A) Enumerate all the Topics (in sequence, covered by the Finals)

B) In 500 words or more, discuss each Topic

Cargo Handling Equipment and Safety

It is critical that shipping staffs are well aware of the various factors that need to be taken
into account in carrying out cargo handling operations on ships with the utmost security.
Knowing the necessary safety features and making good us of materials handling equipment are
just some of the ways you can make sure that you are able to handle cargo safely on ships.
The first thing to do is to handle the freight safely. The best safety devices should be used
first. It is of utmost importance to use the right type of personal protection when moving freight
from one place to another. The handling of ships must include devices such safety harnesses,
safety casks, protective shoes and various other equipment, at all times. Your health is significant
at risk by operating without such facilities. Often, ensure that all safety systems are correctly
used for optimization of their use. The repair of this machinery and the evaluation of damage
before use is another factor which must be addressed. Now with the necessary protection of
cargo handling, all cargo equipment should be monitored visually before the cargo starts every
day and test qualification and inscription recognition should be received.
On the heel of each freight boom, crane or derrick, the protected work load (SWL) for the
mounted gear shall be labelled. These letters and figures have to be at least 1” in height and in
contrasting colors to the background. The SWL is designed to constitute the load to be lifted by
gear, minus its weight.
The safe working load shall be consistent with any wiring cables, chains, rings, hooks,
binders, fasteners, blocks and any loose gear used or intended for loadings or unloading. The
vessel’s captain or designate must inspect this gear visually at frequent intervals, and not less
than once in each operating month in all circumstances. A certificate must be available for their
estate. Remember that the crew of the ship under the control of a person who is responsible
should open or shut hatches that are manually or hydraulically controlled. Clocking systems
should ensure that the hook cover is covered to prevent unintended movement.
Prior to every cargo service, the master/terminal representative can make an unloading or
loading schedule. The master and the terminal delegate shall confirm the method of cargo
operations when a freight loading/ unloading schedule is decided in order not to undue pressure
on the bow, tank top or facilities connected therewith, including any precautions to mitigate and
avoid structural damage to the ship from bearing loads of cargo. There must always be
supervision and efficient coordination between the terminal and ship.
 It is highly necessary to protect all freight when it arrives on deck, not in a piggyback
cargo, during the process. Safe loads are safe freight that have to be guarded until placed in the
warehouse. Loose cargoes will prove risky and you don’t want a hell scenario on your hands,
where a non-safe freight has given any onboard workers a serious injury. Another thing you
should note is that any cargo not in a container should always be properly handled.
It is of course important to use lifting devices such as chords, slings, chains, forklifts,
cranes, etc. to carry the cargo on ships. When anyone deals on this technology, you have to
ensure that the equipment is inspected and handled according to the laws and regulations in
question. Most notably, this technology must be able to be used as it is intended to be. False use
of elevators will jeopardize the lives of people in this equipment and around it.

INTRODUCTION (Entering closed/contaminated Safety)

A ship is a complex structure from inside with several small and enclosed spaces. Many
of these enclosed spaces are used for installing some machinery or for storing machine parts
or workshop equipment. A ship has a matrix of pipelines, which runs through each of its parts,
including enclosed spaces. An enclosed space can be used for several reasons; however, the main
issue arises when one has to enter these enclosed spaces in order to do some repairing work or
for cleaning purposes. Unfortunately, numerous incidents involving personal injury, loss of lives,
enclosed space casualties have been reported off late due to failure to follow correct entry
procedures. Even though shipping companies issue warnings about the dangers and provide
relevant training, too many seafarers are still dying or are severely injured

ENCLOSED SPACE
An Enclosed Space is characterized as a space that has the accompanying attributes,
where is a risky oxygen level as well as harmful gas or other fume, restricted openings for
section and exit, negative regular ventilation, and not assigned for consistent laborer inhabitance.
It would incorporate Oil and water tanks, Closed payload holds, Cofferdams, Duct falls, Void
spaces, Pump rooms in Oil big haulers and such.
PERMIT TO WORK
A Permit to Work is a major tool in assuring safety during entry into confined
spaces with known hazards or with unknown or potentially hazardous atmospheres. The entry
permit process guides the supervisor and workers through a systematic evaluation of the space to
be entered.
Entry is only permitted when the atmosphere has been proved to contain oxygen content 21% by
volume, hydrocarbon vapor concentration less than 1% LEL and no toxic or other contaminants.
CHECKLIST
 The Master should ensure that the Chief Engineer or Chief officer completed the checklist for
enclosed space entry permit.

