Marino World 8th Ann Sept-Oct 2013 Issue Part II

MARINO WORLD 1

VOLUME VIII NO.5 ISSN 1908-0972 SEPTEMBER - OCTOBER 2013

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MARINO WORLD MARINO WORLD4 5

Often, Filipinos get education to get a job and not to invest in a career. Not much on the self-esteem; understandable for a damaged culture of a free people subjugated three centuries in a convent and then Hollywood for 40 years by the Americans. So goes a quote from a famous national politico.

Not that education-for-a-job is bad per se; it just marks one for early obsolescence, shoved to the back of the herd as years pile, instead of gaining points and perks. Again, nothing wrong with one job in one lifetime. Just odd, and risky.

For anything that does not grow starts to die. Biology, maybe. But physics, commerce as well. And life itself. For no job nor posting is secured in our predatory society. Even social work must out-suffer the other to gain more relief resources.

We critique a mindset of Juan Tamad, waiting for the guava fruit to fall into his mouth when it ripens. We criticize the fallout of pwede na (yeah, make do) in our work attitude.

We claim to be the Manning Capital of the world but do not question the postings that we serve at. Imagine, our seafarers are yet egged to aspire for the caps of retiring Caucasian officers. Not much stampede, but more of yawning. Because we just want a job?

No, because we have psyched ourselves to mediocrasy. And it starts with our practices in domestic shipping. While the world builds superships, we are still to enforce fibreglass hulls to replace rickety wooden ferries. Archepelagic we are but our ports are selectively RoRo; most slabs of mortar and rocks risky for berthing.

On competence and certification, we lower the bar for domestic crew. Why, local lives are cheaper? Or safety gears too expensive, safety measures cumbersome hence violations are pwede na? And we accept the annual toll of lives and property, the worst record in the world on maritime disaster.

How can we internalize STCW mantra in our seafarers when local policies are way off the standards of international

Codes and Conventions? Is it national policy to make do with untrained pahinantes in our local waters while breeding export-quality seafarers for foreigners?

Marino World sees a two great headwinds that may fastrack reforms in domestic shipping. One is MLC 2006, ILO-instigated, to be enforced by our Labor department (DOLE). For starter, it even added a 15th requirement to ensure compliance on seafarer benefits. But then again, there is the age-old minimum wage law that is honored more in breach than in practice.

The other push is the sitting MARINA Administrator, a respected academe, world-class with an ergonomics view of things. Given time, DOTC and Palace support, we could expect meaningful upgrades. Maybe not of tsunami impact, but pivotal nevertheless. And should make a difference.

Otherwise, we lose lives and property in our waters. And lose face in the community of nations. Double whammies, clearly double jeopardy.

DOMESTIC DOUBLE JEOPARDY

Publisher’s Note

EDITORIAL BOARD

EDITORIAL OFFICE

International CorrespondentsF R Chowdhury Mark Millar

News and Feature WritersEva Tan Coca H. Strobar Ligaya Caban

ContributorsMs. Merle San PedroAtty. Cristina Beltran

Capt. Victor Alviola

RAdm. Adonis DonatoCapt. Rodolfo AspillagaCapt. Edwin Itable

[email protected]

[email protected] [email protected]@marino-world.com

Content CritiqueCommo. Dante Jimenez

PhotographerRoyet De Paz

Legal CounselAtty. Manuel Obedoza

MarketingRose Sebastian

Tel. / Fax(632) 521-3633

Mobile(63) 916-6307080

Address1732 Modesto St., Malate, Manila, Philippines

PublisherLyn Bacani

Editorial ConsultantB. Cortes Lagac

Creative DirectorJhon Henson Ong

www.marino-world.com

Published by Bacani & Associates Media Services Co.

MARINO WORLD 7

Content

ABOUT THE COVERThe Maritime Academy of Asia and the Pacific engages the Philippine Life-Saving Equipment for state-of-the-art equipment, servicing, and approaches on lifesaving at sea.

Photo & Layout by: Jhon Henson Ong

08Government

EMSA: Moment of Truth?

Training

MAAP Engages PLE

20

14

Education

VMA - Education to Employment

16Feature

Buchanan Views

24

Other Content

Opinion

Angkla in CongressMobile RNLSabay Soundings

Quinones at WallemOffshore BoldestMaritime Admin

The Sinking of Aquinas


European Maritime Safety Agency (EMSA) auditors have arrived 7th

October, immediately rolled sleeves the day after. On this fourth (and final?) visit, the two teams will stay three weeks instead of the usual one. Simultaneous audits, grittly focused for final recommendations.

“… (A) very significant time in our MET system, to be tested for one final time… before…recommendation to the European Commission,” says Max Mejia, Jr., Maritime Industry Authority (MARINA) Administrator.

He was then presenting the EMSA auditors at the Joint Manning Group conference attended by over 400 maritime stakeholders. Venue was the SMX convention hall, coinciding with the National Maritime Week celebrations of 27th September.

Some quarters perceive the EMSA report and recommendation as crossing our maritime Rubicon: we rise or fall. Such report goes to a committee, deliberated, and sent to the European Commission (EC) for further debates towards a final decision of the European Union (EU).

There may be levels of decision, influenced by seriousness of the issue/s, and national interests of 28 EU

Confident.

Mejia says “From a technical point…I’m quite confident… (on) passing… at least 75. But anyhow, I would say we’ll pass.”

(Such moderate stance of Mr. Mejia reflects a Marino World interview last May: “(we are) on our way to address them…(what can you do) between now and October, physically impossible. Or if we actually do (they will be more suspicious we are just conniving).”)

And optimistic, “…In October we will be able to demonstrate that the Philippines has made significant progress in addressing the main areas of concern. That they will find a system that is firmly in place, a system that is working.

The fact that we are going through hiccups is a given but that we are experiencing hiccups but we are actually able to identify that these are gaps and that we know what remedy is required in order to remove or fix the hiccups.”

With the schools, Mejia believes EMSA will find that compared to April when it found a brand new engine, today EMSA will find that engine running filled with fuel, an engine propelling a ship strongly; making headway and with a clearly identified destination and properly chartered port.

member states. This is a Gordian knot EU statesmen must clinically cut given varying interests, often diametrically opposite. These must be resolved within the recent mandate of its Parliament for one implementation of any law, rather than the previous practice of allowing each state the autonomy to implement at a level it wishes.

It could be outright withdrawal of recognition of STCW certificates issued by Philippines. Or merely on categories: of seafarers, officers or management. If outright withdrawal, EU may further damage Philippine credibility by the advisory EU may send to port state authorities to detain vessels manned by Filipinos; indeed, any crew carrying Phil-issued STCW certificate. A worst case scenario, but grimly possible.

Schedule.

Task and team deployment from 8th to 23rd October:

Government agencies.

MARINA, CHED, PRC, NTC, DOH.

Maritime schools.

• Philippine Merchant Marine Academy

The MARINA administrator thinks the problem is not really how EMSA finds these schools. What EMSA is looking for is a system of monitoring the quality of these schools. This throws the ball back to government. If EMSA finds School AAA is substandard, but discovers MARINA and CHED inspection records passing School AAA, then there is a monitoring deficiency.

The concern is not just School AAA being substandard but the failure of monitoring by government agencies. If deficiencies are not identified, how can corrective measures be implemented?

Opinion.

Marino World international correspondent Fazlur Chowdhury comments, “There has been lot of misinterpretation and misconceptions. Regulation I/6 clearly places all responsibilities with the Administration. It is the administration that will assess, evaluate, approve and monitor all courses and centers.

