know when boarding a life raft in the

water with a weighted mean of 3.84; know the total numbers of life boats in your

vessel with a weighted mean of 3.73. This means respondents believed that they

are capable on personal survival techniques on safety. Thus, seafarers of M/V

Trans Asia 8 are capable on safety. The respondents learned on how to survive

in any accidents and emergency situation on board through the basic training

subject in performing evacuation craft, rescue boats, and personal life saving

appliance in order to survive.

 34

Table 7. Mean Distribution on the Perceived Level of Capability of Seafarers of

Trans Asia Shipping Lines as to First Aid during Emergency

No. Indicators Mean

Interpretation Rank
I am capable of supporting the needs and Moderately
1 4.25
value of First Aid. Capable 1
I know what to do and not what to do in Moderately
2 4.14
case of emergency while on board. Capable 2
Moderately
3 I can safely manage a fire victim 4.07
Capable 4
I am well aware of the emergency action Moderately
4 3.98
principles. Capable 5
I know when to administer and when to Moderately
5 4.09
stop CPR. Capable 3
I am well trained in attending a patient with Moderately
6 3.77
burn injuries. Capable 8
I am well trained on “one man carry” when Moderately
7 3.89
transferring a victim. Capable 6
I can identify in positioning of victims in Moderately
8 3.84
recovery and shock position. Capable 7
Moderately
Over-all weighted mean 4.00
Capable

Table 7 illustrates the level of capability of safety among seafarers

of M/V Trans Asia 8 as to elementary first aid. The respondents were moderately

capable to handling elementary first aid with an over-all weighted mean of (4.00)

moderately capable is rated by the respondents on the elementary first aid such

as; (1) capable of supporting the needs and value of elementary first aid with the

weighted mean of 4.25; (2) know what to do and not what to do in case of

emergency while on board with the weighted mean of 4.14; (3) know when to

administer and when to stop CPR with the weighted mean of 4.09; (4) safely

manage a fire victim with the weighted mean of 4.07; (5) well aware of the
 35

emergency action principles with the weighted mean of 3.98; (6) well trained on

one man carry when transferring a victim with the weighted mean of 3.89; (7)

identify in positioning of victim in recovery and shock position with the weighted

mean of 3.84; (8) well trained in attending a patient with burn injuries with the

weighted mean of 3.77. This means respondents believe that they are capable

on elementary first aid with the over-all weighted mean of 4.00. This is part of

mandatory training course, however can be undertaken on its own and the

importance of elementary first aid is to help the victim in a basic way if

unconscious condition.

3. What is the overall assessment of the respondents on the capability of

M/V Trans Asia 8 Seafarers during emergency situation?

Table 8. Mean Distribution of the Overall Assessment of the Respondents

Capability of M/V Trans Asia 8 Seafarers during Emergency Situations

No. Indicators Mean

Interpretation Rank
Capability of the Seafarers towards fire Moderately
1 4.16
during emergency situation Capable 1
Capability of the Seafarers towards Moderately
2 3.95
abandonship during emergency situation Capable 3
Capability of the Seafarers towards first aid Moderately
3 4.00
during emergency situation Capable 2
Moderately
Over-all weighted mean 4.04
Capable

Table 8 presents the overall assessment of the respondents’ capability

of M/V Trans Asia 8 seafarers during emergency situation.

 36

The information in table 8 shows that generally, seafarers of M/V Trans

Asia 8 are capable of ensuring safety during emergency situation. It supports the

claim of Miilunpalo, et. al., (2016) that every seafarer must be able to perform

both, normal duties and emergency situations on board ship. This also backs up

the mandate of the Philippine government, through the MARINA, in equipping

skills among aspiring seafarers as to responding emergency situations to

preserve safety.

4. Is there a significant relationship between age, civil status, educational

attainment and number of years as seafarers and the level of capability of safety

among seafarers?