1. Have valves on all pipelines serving the space been secured to prevent their accidental
opening?
2. Has the space been cleaned?
3. Has the space been thoroughly ventilated?
4. Pre-entry atmosphere tests: Oxygen:
5. % vol, Hydrocarbon: % LEL, Toxic Gas: Yes / No
6. Have arrangements been made for frequent atmosphere checks during the occupation and
work breaks?
7. Have arrangements been made for continuous ventilation during the occupation and work
breaks?
8. Is adequate illumination provided?
9. Is a rescue and resuscitation equipment available for immediate use by the entrance to
space?
10. Has a responsible person been designated to standby the entrance to space?
11. Has the officer of the watch been advised of the planned entry?
12. Has a system of communication between the person at the entrance and those entering
been agreed & tested?
13. Are emergency and evacuation procedures established and understood?
14. Is there a system for keeping track of and recording who is in the space?
15. Is all equipment used of an approved type?

SECURING
Upon completing the task, the next thing to be done is the closing procedure. After
confirming all is secured, and all persons who had been entered the enclosed space are
evacuated, the master should enter the time of closure of permit and retain onboard for onboard
filing purpose.

DAMAGE TO THE CARGO SPACE DURING CARGO OPERATION

 Due mainly to moisture, rain, fresh or salt water, and sweat (and the presence of oxygen)
rust is a corrosion producing red discoloration and, in certain circumstances, heavy pitting. Thus,
producing deface on a particular surface of what we call “Rust Damage”. The moisture causing
the rust may be introduced by: leakage, other cargo, packaging, green timber (dunnage), rain
(when ashore, or when the hatches are open), or even the ventilation itself.

It conveyed as to how lowering heavy slings or drafts of cargo too fast on to cargo
already in stowage may be responsible for damage, which often goes undetected until discharge.
Similarly, forcefully dragging cargo out that is wedged by other cargo or even over stowed, may
be another source of damage at the time of discharge.

In addition to that, we also studied about High Loading Rates. I’ve known that a terminal
must be prepared to stop operations if the officer-in-charge of the ship is concerned about
deviations from the agreed plan. Risk associated with high loading rates can be assessed by
studying the sensitivity of the hull girder to overshooting/overload.

Another kind of topic we discussed about concerns the Asymmetric cargo and ballast
distribution. It set forth that heavy cargo poured into a cargo space at one end of the hold piles
up. The lateral pressure acting on the transverse bulkhead increases, since it will not be cancelled
out. Stowing cargo asymmetrically about the centerline causes twisting and warping of the hull
girder.
When it concerns to Loading of high-density cargo and water ballast distribution for bulk
carriers, It sets forth that Bulk carriers are usually discharged by grabs or by suction pipes.
Pouring the cargo through a shooter or via a conveyor belt does the loading. Bulk carriers have
large upper and lower ballast tanks to give the empty vessel enough draught and a better
behavior whilst in transit. The safe operation of bulk carriers is dependent on not exceeding
allowable stresses in the cycle of loading, discharging, ballasting and de-ballasting.

It is recommended that high density cargo be stowed uniformly over the cargo space and
trimming be applied to level the cargo, as far as practicable, to minimize the risk of damage to
the hull structure and cargo shift in heavy weather.

The distribution of cargo in a hold, and water ballast distribution, have an important
influence on the resultant stress in the hull structure. The double bottom and the cross-deck
structure are designed based upon a trimmed cargo distributed symmetrically in a hold space.

However, Damage by Weather Condition regards as to how in heavy weather, the ship is
subject to heavy strain and stresses. The stresses experienced by the ship are hogging, sagging,
pounding and pooping. If it is thought that the ship will meet bad weather, precautionary
measures are always to be put into effect. And that that are certain areas that we should be
checking and consider it being double-checked on, naming; all cargo lashings on deck, to batten
down all hatches, manholes etc., to tighten all lifeboat gripes, to remove all ventilator heads, plug
the entry ports, and fit covers on them, to clear all loose gear from the decks, to make a hundred
percent sure that all the derricks are secured.

HATCH COVER AND BALLAST TANK

Hatch Cover
Hatch cover is a large steel structure fitted over a hatch opening to prevent the ingress of
water into the cargo hold. It may also be the supporting structure for deck cargo. Various designs
exist for particular applications.
Cargo hatch covers are important for the safety of the vessel, crew and cargo. Ensuring
weathertight integrity while at sea is the primary objective of hatch covers. A number of reported
casualties are related to the loss of weathertight integrity due to the collapse of hatch cover steel
structures or failure of securing and locking devices.
Typically hatch covers are lightweight steel grillages. Modern design methods using
finite element technology enable more efficient material distribution which results (thinner)
structure. A watertight cover prevents the passage of water when exposed to a head of water. A
typical head of water for a ship could range from 3-10 meters. A weathertight is designed that it
can be subject to the adverse weather conditions experienced offshore. It is also designed to
withstand brief submersion experienced from green seas.
An indication of the standard expected in practice is that hatch covers should be able to
withstand a hose test which involves water being directed near to the joints. A more rigorous test
involving a small hydraulic head of water, of a few centimeters, being placed on the seals is not
appropriate and is not the standard.