This will mean that the administration will see that the course relates to specific STCW requirements and named accordingly. Then the center has to have all facilities and equipment as necessary -- books, machinery, swimming pool, life-rafts etc., qualified instructors and assessors.

• John B. Lacson Maritime University• Maritime Academy of Asia and the

Pacific• MAPUA-PTC College of Maritime• Mariners Polytechnic Colleges

Foundation• Visayan Maritime Academy• Southern De Oro Philippines

College• Lyceum of Batangas Maritime

University• Capitol University• University of Cebu• University of the Visayas• St. Therese-MTC Colleges• Palompon Institute of Technology

Training centers.

• AJ Center for Excellence• National Maritime Polytechnic• Magsaysay Training Center• Italian Maritime Academy• Mariners Polytechnic Training

Center• Sandigan Maritime Training• Visayan Maritime Training Center

MARINA hosts the wrap-up meeting 24th October.

The institute must also have good record-keeping. The administration will have final say -- identity, nationality, age, medical fitness, sea-service as required for each grade or course, previous certificate and proof of having qualified in all components. This is how the final COC will come.”

The external audit relates audit to the administration. Chowdhury hears so much talk about training institutes. If the administration has not done its job properly then the system fails there. No question of recognition of certificates.

Audit of institutes by anyone from outside means interfering in the internal matters. Yes, we can inspect institutes only to ensure that there is clear evidence of supervision, approval and monitoring by the Administration. If the Administration takes into cognizance one single certificate issued by an institute not approved by them then all certificates issued by that Administration should be discarded. The Flag State is to check national standards and not individual institutes.

Action.

MARINA has issued nine circulars, six advisories addressing EMSA concerns on the April, 2013 audit.

EMSA OCTOBER AUDIT

MOMENT OF TRUTH?

by Ligaya Caban

At the JMG Conference, Panama Ambassador Roberto Carlos Vallarino Moreno gladhands Administrator Mejia as PRC Chairman Teresita Manzala looks on.

EMSA auditors return for critical inspection.

GOVERNMENT


On conflict of interest among assessors.

MARINA had a drastic reduction of assessors, from 75 to 25 due to conflict of interest. No one connected with any institution should be inspecting any institution. Similarly, no one connected with any training institution accredited by MARINA should be in monitoring.

Administrator Mejia invites manning professionals not connected with any educational or training interests to join as auditors to help the remaining 25 volunteers. Government is also funding hiring and training of in-house evaluators or assessors for MARINA and CHED.

PRC has been vigilant against conflict of interest, so is CHED with its technical panel on maritime education. The NQSS demands compliance with the Code of Conduct for Government Officials, a law that should frustrate conflict of interest.

PRC OIC-Chairman Miguel Marasigan emphasizes the circular asks for declaration of past and present links to maritime schools, training centers and manning agency. The STCW office issued to all evaluators to conduct business on ethical standard and not on connections nor acquaintance.

An IMO consultant posits conflict of interest must be operated within context of the law; but never to chase off those qualified but have had links ten or 15 years past. The other safety net is the conscience of the person, the professional.

Administrator last May, where he was quoted “(we are) on our way to address them…(what can you do) between now and October, physically impossible. Or if we actually do (they will be more suspicious we are just conniving).”

STCW 2010.

The agencies have identified the gaps between the 1995 and 2010 STCW Manila amendments, and are now working towards full compliance to the latest amendments. This is not tongue-in-cheek but a major push since knowing the problems is half the solution.

A case in point is CHED: Memorandum Order 13 and 14 of May 14, 2013, are further revised in light of the changes, to hew closely to STCW, as amended, and the STCW Code. Its Commissioner M.C.R. Banzon Bautista (Oversight Maritime Education) chaired the public hearing on proposed amendments and supplemental policies, standards and guidelines to CMO 13 and 14.

By April of 2015, CHED commits to complete corrective actions on the revised curriculum, syllabi/course programs for MHEI curriculum for BSMT and BSMarE first to third year courses.

At that public hearing, a workshop followed on the outcomes-based curriculum, assessment and learning strategies for the second batch of maritime schools.

It was also learned MARINA has developed and implemented the Ship Security–related courses and developed the four new tanker courses. Meantime, TESDA has completed courses on AB Deck and AB Engine and revised training regulations for RFPNW (II/4) and RFPEW (III/4).

Budget.

Presidential support is clearly seen with the release of P46.5 million to DOTC-MARINA to cover the monitoring and assessment of all accredited maritime training and educational institutions (METIs). Another P10-million could come should HB 719 pass into law.

Egged by Rep. Manalo, CHED may allot funds for maritime education, viz:

On slow implementation of EO 75.

Issued 30 April 2012, EO 75 made operational a series of MOAs between MARINA and partner agencies that hastens MARINA’s oversight functions.

MARINA and TESDA delineate functions, more so on four courses (ratings as part of a navigational watch or engineering watch, able seaman deck, able seaman engine). Both approve the curricula. TESDA may accredit the program; MARINA accredits assessment centers. MARINA may issue COPs; TESDA in Program Registration re-aligned.

PRC and MARINA agreed last August 27, 2013 on separate and joint responsibilities. Both will jointly monitor assessment of competence of marine officers by assessment centers using outcome-based monitoring instrument. PRC’s Marasigan confirms joint monitoring with MARINA on practical assestment for engine room simulator and ship simulator.

These MOAs and cooperation may be legislated into national laws with yeoman efforts of Rep. Jesulito Manalo, sitting in the 16th Congress for Angkla, the partylist for maritime stakeholders.

For starter, Rep. Manalo has filed House Bill 719 to make EO 75 a law. (Details of legislative initiative are in a separate article in this issue.)

• Modernization of facilities and teaching resources;

• Upgrading of faculty competencies;• Enhancing research and

development capacity; and• Support for shipboard trainingThe proposed initial budget allocation: P1B as seed capital, P1B as funds available for grants. CHED further proposes an annual allocation of P500M to sustain the development and support of the maritime education sector.

Unity.

CHED Executive Director IV Julito Vitriolo assures “We are here to respond and make sure our policies, guidelines and standards are up to date and definitely STCW compliant. This is the time to put our acts together. The time to set aside other motives. This is the time to think about our country.

This is the time to show to the world that we could be globally comparable, globally competitive. And yes, abiding to the provisions of the STCW Code and Convention.

Together, we should hurdle the challenges.”

On another plain, Mejia underscores, “… EMSA is not the end. EMSA is only the beginning. Now that we have the ear of the national government then we have to continue with our efforts to ensure that similar crisis does not develop in the future.”

Joint Manning Group Director Josephine Francisco sends in the sunshine, “Everybody is hopeful… (P)ersonally I am confident that with your charm, Mr. Administrator, your competence, there’s no reason we should fail.”

On lack of NQSS alignment.

National Quality Standard System (NQSS) is reflected on CHED’s QSS, the latter aligned already with MARINA’s NQSS completed September 16, 2013.

To align with other QSS, MARINA has been in weekly meetings with member agencies at the Consultative Committee on STCW Concerns. It is a very effective forum for pressing out all the practical details of alignment. After a few rounds of alignment exercises, the agencies have also conducted their first internal quality audit. Now, they are on to second level inter-agency audit.

On Implementation of NQSS

When EMSA arrived last April, the NQSS has not been approved nor implemented. Now NQSS is on paper and actively implemented. An important aspect of NQSS is the monitoring of MHEIs and MTIs. MARINA and CHED have undertaken a monitored program that began last July and will run until the end of next year to cover 91 MHEIs.