Table 9. F-Value of Seafarers’ Capability of Seafarers of Trans Asia Shipping

Lines as to Fire, Abandonship and First Aid during Emergency Situations
when Respondents are grouped according to Age

Fire
Age Bracket Mean f-value Sig. Result

21-25 yrs. old 4.16

26-30 yrs. old 4.24
Not Significant
31-35 yrs. old 4.26
0.703 0.595 at p < .05
36-40 yrs. old 4.24
above40 yrs. old 4.15
Total 4.21
Abandonship
21-25 yrs. old 3.90
26-30 yrs. old 3.94
Not Significant
31-35 yrs. old 3.94
0.447 0.777 at p < .05
36-40 yrs. old 4.11
above40 yrs. old 3.98
Total 3.97
 37

Table 9 (Contn.). F-Value of Seafarers’ Capability of Seafarers of Trans Asia

Shipping Lines as to Fire, Abandonship and First Aid during Emergency
Situations when Respondents are grouped according to Age

First Aid
21-25 yrs. old 4.02
26-30 yrs. old 4.02
Not Significant
31-35 yrs. old 3.97
0.128 0.971 at p < .05
36-40 yrs. old 3.98
above40 yrs. old 4.03
Total 4.01

Table 9 presents the significant difference of the respondents’ perception

towards seafarers’ capability on fire, abandonship and first aid during emergency

situations when respondents are grouped according to age. A computer program

SPSS originally, Statistical Package for the Social Sciences version 14 was used

to determine the calculation of the f-value or ANOVA of the data.

Using the .05 level of significance with one-way ANOVA or f-test in testing

the groups of respondents, the critical values (p-values) for all variables (fire with

0.597, abandonship with 0.777 and first aid with 0.971) were revealed to be more

than the .05 level.

Since critical values were more than .05 level, the result concludes that

there was no significant difference of the respondents’ perception towards

seafarers’ capability on fire, abandonship and first aid during emergency

situations when they are grouped according to their age; thus null hypothesis is

not rejected. Meaning, the age of the respondents does not contribute or

influence the recorded perceptions of the respondents towards seafarers’

capability on fire, abandonship and first aid during emergency situations. This

implies that seafarers’ perception does not vary regardless of their age.
 38

Table 10. F-Value of Seafarers’ Capability of Seafarers of Trans Asia Shipping

Lines as to Fire, Abandonship and First Aid during Emergency
Situations when Respondents are grouped according to Civil Status

Fire

Civil Status Mean f-vale Sig. Result

Single 4.28
Married 4.21 Significant at
3.733 0.032
Separated 3.97 p < .05
Total 4.21
Abandonship
Single 3.76
Married 4.02 Significant at
4.084 0.024
Separated 4.15 p < .05
Total 3.97
First Aid
Single 4.01
Married 4.01 Not Significant
0.004 0.996
Separated 4.00 at p < .05
Total 4.01

Table 10 presents the significant difference of the respondents’ perception

towards seafarers’ capability on fire, abandonship and first aid during emergency

situations when respondents are grouped according to their civil status. A

computer program SPSS originally, Statistical Package for the Social Sciences

version 14 was used to determine the calculation of the f-value of the data.

Using the .05 level of significance with one-way ANOVA or f-test in testing

the groups of respondents, the critical values for fire and abandonship were

recorded to be less than the .05 level while critical values for first aid were more

than the .05 level. This information concludes that there were significant

difference of the respondents’ perception towards seafarers’ capability on fire

and abandonship during emergency situations while there was no significant

 39

difference of respondents’ perception towards seafarers’ capability on first aid

during emergency situations. This may mean that the marital status of the

respondents is a contributing factor on their perception.

Table 11. F-Value of Seafarers’ Capability of Seafarers of Trans Asia Shipping

Lines as to Fire, Abandonship and First Aid during Emergency
Situations when Respondents are grouped according to Years in
Service
Fire
Years in Service Mean f-vale Sig. Result
1-5 yrs. 4.26
6-10 yrs. 4.14
Not Significant
11-15 yrs. 4.14
0.613 0.656 at p < .05
16-20 yrs. 4.23
above20 yrs. 4.20
Total 4.21
Abandonship
1-5 yrs. 3.76
6-10 yrs. 3.74
Significant at
11-15 yrs. 3.94
10.129 0.000 p < .05
16-20 yrs. 4.08
above20 yrs. 4.21
Total 3.97
First Aid
1-5 yrs. 4.03
6-10 yrs. 3.95
Not Significant
11-15 yrs. 3.94
0.266 0.898 at p < .05
16-20 yrs. 4.05
above20 yrs. 4.01
Total 4.01

Table 11 presents the significant difference of the respondents’ perception

towards seafarers’ capability on fire, abandonship and first aid during emergency

situations when respondents are grouped according to their years of service

working with M/V Trans Asia 8. A computer program SPSS originally, Statistical
 40

Package for the Social Sciences version 14 was used to determine the

calculation of the f-value or ANOVA of the data.