Ballast tank
A ballast tank is a compartment within a boat, ship or other floating structure that holds
water, which is used as ballast to provide stability for a vessel. In order to provide adequate
stability to vessels at sea, ballast is used to weigh the ship down and lower its center of gravity.
In order to maintain a consistent buoyancy as their cargo loads change, ocean-going ships pump
seawater in and out of their ballast tanks. Needless to say, that salty water isn't exactly the least-
corrosive liquid in the world. That's why crews of inspectors regularly have to go inside those
steel tanks, to check for damage.
 One of the most common problems among vessel construction and maintenance is the
corrosion that takes place in the double hull space ballast tanks have in merchant vessels. Bio-
degradation takes place in ballast tank coatings in marine environments
To avoid biodegradation, paint has been a new idea to stop the corrosion of ballast tank.
Ballast tanks can carry more than ballast water, most of the time ballast tanks are filled with
other bacteria or organisms.
Ballast tanks can carry more than ballast water, most of the time ballast tanks are filled
with other bacteria or organisms. To avoid biodegradation and prevent costly steel renewal,
apply and maintain quality protective coatings in a satisfactory condition, particularly in ballast
tanks where corrosion can occur at a fast rate.
Tank inspection intervals to be followed on board are as per the vessels Planned
Maintenance System. In principle the intervals shall be as follows: Water Ballast Tanks (Tankers
& Gas Carriers): At least once every 12 months). Water Ballast Tanks (Container Ships): At least
once every 12 months.

ENHANCED SURVEY PROGRAMME

The intention of these Guidelines is to ensure that an appropriate level of review of plans
and documents is conducted and consistency in application is attained.
The main purpose of the Convention is to facilitate co-operation between Governments and
between those participating in search and rescue (SAR) operations at sea by establishing an
international SAR plan.
Co-operation of this type is encouraged by SOLAS 1974, Parties to which undertake `to
ensure that any necessary arrangements are made for coast watching and for the rescue of
persons in distress round its coasts. These arrangements should include the establishment,
operation and maintenance of such maritime safety facilities as are deemed practicable and
necessary'.
The technical requirements of the SAR Convention re contained in an Annex. Parties to
the Convention are required to ensure that arrangements are made for the provision of adequate
SAR services in their coastal waters.
Parties are encouraged to enter into SAR agreements with neighboring States involving
the establishment of SAR regions, the pooling of facilities, establishment of common procedures,
training and liaison visits. The Convention states that Parties should take measures to expedite
entry into its territorial waters of rescue units from other Parties. The Convention then goes on to
establish preparatory measures which should be taken, including the establishment of rescue co-
ordination centers and subcenters. It outlines operating procedures to be followed in the event of
emergencies or alerts and during SAR operations. This includes the designation of an on-scene
commander and his duties.
Parties to the Convention are recommended to establish ship reporting systems, under
which ships report their position to a coast radio station. This enables the interval between the
loss of contact with a vessel and the initiation of search operations to be reduced. It also helps to
permit the rapid determination of vessels which may be called upon to provide assistance
including medical help when required. Such evaluation of survey reports, survey programs,
planning documents, etc., should be carried out at the managerial level of the Administration or
organization recognized by the Administration.
The Guidelines should apply to surveys of hull structure and piping systems in way of
cargo holds, cofferdams, pipe tunnels, void spaces within the cargo length area and all ballast
tanks.
The surveys should be carried out during the surveys prescribed by the 1974 SOLAS
Convention, as amended.
The Guidelines contain the extent of examination, thickness measurements and tank
testing.
The survey should be extended when substantial corrosion and/or structural defects are
found and include additional close-up survey when necessary.
When a survey results in the identification of significant corrosion or of significant
structural defects which, in the opinion of the surveyor, will impair the structural integrity of the
ship, then remedial action, in consultation with the Administration should be agreed and
implemented before the ship continues in service.
In developing the Survey Programed, the following documentation should be collected
and consulted with a view to selecting tanks, holds, areas, and structural elements to be
examined:
• Survey status and basic ship Information
• On-board documentation
• Main structural plans (scantling drawings); including information regarding use of high
tensile steels (HTS),
• Relevant previous survey and inspection reports from both LR and the Owner,
• Information regarding the use of the ship's holds and tanks, typical cargoes and other
relevant data,
• Information regarding corrosion protection level on the new-building,
• Information regarding the relevant maintenance level during operation.
The submitted Survey programed is to account for and comply, as a minimum, with the
requirements for close-up survey, thickness measurement and tank testing, respectively, and is to
include relevant information including at least:
• Basic ship information and particulars.
• Plan of holds and tanks
• List of holds and tanks with information on use, protection and condition of coating
• Conditions for survey (e.g., information regarding hold and tank cleaning, gas freeing,
ventilation, lighting, etc.)
• Provisions and methods for access to structures,
• Equipment for surveys
• Nomination of holds and tanks and areas for close-up survey - Nomination of sections for
thickness measurement
• Nomination of tanks for tank testing
• Damage experience related to the ship in question.
C) Read the published research on: "Analysis of occupational accidents
encountered by deck cadets in maritime transportation" -in 1000 words or
more, discuss the relevance of your new learnings how it relates to the
published research, and what are your duties and responsibilities as a Cadet in
preparation for your shipboard training in relation to it