MARINA has also began monitoring MTIs till the end of next year; cascading the same monitor to TESDA, NTC and PRC. Positive changes are expected from this herculean task of monitoring almost a hundred institutions nationwide on limited time, staff and logistics under pressing conditions.

(The trend and the facts are pleasantly surprising. More so when Marino World recalls the first interview with the

When dust settles.

Witness the scamper of Government to cater to EMSA, with the private sector in tow should a sacrificial lamb be needed. In our own land, we bow our heads to assure employers we follow orders, at their beck and call. Indeed, the flipside of the EMSA scare: sovereignty, national pride.

During martial years, we fawned to capital with our absurd bareboat chartering rules. And we criminalized membership to an international organization protecting seafarer’s rights because Government was afraid of losing jobs should we demand a fair shake.

People Power gave us a facelift. But we seem to backslide with scandals ripping the news. Government seduces foreign partners against its nationals: lawsuits for our Muslims seeking claims in Sabah, lawsuits for Christian Coast Guard protecting our waters, our seafarers languishing in pirate lairs forgotten, ad nausea.

And why should a country, even a union of countries, censure us who is appreciated in the UN-IMO White List? Is EMSA overarching international protocols, much like superpowers abrogating global decisions?

The EMSA issue is double-edged. It could trigger dislocations in Phil jobs and in EU short of sailors with shipping battered. But it could open new aspirations and better competencies. The Philippines is doing its best; the European Union just wants the best.

Confrontation is political bravado; compromise is economic tact.

MOMENT OF TRUTH? GOVERNMENT

CHED’s Vitriolo: Our acts, together.

Stakeholders expressing views at the public hearing.

PRC’s Marasigan: Confirms on circulars.


There appears to be kind appreciation on the Philippine position on the EMSA issue within the European Union (EU) itself. Among vocal member states is Germany, an influential EU member.

Germany has been important in providing employment to Filipino seafarers on-board German flagged ships. This translates into remittance of US$ 254.596 million, 47.11% of US$ 541.313 2012 total remittance of Overseas Filipino Workers (OFWs) in Germany.

Some 40,000 Filipino seafarers are on German-owned vessels, inclusive of those registered under other Flag states.

Last June, Vice President Jejomar C. Binay arrived in Hamburg for the Maritime Round Table focused on the Filipino Seafarer. This followed a visit to Berlin to confer with Dr. Guido Westerwelle, Germany’s Foreign Minister.

In the Hamburg forum, Mr. Binay appealed for support from more than 60 representatives of the maritime community there. This was on the on-going EMSA audit on Philippine compliance on the protocols of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW Convention).

“We take our STCW compliance very seriously and are determined to make sure this issue is addressed fully,” guarantees VP Binay.

Support.

Dr. Holger Manzke, 2nd VP of German-Philippine Chamber of Commerce and Industry confirms the Maritime Committee was established (May 15, 2012) under the German-Philippine Chamber of Commerce and Industry (GPCCI) mainly to focus on education and training.

It is also to better coordinate the involvement of the maritime community, especially German stakeholders, in the seafaring education and training programmes of the Philippines.

Also Managing Director of local operations of Classification Society Germanischer Lloyd (GL), Dr. Manzke says the alliance, while ad hoc, had been on for years with support from the respective governments. Education and training could be improved to have competent, committed and value-driven seafarers required by the industry.

“German ship owners have employed Philippine seafarers for decades, (taking

Manning

ECHOED BY BINAYGERMANS ON EMSA note now) of the (EMSA) audit results

and expect that the issues are going to be resolved. The Philippine government has already reacted and looked into various opportunities to comply with international regulations,” adds Manzke.

Opportunity.

Being a good one third of global seafarers is obviously a very strong position in the market. To develop further, training, technology and a continuous process of assessment and improvement are keys. On cargo vessel, nearly half are officers which is another opportunity for Filipino sailors.

Optimising the human element in shipping requires a holistic approach with owners, operators, regulators, crewing agencies and managers and classification societies all working together.

Training centres must have access to the latest systems. Maritime academies must have the programs and qualified staff to help naval students maximise their potential.

In a statement to Marino World, Michael Vinnen says, “I hope that European will stop this issue because it’s a bad issue and it’s not real. I mean the qualification of Filipino seafarers is very good. It doesn’t make sense.”

Mr. Vinnen is Managing Partner of FA Vinnen & Co, a scion of seventh generation of shipowners. He continues: “(T)hey can only do it for European flag. We have some European flag, we have Liberian flag (they cannot interfere), it will continue. But we have some ships under Malta flag, that will be affected but I hope that will not happen. There’s a strong pressure in Europe and Germany now to talk to European Government to stop this because I don’t think it’s fair.”

Assurance.

VP Binay assures Filipino seafarers they would not be blacklisted from European-flagged vessels due the EMSA audit. He expressed this categorically in a speech at the 18th National Seafarers Day held last September 27 at the Ninoy Aquino stadium, Manila.

“I have been assured by the businessmen in a meeting that the Philippines would not be blacklisted from European-flagged vessels. This was again reaffirmed to me last July by the Vice President for External Affairs of the European Chamber of Commerce of the Philippines (ECCP) Henry Schumacher,” reports VP Binay.

ECCP is a bilateral foreign chamber that promotes European interests in the Philippines as well as Philippine interests in Europe. With more than 700 members, ECCP offers a strong business network that potentially translates to multiple business opportunities. It offers membership and professional services to members and clients.

Keep your guard.

However, Binay also reminded his audience not to be complacent. Instead, seafarers must build on this assurance to further improve their skill.

“These assurances are heartwarming, but should not be reason for us to relax our drives or aims,” Binay clarifies.

“Passing the EMSA audit is important but it should only be the first of many goals that we seek to realize. EMSA is but a port of call as we complete our voyage of reasserting the Philippines as a maritime powerhouse, the first choice when it comes to seamen and marine professionals,” the Vice President added.

VP Binay interceding.

Schumacher and Manzke: Faith on the Filipino seafarers.

by Coca H. Strobar


Maritime Academy of Asia and the Pacific (MAAP) is a non-stock, non-profit maritime higher educational institution, owned and operated by the Associated Marine Officers’ and Seamen’s Union (AMOSUP), the largest seafarers’ union in the Philippines. MAAP campus is at Kamaya Point, Barangay Alas-asin, Mariveles, Bataan.

In a bid to synergize resources, MAAP has engaged Philippine Lifesaving Equipment (PLE) to supply it with lifesaving equipment and ECDIS Simulator.

In appreciation of MAAP patronage, PLE donated to MAAP one 12 man VIKING self inflatable training liferaft for use of its students and trainees. The Deed was signed by retired VAdm Eduardo Ma. R. Santos as MAAP President and Mr. Dell Supapo, PLE President at simple ceremonies at the AMOSUP office in Intramuros, Manila.

PLE has been supplying and servicing

Upbeat.

Founded in 2011, PLE is a privately held market leader in lifesaving and marine safety equipment in the Philippines.

It provides to these sectors: passenger vessels, cargo vessels, offshore, defense, maritime schools and training center, shipping companies. Lifesaving equipment carried by PLE are manufactured in Denmark, Norway, UK and Thailand like chute and slide-based marine and offshore evacuation and crew transfer systems liferafts, lifejackets, suits (for immersion, fire, work, pilot and transportation), man overboard (MOB) boats, davits and other life-saving appliances.

Lifeboats and rescue boats were built by Jianying Xinjiang FRP Boat and Yolong F.R.P. under a contract manufacturing arrangement. These are the same companies that manufacture leading European lifeboat like NOREQ and Schat Harding.