Using the .05 level of significance with one-way ANOVA or f-test in testing

the groups of respondents, the critical values for fire (0.656) and first aid (0.898)

were recorded to be greater than the .05 level while only abandonship was

recorded with less critical values of 0.000.

This information concludes that there was no significant difference of the

respondents’ perception towards seafarers’ capability on fire during emergency

situations when respondents are grouped according to their years of service

working with M/V Trans Asia 8. Meaning, the null hypothesis is accepted for

respondents’ perception towards seafarers’ capability on fire and first aid during

emergency situations.
 41

Table 12. F- F-Value of Seafarers’ Capability of Seafarers of Trans Asia Shipping

Lines as to Fire, Abandonship and First Aid during Emergency
Situations when Respondents are grouped according to Educational
Attainment

Fire
Educational Mean f-value Sig. Result
Attainment
BSMT Graduate 4.20
College Level 4.20 Not Significant
TESDA 4.23 0.017 0.997 at p < .05
Others 4.20
Total 4.21
Abandonship
College Level 3.81
BSMT Grad 4.15 Significant at
TESDA 3.67 12.581 0.000 p < .05
Others 3.67
Total 3.97
First Aid
College Level 3.98
BSMT Grad 4.02 Not Significant
TESDA 4.16 0.970 0.416 at p < .05
Others 3.91
Total 4.01

Table 12 illustrates the significant difference of the respondents’

perception towards seafarers’ capability on fire, abandonship and first aid during

emergency situations when respondents are grouped according to their

educational attainment. A computer program SPSS originally, Statistical Package

for the Social Sciences version 14 was used to determine the calculation of the f-

value or ANOVA of the data.

Using the .05 level of significance with one-way ANOVA or f-test in testing

the groups of respondents, the critical values for fire (0.997) and first aid (0.416)
 42

were recorded to be greater than the .05 level while only abandonship was

recorded with less critical values of 0.000.

This information concludes that there was no significant difference of the

respondents’ perception towards seafarers’ capability on fire during emergency

situations when respondents are grouped according to their years of service

working with M/V Trans Asia 8; thus null hypothesis was accepted.
 43

CHAPTER V

SUMMARY, CONCLUSION, AND RECOMMENDATIONS

This chapter presents the summary of findings based on the data

gathered that were subjected to statistical treatment and analysis. Conclusions

are drawn in the light of findings and corresponding recommendations are

presented.

Summary of Findings

This study aims to measure the capability of seafarers onboard Trans Asia

8 of the Trans Asia Shipping Lines. This study adopted descriptive method of

research to assess the perception of the respondents.

Conducted at the Port of Iligan in Barangay Saray in Iligan City, the

researchers utilized forty four (44) deck officers and crews onboard M/V Trans

Asia 8 of the Trans Asia Shipping Lines as respondents to this study. Twenty

seven percent (27%) of the respondents were above 40 years old, twenty five

percent (25%) were aged between 26-30 years old, eighteen percent (18%) were

aged between 31-35 years old, sixteen percent (16%) were aged between 21- 25

years old, and fourth teen percent (14%) were aged 36-40 years old. As to

marital status, majority of the respondents were married (70%) while twenty

percent (20%) were single. On the other hand, seven percent (7%) of them were

separated. With regards to educational attainment, fifty five percent (55%) are

BSMT Graduates, twenty seven (27%) were College Level, nine (9%) were
 44

TESDA while only nine (9%) of them were having other education. Meanwhile,

thirty four percent (34%) of the respondents were been working with Trans Asia 8

for more than 20 years, twenty seven percent (27%) of them were been in

service for 1-5 years, eighteen percent (18%) were been 6-10 years in service,

six teen percent (16%) were been 16-20 years in service, and only five percent

(5%) of them were been in service for 11-15 years.