Seamanship helped us to understand the deeper meaning and importance of the safety and
skillful knowledge where it involves topics and development of specialized skills including,
navigation and international maritime law, weather, meteorology and forecasting, watch keeping,
ship-handling and small boat handling, operation of deck equipment, anchors and cables, rope-
work and line handling, communications, sailing, engines, execution of evolution's such as
towing, cargo handling equipment, dangerous cargoes and cargo storage, dealing with
emergencies, survival at sea and search and rescue, and fire fighting. Thus, confidence in work
may vary through skills, discipline, good judgement, and strong work of ethic.
On top of these three fundamental qualities, hard work, judgment and humility.
Seamanship also means constant practice of on-the-water skills it can be also called “the best
practice guide”. Can you navigate on your own, or is your spatial orientation gone the moment
your chart plotter turns north-up instead of head-up? Can you handle your yacht under sail in
close quarters, or do you rely solely on the engine? Do you know how much room to give to
other boats when you anchor? Have you ever practiced a man overboard drill? All these skills,
and many more, are important to practice, and to practice correctly.
To quote The Mountaineering Handbook again, “In most cases, just about any technique
will let you fix through, but you’ll sacrifice your safety margin”. Lastly, good seamanship entails
making sure your crew are just as adept at all of this as you are. It’s bad practice for only one
person to know the boat intimately, everyone must be able to perform the man overboard drills,
navigate, maneuver the yacht, anchor properly, bleed the engine, service a stuck winch, and
make a splint for a broken arm, for example, among the myriad other skills needed aboard a
voyaging vessel. The crew must also know the emergency procedures and when it would be
appropriate to implement them. You don’t want your crew thinking a mayday is necessary when
a pan-pan would do, or even when your own resourcefulness could fix the problem. Good
communication, and the good understanding that comes with it, is crucial for a well-run, orderly
and safe vessel no matter where your voyage takes you. In addition, seamanship taught us to
apply our holistic skills in terms of decision making in recognizing dangers associated to staying
at sea and improve the most safe option.

As a cadet, we are sent on board ships to learn practically and so we can apply our
technical and theoretical learnings. We are to observe and learn then execute what are the
officers are doing in preparation as a future officer. In performing our duties and responsibility as
a cadet on board ship we are to abide on guidelines that are taught to us while we are studying in
land to prevent accidents to happen. It was taught to us the common accidents that happen on
board ships.

Accident an undesirable or unfortunate happening that occurs unintentionally and usually

results in harm, injury, damage, or loss to a person, property or equipment. We cadets and
officers and crew are supposed to be aware of the significance of safety and to apply it to our
routine working practices. However, despite the fact that accidents can be completely avoided,
from time to time, they still occur onboard, holding the accident rates considerably high and
steady.

As per The Analytic Hierarchy Process (AHP), the most risky areas for work accidents
were found to be the deck (39.9%), cargo areas (35.7%), areas used for manoeuvring operations
(including winch areas and areas in which berthing, unberthing, and anchoring operations take
place) (16.1%), and accommodation areas (8.3%). The most important root causes for
occupational accidents were identified as not using personal protective equipment (24.2%), haste
(22.6%), and presence in inappropriate places (13.6%).
(https://www.tandfonline.com/doi/abs/10.1080/03088839.2016.1245449)

Deck is one of the major accident prone areas onboard as deck operations involve
numerous risks and dangers that can easily make way to an accident. The best way to avoid these
accidents is to be practically aware of personal safety and enhance and maintain a good safety
actuations on board.