MAAP since 2012 with lifesaving and safety equipment like Class-approved fast rescue boat, liferaft, life jackets, immersion suits, and other lifesaving apparatus. PLE also supplies the latest version of TRANSAS Electronic Chart Display and Information System (ECDIS) Simulator.

Tooled to serve.

PLE eagerly responds to increasing inquiries (averaging 200 at least) amid pressures for stakeholders compliance to the STCW Convention, 2010 Manila Amendments, and the critical audit by the European Maritime Safety Agency (EMSA).

With its affiliate companies, PLE provides services to maritime schools, training centers, shipping companies and government agencies like the Coast Guard, National Maritime Polytechnic, departments of Environment and Natural Resources, and Defense.

TRANSAS.

It is a global leader in marine navigation systems and professional training devices for commercial fleet.

PLE exclusively carries Transas for its simulator products such as integrated onboard and onshore systems, marine and aviation equipment, flight simulators and training devices, safety systems, geo-information systems, unmanned air and floating vehicles, solutions for education.

This is a navigational simulator for training and certification of watch officers, chief officers, captains and pilots on all types of vessels. It defines simulators configuration such as networked classes, computer-based training, full mission simulation, interlinked navigational and engine room simulation.

Products and Services.

Signature safety equipment from PLE is the Viking davit-launched and throw-overboard liferafts.

A complete range of life-saving equipment is offered, liferaft, rescue boat, rigid hull inflatable boats, rubber boat, davits, fender, fire fighting equipment, immersion suits, emergency evacuation systems, life jackets, ringbouy, life saving appliances, respiratory equipment, chemical protection, parsun outboards, publications and yachting.

Services include installation and commissioning of lifeboat and davits, liferaft annual inspection, augmented by professional training and allied marine services. Construction and Design of Full Mission Bridge Simulators, and Installation and Commissioning of Transas Brand Simulator based on International standards.

Training centers may not be aware of the new Version 5.3 for TRANSAS NAVI-TRAINER PROFESSIONAL 5000 which may outmode dated simulators.

Attempts to use pirated software on this program may be so risky and counter-productive as Government inspectors are now after unlicensed and illegal users to protect industry integrity.

PLE also provides a technical team composed of highly trained and skilled, honest and reliable, customer-care oriented IT professionals.

Expansion.

PLE opens a new office and showroom at 148 Yakal corner Talisay streets, San Antonio Village, Barangay San Antonio, Makati City.

It still holds office at Suite 1005, 20th Drive Corporate Center, 20th Drive, Bonifacio Global Center, Taguig City with landline 478-7100.

PARTNERS IN SAFETYMAAP ENGAGES PLE

COVER STORY

by Eva Tan

Signing the commitment, VAdm Eduardo Santos (for MAAP) and Mr. Dell Supapo (for PLE)


This Feature is on our editorial policy to highlight maritime global leaders with on-going concerns on the Philippines.

On our Anniversary issue is the President of Genco Shipping and Trading since June, 2005 after logging 40 years in operations, engineering and management with major companies:

• Managing Director at WALLEM SHIPMANAGEMENT,afleetofover300vesselsand a network of 12000 staff onboard and ashore including the largest ship in the world at that time MV Jahre Viking, a mammoth tanker carrying four million barrels of crude oil every voyage;

• Technical Director at Canada Steamships (Montreal,Quebec)overseeingafleetofselfunloading bulk carriers;

• Built and managed an oceanographic research vessel for NATO;

• Junior engineer to Chief Engineer to Superintendent Engineer with Denholm Ship Management (United Kingdom).

Crewing cost.

With worldwide shortage of officers and ratings, existing crew nationalities are seeing their conditions improve. Our fleet of 76 uses four managers employing four crew nationalities, Chinese, Indian, Ukranian, Filipinos. In addition to these and the few others such as Russians etc., I do not see any other major pool of seafarers coming on stream so it is up to the administrations in the existing countries to strengthen the current pools. Of course the ship managers and ship owners need to do their part also.

We always use 100% of the same nationality to avoid mixing of cultures that can lead to shipboard problems.

The Philippines has the potential to attract more young well-educated Filipinos to the industry because there are equal opportunities in the industry regardless of gender.

Years back, a budget proposal was given to the ship owner, he was given options for nationalities and may chose based on crew cost, he had the choice. Today, there’s not a lot to choose between the wages of the various nationalities. Filipino, Indian, Ukrainian, and Chinese are now more or less on the same level for salaries.

So because of the parity in crewing costs a ship owner today is not looking for the cheapest but the better trained, those with less medical issues, all of which helps for a better and safer operation and hence better corporate bottom line. But when things like cargo damages, wasted man hours and increased operational costs are factored in the operating costs increase and can spiral out of control. A well trained and competent professional crew is what the ship owner is looking for, especially this ship owner.

Mr. Buchanan studied at Glasgow Nautical College and obtained a First Class Engineers license for both steam and motor ships. He is a past International Committee member of the GARD Protection & Indemnity Association and is currently serving on the ship owners committees for DnV, ABS and LR. And a member of the Quality Committee to Marshall Islands Flag.

Genco owns ships, which transport iron ore, coal, grain, steel products, other drybulk cargoes on seven seasonafleetof53vessels(9Capesize,8Panamax,17Supramax,6Handymaxand13Handysize)withanaggregatecarryingcapacityof3,812,000dwt.Plusthatof Baltic Trading Limited, with 11 drybulk vessels of 2 Capesize,4Supramax,and5Handysize.InadditionGencoisresponsiblefortheoperationofanotherfleetof 12 bulk carriers owned by Maritime Equity Partners (MEP).

At16,Mr.BuchananalreadyapprenticedattheGlasgow shipyards. Not much then for academe but later focused to obtain degree and licenses for his passion: the oceans of the world. Arguably, his life is ship and shipping; comfortable with seafarers of any ethnicity, of any Flag nor creed. Truly, a man of the sea; acitizenofglobalhumanity.

Ms. Lyn Bacani was privileged with an interview; Marino World is happy to share his thoughts with our readers.

As was said the seafarers we use are more or less on par with respect to wages, so the Filipino seafarer is no less or more expensive than any other seafarer, he is more or less equal with the others. Chinese used to be the cheapest but the cost of employing Chinese crew has caught up fast, they are also good seamen. The main differences in wages that exists today is dependent on the type of ship they are sailing on.

A master can earn US$8,000 to US$12,000, depending on the type of vessel, maybe more if he is on the large LNG carriers, but let’s say an average of US$10,000/month for a master, that rate in the Philippines goes a long way. Seafarers can be Kings in their communities. I know, I have a home here.

Health issues.

Filipinos don’t look after their health as they should. We have cases on board that within three months, two officers suffered strokes. I mean, you don’t go to sea to take a stroke. Ships have to deviate to get to a hospital for proper care to the seafarer but it’s not fair that he comes to sea to earn a living to support his family and ends up with a stroke. We’re not detecting these kind of illnesses well and when they happen it can be costly to the owner and even more costly to the seafarer if he loses his life or livelihood.

Every nationality has health issues; but I see more health issues with Filipino seafarers. That’s why the P&I Clubs initiated the advanced PEME for Filipino seafarers ahead of others. This is something the Philippines has to tackle, but with more modern clinics and digital diagnostic equipment, I think they can. I attended recently the opening of such a clinic operated by Nolasco International Medical and Diagnostic Clinic, however I think the Filipino seafarers like any

other seafarer has to take responsibility for his health when home on leave.