With regards to respondents’ perception towards seafarers’ capability on

fire, abandonship and first aid during emergency situations, it was revealed that

seafarers onboard Trans Asia 8 of the Trans Asia Shipping Lines were

moderately capable. Ranking wise, respondents are were more (moderately)

capable on responding fire during emergency situations (4.16) then on providing

first aid during emergency situation (4.00) and lastly on abandonship (3.95)

during emergency situation.

In terms of the test of significant difference, the study rejected the null

hypothesis on seafarers’ capability towards fire during emergency situation when

respondents were grouped according to their civil status and towards

abandonship when respondents were grouped according to their civil status and

years in service.

Conclusion

On the basis of the findings, the researchers concluded that the seafarers

of M/V Trans Asia 8 of Trans Asia Shipping Lines are moderately capable of
 45

safety of life at sea in terms of fire, abandonship and first aid during emergency

situations.

Recommendations

On the basis of the above findings, the researchers offered the following

recommendations:

Company Safety Officers. It is recommended to the company safety

officers that safety of life at sea will be executed properly in any situation onboard

the vessel including constant evaluation on safety measures.

Deck Officers. Deck Officers who have been evaluated to be highly

capable on safety of life at sea have to maintain such skill to continuously provide

excellent service to the passengers.

Maritime Instructors. Instructors must stress in their lesson the need of

safety training to the maritime students for them to be equipped with the

necessary knowledge and skills.

Seafarers. Seafarers should have the Basic Training Course of Safety of

Life at Sea to have the needed skills and competencies needed in their

profession.

Maritime Students. It is recommended that all maritime students must

execute willingness and dedication to learn safety training of life at sea especially

during their SOLAS in Basic Training subject.

 46

Future Researchers. This study recommends for the future researchers

to have further study on safety of seafarers. This future study must include

reliable number of respondents, and qualitative data from the respondent’s

experiences, comments, and suggestions with regards on safety of life at sea.

 47

BIBLIOGRAPHY

A. Books

Cosare, F.
1999 Philippine maritime foundation for maritime teaching Aids (MARTA):
Ship construction and stability, 2F karina building, 33 Shaw Blvd.
1605 Pasig City, Metro Manila.

Ybanez, M., et al.

2015 The level of capability of safety at sea of M/V Filipinas Butuan of
Cokaliong Shipping Lines.

Philippine Nautical Training Institute,

1991 Basic safety course. 5th& 6th floor, Instramuros Corporate Plaza,
Recoletos ST., Manila, Philippines.

B. On-line Sources

Abueva, J.
2015 Filipino Seafarers most in demand in the World. The Bohol
Chronicle. Retrieved on November 7, 2017 from:
http://www.boholchronicle.com.ph/2015/06/28/filipino-seafarers-
most-in-demand-in-the-world/

Allen P. and Smith, A.

2008 Seafarers' Fatigue: A Review of the Recent Literature.
ResearchGate. Retrieved on November 7, 2017 from:
https://www.researchgate.net/publication/24025665_Seafarers%27
_fatigue_A_review_of_the_recent_literature

Choudhary, P.
2010 Filipino Seaman Still Rule the World Seas, for Now. Planet
Philippines. Retrieved on November 7, 2017 from:
http://planetphilippines.com/migration/filipino-seamen-still-rule-the-
seas-for-now/

Dio, M.
2013 The Role of the Flag State in Vessel & Sea Safety and Marine
Security. Retrieved on November 7, 2017 from:
https://www.linkedin.com/pulse/20140725211904-38705267-the-
role-of-the-flag-state-in-vessel-sea-safety-and-marine-security
 48

International Chamber of Shipping

2013 Implementing an Effective Safety Culture. Basic Advise for
Shipping Companies and Seafarers. IMO Symposium on the Future
of Ship Safety. Retrived on November 7, 2017 from: http://www.ics-
shipping.org/docs/default-source/resources/safety-security-and-
operations/implementing-an-effective-safety-culture.pdf?sfvrsn=8

Miilunpalo, Visuri, Lindholm, Lusa & Pylkkönen

2016 Physical Workload of Seafarers during Emergency Exercise
Course. ResearchGate. Retrieved on November 7, 2017 from:
https://www.researchgate.net/publication/307616566_995_Physical
_workload_of_seafarers_during_emergency_exercise_course

Seamanjobsite.com
2017 SOLAS Training: A Requirement for All Aspiring Seafarers.
Retrieved on November 7, 2017 from:
https://www.seamanjobsite.com/article_item-126/SOLAS-Training--
A-Requirement-for-All-Aspiring-Seafarers.html
 49

APPENDIX A

Letter to the Respondent

Dear Respondent,

Greetings!