There are common types of accidents that can occur in deck operations, slip and falls,
improper manual lifting, compressed air accidents, exposure to chemicals, electrical accidents,
crane and lifting gear accidents, deck tool and machinery accidents and man over board.

Slips and falls are one of the most common accidents that occur on ship’s deck. Slips can
easily take place at any moment and likely during an activity on deck. Falls are most common
while working on heights such as on masts, lashing bridges, hatch covers, cargo holds and
working aloft or outboard. These accidents are not as silly as they sound, as slips and falls cause
injuries ranging from severe physical damage to fatality. The main reasons for slips and falls are
slippery deck, improper use of catwalks, missing grating, railings and stanchions, missing
warning signs, improper personal protective equipment (PPEs) especially safety shoes and safety
harness, lack of situational awareness, lack of awareness of the job, absence of safe job analysis

They can be best avoided by cleaning up after work and maintaining the deck free from
oil and other slippery substances, follow designated catwalks and correct passages on main deck
and avoid shortcuts, using proper non-skid safety shoes on deck and use of safety harness while
working on heights safety and situational awareness, analyzing the hazards and risks that are
associated with the job, and understanding the nature of possible accidents prior commencing the
job.

Lifting things is something we carry out regularly on ships. Improper lifting techniques
are the main reason for accidents and injuries, especially those related to back. It is said that,
“The correct method of lifting up a load is to squat down to the load and keep the back as
perpendicular to the ground as you can, and to use the leg and arm muscles to lift up instead of
the back muscles.”Load should not be too heavy and to be evenly distributed. If not, ask help and
avoid lifting alone. Any sharp edges are to be noticed and avoided. Take small steps while
walking with the load. Find places to stop and rest in between. Make sure the load is not
disturbing a clear vision ahead. Use feet to change direction, avoid twisting the body. When
unloading, bend knees to keep the load down instead of bending the back

Compressed air is used on deck for various pneumatic power tools and cleaning purposes.
There have been several accidents in the past where compressed air has lead to serious injuries.
Therefore, it should be treated and used with utmost care as jet of compressed air/gas applied to
an open cut or wound may force its way into the blood stream and can kill a person. While using
compressed air/gas, keep in mind to Never blow compressed air towards a person. It can cause
serious injury, Do not use a jet of compressed air to dust down any clothing/boiler suits. It never
helps to get cleaned up and the dust will blow and pierce into the cloth, Ensure air/gas cylinders
should always be secured in vertical position away from hot area, While using compressed air
through pipelines and hoses, after the use always, make sure to depressurize the line.

Exposure to chemicals are another common accident that occur while working on deck.
Chemicals coming in direct contact with the skin leads to burns and serious injuries. Any
accident should be immediately reported to the Medical officer. The nearest emergency eye wash
stations should also be noted.

Electrical equipments are used on deck for a wide variety of purposes. Without taking
precautions of the electrical hazards, a shock from a live wire or tool or machine with poor
insulation can cause fatal damage. To avoid these always ensure, there should be no frayed or
damaged contacts if needed, the equipment should be isolated, keep wires and leads away from
any heat sources and conductive liquids, do not have wires lying across floors to create a trip
hazard use proper PPE as always.

Crane and lifting operations also involve a high percentage of accident on ships deck.
There have been several dangerous incidents associated with crane and lifting gear operations in
the past. Cranes should be operated only by authorized trained persons such as certified seaman.
When operating, persons involved in the operation shall stay clear from the crane and the
suspended load. The standard signaling system and walkie-talkie radios shall be used to
communicate with the crane operator. The persons involved should be aware of these signals.
Slings, hooks, and chains used should be approved and certified. Safe Working Load (SWL) of
the lifting gears must be compared to the load to be lifted.

Accidents such as cuts, wounds, and burns normally occur while using various tools and
machinery on deck. The degree of impact increases for the accidents occurred during the use of
Pneumatic or hydraulic powered tools. Tools used for drilling, surface preparation and grinding
such as jet-chisel and pneumatic wire brushes should be used with extreme caution.

Man over board accidents are most likely to occur on deck as a result of a slip/fall. MOB
is a very critical situation and calls the need for emergency response. The chances of surviving a
MOB situation depends upon a lot of factors. MOB mostly occur during ship-side activities and
jobs such as ship-side washing, paining, working aloft, working outboard.

These accidents are the most probable accidents that we cadets can encounter onboard
ships. These are avoidable if we are going to strictly implement the guidelines we learn in school
and in training. We shall always keep in mind that prevention is better than cure, and life is most
valuable in anything we do. And we must be at the top of our health condition in order to
continue onboard ship.