You can be in the middle of the Pacific Ocean and somebody takes a heart attack, stroke or any other life threatening illness and you’re in the hands of God. It could be days before prompt hospital treatment can be obtained. Many companies, perhaps all, post MLC, contract with Medical Case Management companies to give the master the best medical advice possible to handle the medical emergency but it is the seafarer himself who has to make sure he’s healthy before leaving his loved ones. I was at sea for 15 years and I made sure before I boarded, I was as healthy as I could be.

Safety management.

All of our senior officers (Captains, Chief Engineers, etc.) have on board a very strict Safety Management System (SMS) developed by their managers and designed to provide a strict code of working practices to ensure that shipboard activities are performed as safely as can be. All seafarers are trained on this and it is the responsibility of the master and his senior officers to make sure the Safety Management System is understood. If followed diligently it will reduce the risks and hopefully reduce accidents. So my message to all seafarers is to follow the SMS to the letter, carry out risk assessment before doing any job and complete it safely, remember like your health, you must take responsibility for your own safety.

Genco spins.

We employ Filipino seafarers through two ship managers, namely Thome and Anglo-Eastern. We draw Filipino seafarers from both companies and they are also responsible for the technical and safety management of the ships. With Thome, there’s 12 and with Anglo-

Feature

Robert Gerald BuchananVIEWS FROM THE TOP

Hands on Chief Engineer.To details, even as

shipowner already.


Eastern four ships using Filipinos so 336 (16 x 21) Filipinos onboard any one time.

On EMSA.

Are they banning Philippines seafarers? Really? How can they do that? If Philippine seafarers are banned, the industry shall come to a standstill.

Shipping business.

It really depends on your sector. We are 100% dry bulk. The dry bulk market is still very depressed. The tanker market is also very depressed. I am hoping 2014 will be a turn around. We see Capesize rates picking albeit slightly but a good indication for the market but pickup is slow and for seafarers I am afraid this means another year of flat wages unless the increases are agreed under the respective CBA.

Yesterday and Today.

When I was at sea, there was no satellite communication and ships transmitted messages only if required but always every three days to give a navigational position and eta and that was the only contact you had with the office. Let’s face it, after 2 days the office didn’t really know where you were nor did the charterers. The captains and the chief engineers ran everything from on board.

The trainees would not be told about the accident before the exercise began but at the end and when they were told they felt a great sense of satisfaction and if I can use that word again, professionalism. They had just prevented an accident that in real time had resulted in collision, fire, pollution and loss of life and yes maybe even a total loss.

Training courses, whether basic, advanced or refresher, have a positive effect on safety. They should be undertaken because they add to our knowledge and understanding and as I have said before that makes us better seafarers. The better trained the crew, the less chance of an accident or if an incident does occur the well trained crew can deal with it more effectively. Every ship has an SMS, it’s like a safety framework, stay within it and stay safe but step outside and watch out. One of my favorite expressions is “engage the brain before you engage the hands”.

Wages.

I think seafarers are well paid. Should they be paid more? If it attracts the better quality seafarers, promotes safer operations on board and the industry could afford, why not. Yet, seafarers as has happened in the past, can price themselves out of the market given for example, the current depressed market the industry is in, and when you raise wages, you cannot lower it anymore. Another issue is that in all countries where seafarers are coming from salaries and work opportunities ashore are increasing and so wages at sea must keep abreast to remain competitive.

Today with electronic communications, ships are run from the office by and large, having said that it is wonderful when you have good capable officers who can run the ship efficiently and safely, within charter party requirements and who are capable of making the right decisions. In today’s commercial world the fast flow of information is king and this puts a lot of pressure of the master and his officers. I sympathize with them as it is a far cry from my days at sea.

One of the things that worries me today is overreliance on electronic navigation and rightfully so as there have been many of the years. In 2016 ECDIS shall be mandatory and introduced though outfitting and training will need to start before then. I am just waiting for the first ECDIS induced casualty. It will happen as it did with radar with GPS.

When I go onboard, I ask the bridge officers and the master if they have a sextant. They laugh, I can hear you laugh also but for centuries this was how ships sailed the oceans it is the basic tool for the navigation profession. Surely, if one is on board, you should be interested enough to use it. What about star sights. No? To me it’s all about being professional in the position you hold on board and in every aspect of shipboard operation.

During my 15 years at sea I never served on a vessel with a major fire nor

Even in my day when salaries were way less than today. I think we did ok compared to the average worker ashore but then we go away to sea for six or nine months, in my case more and I think we honestly earn the difference between the seafarers wages and domestic workers.

Cadetship.

The management companies have the cadetship program and making sure the on board apprentice seafarers and cadets (the latter, as future officers) are properly trained can be a challenge. He/she should not and cannot be treated like an ordinary seaman nor an extra hand. He is there to learn his trade and senior officers onboard must make sure that he does.

In many companies, the cadet becomes just another seaman, a cheap manning option. No, he must learn the practicalities of being a seaman and it is equally important that he gets the time to study and complete his modules. This normally is the role of the Chief Officer and Second Engineer and they have a major contributing responsibility in ensuring the cadets and other trainees are trained as the industry intends them to be, they are the future officers and seafarers.

I think training is a lot better today than it was on my day. But I do believe that seafarers who went to sea back then may have had better skills to offer, perhaps. You take a young boy who goes to sea today, he leaves school, he does minimum training cadetship and ends up

a grounding. I have never been involved in a collision nor any major accident resulting in oil spills or fatalities, why was that? I think there was more professionalism back then, I hope I am wrong but if you chose seafaring as a career you chose it as a profession and not just a vehicle to get x dollars in y time frame.

Training.

Training should never stop, it should be constant, on board, ashore, and we all should be happy to take part because it is a major contributor to ship board safety and improving our skills. Simulators are a major tool in the training centre and most ship managers have full mission bridge and engine simulators linked, so that the bridge and engine teams can be trained together. I tell my seafarers when I meet them in the training environment, if you want to have an accident, have it on a simulator not on board ship because they are expensive and unprofessional and can spoil your whole day including mine and in some cases careers. The problem with simulator training is that it can be taken by the modern seafarer as just another computer based game, how to make it more realistic? In my days at Wallem I would gather all details including way points of industry accidents and incidents and get the training guys to create a voyage or passage through the area where the incident took place.

rather quickly as a third officer of fourth engineer. Back in my day, cadetships were longer and time in rank was longer before promotion.

Today they have shorter cadetships and faster promotion. All the result of the industry shortages. I ask all the senior officers to mentor the young officers or cadets being promoted, take an interest in them and give them some of the experience they have gained.

I want to see more professionalism, pride in their positions. They’ve been appointed to do the best job that they can for the owner. Don’t let small problems on the ship escalate to a major issue, resolve them while still small.

Encourage.

I encourage any rating to make the jump and become an officer if he has the drive and determination but remember this means study and long periods at college and there will be financial considerations as well as academic ones. If he has been away from mathematics for a long period he could have problems with study.

The young people joining our industry have chosen a very rewarding career; well compensated, they will get to the top if they study. The ultimate goal should be to become a master or a chief engineer, beyond that, if they give up going to sea, is management which is the natural progression. I have been in shipping all my life and I have loved every minute, well almost every minute.

VIEWS FROM THE TOP

Exchange of pleasantries with Admiral Donato.

Part of the fleet of Genco.


The EMSA Audit

Will IMO’s Sekimizu take a stand?

FeatureEducation

Houses the Radar-ARPA, GMDSS and full mission simulator

The Orolas with matriarch, Remedios Nuega OrolaThe Visayan Maritime Academy in 1974, now VMA Global College since 2005 to continue evolving as modern maritime school with an international mindset, competitive thrust!