The undersigned BSMT Students are humbly asking you to please take a few

minutes to complete this research survey questionnaire entitled “LEVEL OF

CAPABILITY ON SAFETY OF LIFE AT SEA AMONG SEAFARERS OF M/V

TRANS ASIA 8 ILIGAN OF TRANS ASIA SHIPPING COMPANY,Inc” . This

study aims to determine the capability of seafarers on board the said vessel while

on voyage from Cebu to Iligan and vice versa.

Your specific answers will greatly help in the gathering of information for the

realization of this study.

To ensure your anonymity, you may not write your name in this survey

instrument.

Your kind and favorable consideration will always be gratefully appreciated.

Respectfully yours,

Aljen C. Antiola

Carl Anthony M. Costillas

Lloyd M. Mercado
 50

Feliciano R. Canillo Jr.

Republic of the Philippines

LYCEUM OF ILIGAN FOUNDATION
Iligan City

August 02, 2017

Master Mariner
M/V Trans Asia 8
Trans Asia Shipping Lines
Port Area, Iligan City

Dear,

Good day!

The undersigned are BSMT III students who are conducting a research study use
on Level of Capability of Safety on Sea among Seafarers of Trans Asia Shipping
lines in your company.

In this connection, we are asking permission from your good office that we be
allowed to conduct an interview and float our survey questionnaires to your crews
when their respective vessel is on dock at the Iligan Port.

Your kind approval on this request will always be gratefully appreciated.

Thank you very much and more power.

Respectfully yours,

BSMT Student
Researchers

Aljen C. Antiola
Carl Anthony M.
Costillas
Lloyd M. Mercado
Feliciano R.
CanilloJr
 51

Ma.Lillibeth M. Hontiveros, RGC, RPm

English 16 Instructor
Received:
______________________

Republic of the Philippines

LYCEUM OF ILIGAN FOUNDATION
Iligan City

August 02, 2017

Manager of Trans Asia Shipping

LinesPort Area, Iligan City

Dear,

Good day!

The undersigned are BSMT III students who are conducting a research study use
on Level of Capability of Safety on Sea among Seafarers of Trans Asia Shipping
lines in your company.

In this connection, we are asking permission from your good office that we be
allowed to conduct an interview and float our survey questionnaires to your crews
when their respective vessel is on dock at the Iligan Port.

Your kind approval on this request will always be gratefully appreciated.

Thank you very much and more power.

Respectfully yours,

BSMT Student Researchers

Aljen C. Antiola
Carl Anthony M. Costillas
Lloyd M. Mercado
Feliciano R. CanilloJr
 52

Ma.Lillibeth M. Hontiveros, RGC, RPm

English 16 Instructor
Received: __________

APPENDIX C

SURVEY QUESTIONNAIRE

1. What is the profile of the respondents in terms of the following:

1.1 Age: 21-25 26-30 31-35 36-40 41&above

1.2 Gender: Male Female

1.3 Civil Status: Single Married Separated

Widow/Widower

1.4 Educational Attainment: College Level BSMT Graduate

TESDA Others, Pls. Specify

_______________

1.5 Number of Years as Seafarer

1.6 Number of Years in Service: 1-5 years 6-10 years 11-15

16-20ears 21 years & above

2. What is the level of capability of safety among seafarers of M/V TRANS

ASIA 8 ILIGAN as to:

Legend: HC-Highly Capable I-Incapable

C-Capable HI-Highly Incapable

U-Undecided
 53

2.1 Fire

HC C U UC HUC
Indicators 5 4 3 2 1
I can extinguish fire
made by electricity.
I am well versed on fog
steam and stream
steam.
I can identify common
ways to prevent fire on
board.
I can identify common
cause and prevention
of fire.
I am well aware of the
principles of survival in
relation to fires.
I am familiar with fire
control plan.
I am always conscious
of my task while on
board if ever there is
fire.
I know how to attack
fire safely.
I consider myself well
train when it comes to
fire safety.
I know how to operate
a fire extinguisher.
I can easily extinguish
fire cause by fuel.