To meet stringent International Maritime Organization (IMO) Standards of Training, Certification and Watchkeeping (STCW), as amended in 2010, VMA has constructed a ship-inspired building that houses the Radar-ARPA, GMDSS, full mission simulator. The investment is at its three-hectare campus in Barangay Sum-ag, Bacolod City.

VMA anticipates the return this October of auditors of the European Maritime Safety Agency (EMSA). Chairperson Elizabeth Orola-Salabas, with a doctorate in educational management, responds to this audit seriously; taking occasion to highlight cutting-edge technology of teaching tools complimenting the caliber of the faculty.

Adds Dr. Salabas: “(T)his showcases the major improvement of VMA and Philippines… as the number one provider of quality seafarers… Let us put our

VMA of a seeking business opportunity at the elementary level.

“(T)he essence of our school is discipline. The reason we have already the high school because we start working from the very beginning molding the youth not only when they are in college level but if possible in the high school and even elementary level,” explains Orola.

VMA Global College offers degrees in Marine Transportation (BSMT), Marine Engineering (BSMarE), Hotel and Restaurant Management, Tourism Management and Information Technology.

It is accredited for TESDA courses on Seafarers’ Catering & Stewardship and other land-based training programs, Security and Safety training programs for PCG and PCGA, DOLE and PNP SOSIA.

It also provides Bridging Program for Mechanical Engineering to Marine Engineering which has already indorsed 350 cadets to the industry, 229 have successfully acquired their PRC licenses, nine are management level officers.

acts together, do more and work more. My sisters and brothers are coming together to help us in the promotion and implementation. Bear with us and let us put our trust with each other especially in our very own professional and technical teachers.”

Dr. Salabas (fondly, “Mam Beth”) has been president for 25 years. Currently, she is also President of the Philippine Association of Maritime Institutions (PAMI), the Vice President for the Visayas of the Philippine Association of Maritime Training Centers, Inc., (PAMTCI), and the Co-Chairperson of the recently organized Philippine Maritime and Education and Training (PHL-MET) Council, an alliance forged with C/E Alfredo Haboc, President of PAMTCI. With the rank of Commodore, she is the District Director of the Philippine Coast Guard Auxiliary (PCGA) in Western Visayas.

Her brother, Atty. Juan Orola, Jr., also carries that leadership gene; now City Administrator for Bacolod and a former Congressman for the Lone District of Bacolod City. He was the Philippine

Training.

VMA Training Center (VMATC) conducts training to VMA students, open as well to students of other schools. The center is at a 4,400 sq/m site (Barangay Pahanocoy) of its Safety of Life at Sea (SOLAS) building with full range facilities like classrooms, offices, landship, pools, fire fighting areas and library.

VMATC offers Basic Training, Advance Fire Fighting, Proficiency in Survival Craft and Rescue Boats, Ratings Forming Part of Navigational/Engineering Watch, Ship Security Awareness, MARPOL 1-6, PADAMS, Hazmat and other programs on Safety and Security.

Employment.

VMA graduates are prime prospects for employment at Orophil Shipping International, a family owned manning outfit with a growing fleet of bulk carriers (Panamax and Capesize), gear bulk, log

carriers, general cargo, large containers and reefer ships under the management of the brother, Marine Engineer Tom Orola.

Ashore, many of the 64 employees of VMA College are its alumni.

Inspiration.

The Orola family dates back as butchers in Burgos market, Bacolod. And it continues to inspire kababayans who seek better education, exemplary discipline --- and a job waiting, on graduation.

VMA Global College has 376 scholars on various qualifications: entrance, academic, top ten exam qualifiers, alumni, sports, supreme student government, parents council, family discount/employees, working student, NROTC, alumni, business education, PNP and veterans retirees.

The Orola Family stakes its future in the promise of the area. For in addition to providing world-class education, the family has stakes in Johnny J. Orola Sr. Memorial Foundation, Bacolod Office; JJ Orola Medical Clinic; ACME Tours and Travel; Orola Law Offices; Filoro Enterprises and Oroland land and leisure Complex.

Tourism Attache in Japan and Korea for 15 years, Tourism Attache and Director for North America in 1991-93, Tourism Consultant for European Market in 1995, Special TESDA Envoy for North Asia, China, Korea, among others. Presently, he is Special Assistant to Hon. Alfredo Marañon, President, Phil-Japan Parliamentarians Association, House of Representative.

“We have a responsibility not just as an institution but as a contributor to the socio-economic growth of Negros, Bacolod and the maritime industry --- that is the bottom line...We thank the Lord for the wit, the love, and the understanding and the blessing and the people…” accents the new President.

Expansion.

VMA has started construction of classrooms for High School under the K + 12 program and special studies for high school students for Maritime, Tourism, HRM, Business Administration, InfoTECH and English Proficiency programs. Moreover, Atty. Orola confirms the visit to

VMA Global CollegeEducation to Employment


One day my children will take over, I hope they will be the next generation. I will introduce them a little bit and then they have to decide on their own.”

Long term.

Mr. Michael emphasizes “We are long-term oriented. Everything we do is very solid. We are in this business for so long because we are owners. We are family company. We want to be here for many many years and establish very good relationship to Filipino seafarers and Filipino community. We want to intensify, we want to have a more direct, more personal, closer connection and closer influence in our relationship to our Filipino seafarers.”

He continues: “We don’t have many thousands of people. We are medium size but growing. Step by step, Some German owners expanded very fast in good times and now they go down. Shipping is so difficult. We have to go step by step.

Perhaps it is on this cautious philosophy that the firm is steady even on bad times of the shipping industry. It is even

expanding with a new building and new ships - expanding to the Philippines as a beachhead for Asia.

He drops good words: “We have been working with Filipino seafarers for a long time. And we come here because we’re happy... English is very good, they have very good training and facilities, many training schools.

Filipino seafarers like seafaring; Europe is going down. Filipino seafarers are very committed, very hardworking… (We would like to) develop them to become chief engineers, masters…

(W)e want to have a direct relationship not through another big crewing agency; to feel part of the family. I hope this works.”Assured.

Five vessels are now manned, one additional every month. Step by step, by middle of next year all will be crewed by F.A. Vinnen Philippines.

“As Vinnen’s first foreign subsidiary, together we should be able to start up a company. We are for the long term. Please continue to support the team and we’ll have a success story,” appeals Mr. Michael.

Meantime, a cadetship program has started with John B Lacson Maritime University for training aboard their ships and for extra courses as clear investments on human resources.

The office.

It’s Unit 11-15 Park Place building by Marcos Highway corner Vermont Park subdivision main gate. It’s within Barangay Mayamot, Antipolo City.

They don’t want to be in Manila being too dense. The different work ambiance was chosen by their local partners.

“This is our new office, a new start. We want to know our seafarers, our staff; we want to take care of them, their families,” assures the managing partner.

Capt. Vicente Fedelicio is Board Chairman of FA Vinnen Philippines. He is also President & CEO of Vega Manila Crewmanagement, Inc. which deploys Filipino seafarers to German-owned vessels.

EDITORIAL POOL

FA VINNEN & CO takes a strong presence in the Philippines with its own crewing agency.

The agency is the first foreign subsidiary of the mother firm; and already operates since the 24th of last September. The new force in the block roots back from Bremen’s oldest shipping company; Germany’s second oldest.

The move is a major commitment, supported by Managing Partner Michael Vinnen, the seventh generation owner of the company. Mr. Vinnen even led the inaugurations with Operations Manager Hilke Lehmann and President Joseph Lagunday.

Registered 2 October, 2012 at the Securities and Exchange Commission (SEC), FA Vinnen Philippines was accredited 20 May 2013 by the Philippine Overseas Employment Administration (POEA) to undertake recruitment, hiring and employment of ship personnel.

The company also obtained through POEA certificates of compliance from the Maritime Labour Convention 2006 of the International Labor Organization in May 8 and from world’s Recognized Organization Lloyd’s Register in August 13.

A hallmark.

Founded in 1819 in Bremen as EC Schramm & Co, actually an 18th century merger of CCHucke & Co., founded in 1797.

Friedrich Adolf Vinnen (1868-1926; great grandfather of Mr. Michael) named in 1912 the shipping company FA Vinnen & Co. It moved to 21 Old Wall in Bremen from where it still operate today since its first import, tobacco.

The four-masted barque Magdalene Vinnen was then (1912) and still today the largest sailing ship in the world built for the company. This boat runs under Russian Flag as a school ship “Sedov” on the high seas.

After WW II, operations resumed with modern motor vessels for global tramp shipping.

In the 70’s, Vinnen FA & Co with EAL Europe Africa Line operated a regular liner service to West Africa. Since 1980, the firm belonged to House of Desires; then in 1993, with Wünsche Handelsgesellschaft International for stronger and bigger share and consistent investment in container vessels which are prime movers of the 80’s.

Today, it carries 12 container ships of various sizes with cargo capacities of 1700-4600 TEUs on the familiar blue and white flag ensign.

Recollections.

“(As) a small boy coming to the office where my grandfather was the shipowner, I’m very proud to continue the tradition. And now, we have extended this tradition to the Philippines,” says Mr. Michael.

He studied economics, worked in non-shipping for a while, But then, “I wanted to go on shipping, I did some five years for another shipowner so I could see from the outside...(When) I felt prepared l in two years took over from my father.

Phil As First Foreign Subsidiary

GREAT VINNEN TRADITION EXTENDS by Coca H. Strobar

Manning

Sextant for Pres Joseph Lagunday in appreciation.

Vinnen discussing with partner, JBLMU Pres Ronald Sebastian

Michael Vinnen with Operations Manager Hilke Lehmann

MARINO WORLD24

OPINION

The Author is theSecretary General of Associated Marine Officers and Ratings Digest of Capt Victor Y. Alviola Analysis

THE SINKING OF ST. THOMAS

AQUINAS

WHAT REALLY WENT WRONG

Capt. Reynan Bermejo, M/V St. Thomas Aquinas master declares in his Note of Marine Protest (NMP) that while at the vicinity of Lawis Ledge on its way to Cebu port, they met outbound M/V Sulpicio Express Siete occupying the inbound lane of the Traffic Separation Scheme (TSS).

Despite Bermejo’s several calls, M/V Sulpicio remained in the wrong lane. To avoid collision, Bermejo claims he, instead, changed course.

“While our vessel was turning to port (side), the outbound cargo vessel suddenly changed to starboard (side) that caused the collision. Our vessel was hit at the starboard quarter and sank as a result,” laments Capt. Bermejo.

But Capt. Rolito Gilo, master of M/V Sulpicio, counters they already noticed a vessel on the portside approaching Lawis Ledge lighthouse. Gilo orders a call for a port-to-port passage per TSS. Even Gilo’s second call was allegedly unresponded.

A minute after the second call, Gilo sighted the red light of M/V Aquinas which indicated a port-to-port passage. He adds they proceeded to Lawis Ledge and continued to observe the red light of the 2Go vessel.

“Then, inbound vessel suddenly exhibited green light; impact between our vessel and the other vessel, which turned out to be MV St. Thomas Aquinas, occurred at 2046H (8:46 p.m.) of 16 August 2013,” declares Capt. Gilo in his marine protest.

Most people hear media reports, mostly evading the essential question: who is at fault? Expert navigators could enlighten but are largely untapped by the special Board of Marine Inquiry (BMI). But by

August 16, 2013 was the day they run out of luck. And another wake-up call for the authority who examined and issued licenses to these navigators.

Russian roulette?

It seems the government wants ferry commuters to accept sea catastrophes are a way of life in our country. The public looks at Government and sea disasters as roulette: Government rescues survivors, retrieve bodies, then inquiries and investigations on who to blame. And then sit down and wait for the next accident – and death.

If all accidents at sea are the faults of captains or crew or owners, where does the culpability of the State comes in?

We are seen by the international shipping community as the Shipping Disaster Capital of the World. Embassies have been issuing travel advisories to their nationals against traveling onboard our passenger ferries. But for MARINA and agencies regulating shipping and seafaring, it is business as usual. They deny the allegations that our passenger ships are unsafe.

Over and over author repeats: keep a high standard of safety in our domestic shipping and minimize, sea tragedies. Government should set politics aside and leave shipping to the experts. This may never happen considering how politics in our country works. The recent change in MARINA is perceived as just the “same dog with new leash.

Nevertheless.

To President PNOY and our lawmakers:

• Create a Department of Maritime Affairs or institutionalize MARINA and PCG;

blowing the chaff off mass media reports and weaning grains in the NMP, an “old sea dog” doesn’t need to wait for BMI to determine what went wrong.

In COLREGS (International Regulations for Preventing Collision At Sea, published 1972), author cautions navigators on using VHF Channel 16 in communicating especially when requesting to change course or to which side they should pass.

In a traffic congested area such as Lawis Ledge, one will never know if one is talking to the ship impeding your passage. There might be other ships; you also don’t know if the ship you’re trying to reach is working on the same VHF frequency.

It is always wise to use the ship’s whistle (one, for port to port, or several short blasts to warn and attract attention). The rule says “use of all means;” and never meant to rely solely on radio (which the two ships did resulting to impact).

Confusion and poor evaluation preceded the collision; suggestive either only the junior officers were running the vessels or the captains are not seasoned enough. While both skippers blame each other, fact remains they both violated sailing rules that often result into tragedies (a constant warning in the author’s many writings).

In a crossing, the vessel who has the other on her starboard side is the “give way”, while the ship on her portside is the “right of way”. M/V Aquinas on portside should give way. Yet, she continued, even tried to cross the bow of the cargo vessel. These are serious infringement of the rules.

The captain of 2GO may be right M/V Sulpicio was at the inbound lane of the

• Establish a Vessel Traffic Management System (VTMS) in the Port of Cebu and congested ports (funded by pork barrels);

• Install a leading light at Lawis Ledge lighthouse for in-coming vessels;

• Aside from a Traffic Separation Scheme, install colored, lighted or radar-reflector buoys along the TSS approaches to Lawis ledge and the entire Mactan channel;TSS. But that doesn’t give him the right

to alter course to port. The correct action should be to change course to starboard for passing port-to-port.

But if he thinks there’s not enough water on his starboard side, he should have stopped or reversed engines and allowed the cargo vessel to pass before turning to port. The COLREGS is firm against changing course to port in a close quarter situation

M/V Sulpicio, out-bound, has the right of way. But the rule on “action to avoid collision”, if the “give way” vessel refuses to change course to starboard, the privileged vessel shall take all actions necessary to avoid a collision.

Perhaps, the mistake of M/V Sulpicio was firstly, she was on the wrong side of TSS (granting claim of Capt. Bermejo), and secondly, she was sailing on full speed (as evidenced by the severe damage to her bow). The rule is clear in navigating with “safe speed” in restricted visibility, confined waters or traffic congested area.

“Safe speed” means you can stop at shortest possible time and distance. Had the captain slowed down on the confusing navigation lights (changing from red to green) of M/V Aquinas, collision would have been averted. Or damage minimal, not the sinking of the passenger ferry.

In retrospect.