2.2 Abandonship
HC C U UC HUC
Indicators 5 4 3 2 1
I am capable of joining
a boat drill every
month.
I am capable of
knowing the position
and location of life rafts
 54

in the vessel.
I know the total
numbers of life boats in
our vessel.
I know where the hand
flares are located.
I know the proper
procedure when
jumping into the water
wearing a life jacket.
I know the steps when
boarding a life raft in
the water.
I am capable of
applying the principles
of safety and survival.
I know how to do an
emersion suits on
board.
I can operate hand
flares.

2.3First Aid
HC C U UC HUC
indicators 5 4 3 2 1
I am capable of
supporting the needs
and value of First Aid.
I know what to do and
not what to do in case
of emergency while
on board.
I can safely manage a
fire victim
I am well aware of the
emergency action
principles.
I know when to
administer and when
to stop CPR.
I am well trained in
attending a patient
with burn injuries.
I am well trained on
“one man carry” when
 55

transferring a victim.
I can identify in
positioning of victims
in recovery and shock
position.

Adapted and Modified from: Level of Capability of Safety at Sea among

Seafarers of M/V Filipinas Butuan of Cokaliong Shipping Lines. (Ybanez, M.,et
al.).
APPENDIX D
DOCUMENTATION
 56

Respondents answering the Survey Questionnaire

57
 58

CURRICULUM VITAE

Aljen C. Antiola was born on April 29, 1997. He is 20 years old. He is

currently residing at Purok 2 C.M.R Maigo Lanao Del Norte. His father’s name is

Loreto B. Antiola and his mother’s name is Jeane C. Antiola. He finished his

elementary education at Claro M. Recto Elementary School. He finished his

secondary education at Maigo National High School. He is now a 3rd year college

student in Lyceum of Iligan Foundation taking up Bachelor of Science in Marine

Transportation.

His dream is to fulfill his goals and to become a successful seaman

someday. His goal is to finish his studies and to make her parents proud. He

believes in a motto that says “A Leader is a Good Follower”.

 59

CURRICULUM VITAE

Carl Anthony M. Costillas was born on August 4, 1997. He is 20 years old.

He is currently residing at Purok 5, CamagueIligan City. His father’s name is

Victor P. Costillas and his mother’s name is Myrna M Costillas. He finished his

elementary education at Tomas Cabili Elementary School. He finished his

secondary education at Iligan City National High School. He is now a 3rd year

college student in Lyceum of Iligan Foundation taking up Bachelor of Science in

Marine Transportation.

His dream is to fulfill his goals and to become a successful seafarer

someday. His goal is to finish his studies and to make her parents proud. He

believes in a motto that says “Work Hard in Silence, Let Success make the

Noise”.
 60

CURRICULUM VITAE

Lloyd M. Mercado was born on October 4, 1998. He is 19 years old. He is

currently residing at Zone 4 Poblacion, Bacolod Lanao Del Norte. His father’s

name Eddie G. Mercado and his mother’s name isJesusa M. Mercado. He

finished his elementary education at Bacolod Central School. He finished his

secondary education at Santo Niño High School. He is now a 3rd year college

student in Lyceum of Iligan Foundation taking up Bachelor of Science in Marine

Transportation.

His dream is to fulfill his goals and to become a successful seaman

someday. His goal is to finish his studies and to make her parents proud. He

believes in a motto that says “A wise man make his own decision and ignorant

man follow public opinion”.

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CURRICULUM VITAE

He is Felliciano R. Canillo Jr. He was born on August 16, 1998. He is 19

years old. He is currently residing at KauswaganLanao Del Norte. His Father’s

name is Feliciano G. Canillo Sr. and his mother’s name is Gladys Faye R.

Canillo. He finished his elementary education at Hizon Elementary School. He

finished his secondary education at OLPHA. He is now a 3rd year college student

in Lyceum of IliganFoundation taking BSMT.He likes to play any ball games and

he also likes sweet foods.