Ignoring the COLREGS is a common practice in domestic shipping. Near misses often occur. Local navigators are allowed to cunned vessels even with limited or very little knowledge of the collision rules. They do whatever they please and leave everything to chance.

• Impose stiff penalties on ships not following the TSS;

• All deck officers study Collision Regulations and undergo Collision Avoidance training; and

• All marine deck and engine officers on domestic trading ships to undergo Bridge Team Management training.

How many more lives before we learn our lessons?

MARINO WORLD 27

Feature

Philippine Transmarine Carriers, Inc. (PTC) has pledged its support for the

country’s first low emission hybrid buses operated by Filipino firm, Green Frog Transport Corp.

Two of these hybrid buses depicting PTC’s industry image and showcasing the company’s “Love Our Oceans” campaign, now navigate the streets of Makati, plying the Buendia - Kalayaan route and accommodating as many as 50 passengers each.

The hybrids are powered by an electric motor and a “euro 3” diesel fuel with lower exhaust emission as compared to typical diesel engine buses.

This move is part of the company’s commitment to environmental protection as certified by world-leading audit body Det Norske Veritas (DNV) which has officially issued the DNV Business Assurance Management System Certificate for the company’s conformance to the ISO 14001:2004 Management System Standard.

The certification, released in Singapore last April 26, 2013, is a result of PTC’s successful passing of the DNV’s audit for its Environmental Management System conducted last November 22 to 23, 2012.

This significant achievement elevates PTC as the first crew management company to achieve an ISO 14001 certification in the country today.

PTC Pushes Eco-Friendly Hybrid Buses


Recognition.

Awards and honors were issued during the traditional luncheon. Recipients were MPCF alumni, outstanding faculty members, service staff, and passers of the Professional Regulation Commission (PRC) board examinations.

Leadership.

Six MPCF students received a PhP10,000 cash grant for community

livelihood project under the Ayala LeadCom-Albay Young Leaders. This is a multi-stakeholder program developed by the Ayala management.

Under this program, partner schools form a Leadership Community that will champion youth leadership development in its area. LeadCom partner schools are higher education institutions in a defined area.

Alongside, Legazpi City Mayor Noel Rosal and Director Freddie Bernal, CHED Regional Office V, recognized MPCF’s pivotal contribution to education and the community.

Aside from family and friends, associates joined in this 28th celebrations like VACC trustees, officers from the Navy and the Coast Guard.

With the theme “Sustaining Engagement of Filipinos in the Global Labor Industry,” the Mariners’ Polytechnic Colleges Foundation (Legazpi Campus) in Albay celebrates its 28th Foundation Day on August 2-5, 2013.

MPCF President Dante La. Jimenez renewed commitments to development; highlighted by twin blessings:

• The proposed M/V Jaime C. Jimenez salvaged aground from

the Navy and will be renovated as training ship for MPCF students. The particulars: LOA 16.07m, LBP 15.00m, B. mld. 4.04m, D.mld 1.93m, d.DES 1.42m; and

• The third floor of the Engr. Jaime Jimenez Engineering building II and HRM hot kitchen laboratory.

There was also simple turnover ceremonies for additional lifeboat to enhance training.

For the community.

After the spiritual grace of a holy mass, excitement bursts with a foot parade, complete with a civic package:

• Scholarship grants to Catandunganons

• Dental mission;

• Blood-letting for the Red Cross;

• Story-telling, basketball games.

Stalwart @ 28

Education

MPCF-LEGAZPIYesss! Mayor Rosal, Commo Jimenez

and staff at the training ship.


7. Provide student feedbacks in a manner that supports learning;

8. Select and use appropriate assessment methods to evaluate student learning; and

9. Apply assessment and evaluation results to improve teaching-learning effectiveness.

To acquire these, firstly, we need to institutionalize and adopt these programs:

1. Shipboard Training Program, experiential shipboard knowledge and skills on the latest technology categorized into:

• Shipboard Rotation Scheme (SRS) - to acquire the required sea experience to qualify for examinations;

• Shipboard Immersion Scheme (SlS) - shipboard rotation scheme intended for non-merchant marine officers; and

• Supernumerary Scheme (SNS) - another shipboard rotation scheme for staff who are merchant marine officers but don’t to be regular officers/crew onboard.

2. Foreign/Local Training/Scholarship Program - conducted by other learning training institutions, locally or abroad.

3. ln-house Training - short courses as course designing, instructional materials preparation, and others which are to be conducted by the institution.

4. Faculty Cross-Training Program or Understudy Program - allow a faculty member to enroll in the course offered, free of charge, before teaching that course

5. Faculty Exchange Program - give faculty an opportunity to discuss, implement training, research and industry issues of concern.

6. Lakbay Aral Program - field trip to institutions/industries for update on facilities equipment/simulator currently used.

Secondly, we need to establish a Maritime Faculty Development Academy (MFDA)to develop and sustain highly qualified human resources who will educate, train and assess the students and seafarers for compliance under the STCW Convention and Code.

MFDA may offer studies on Foundation, Specialization, Electives, and Research with diploma on courses completed

(See illustration).

Basic training courses are pre-requisite; STCW Qualification courses are required specific to the subject they will teach or assess.

• Foundation Studies – fundamental in the maritime field, like:

1. Maritime Law

2. International Maritime Conventions

3. Maritime Economics

4. Maritime Technology

5. Marine Environmental Protection

• Specialization Studies – a Master of Science in Maritime Affairs, either in

1. Maritime Education and Training

2. Maritime Educational Management

• Electives – to broaden knowledge, understanding and appreciation of matters and issues affecting the maritime industry; electives from safety, security, environmental protection or shipping management via symposia, seminars, workshops, conferences.

• Research Study – to earn a master’s degree, the participant must be able to complete a research study and presented in a symposium.

The biggest challenge today for many maritime education and training institutions is whether they have sufficient qualified and experienced staff to make the necessary changes to give the Convention full and complete effect and maintain it (Fisher and Muirhead, 2005)

Prof. Remedios C. Cagulada found out maritime academies and training centers are not keen on investing in faculty development program because members are volatile assets. Institutions would rather invest on equipment and facilities.

But isn’t it high time now for a critical look on maritime faculty development program? That faculty is the lifeblood of any learning institution?

A thought all of us must consider seriously.

(References available on written request to the author.)

Digest of a lecture at theNATIONAL CONGRESS ON MARITIME EDUCATION AND TRAINING“Enhancing Stakeholders’ Collaboration in thePhilippine Maritime Education, Training and Certification System”Session Two: Ensuring A Steady Supply of Qualified Maritime Instructors and AssessorsDelivered 25 September, 2012, at the College of St. Benilde Hotel, Manila

by Presca Lee B. Lugo, Msc

What does it take to become a maritime instructor? The most appropriate answer is on Alert!, Issue No. 29 May 2012: “It takes a special sort of a person to be a maritime educator and instructor.” It further says maritime educators and trainers must be good Teachers, in the true sense.

Indeed, one needs more than shipboard experience; more than subject matter expertise. It is crucial to be proficient in the art and science of teaching, as well. Most essential, a maritime instructor MUST love to teach; with burning passion to make a difference; MUST have a passion for learning communicated through teaching.

Dr. Gloria Salandanan says teaching, as an art, highlights the human-to-human nature of the process. What students can do at the end of the instruction is far more important than what the teacher does in the classroom. The teacher must have a thorough understanding of teaching and learning principles supportive of students’ learning activities.

Maritime instructors must engage students, possess leadership and motivational skills, demonstrate solid presentation and classroom management skills and should have feedbacks from students to build confidence and promote credibility (Alert!, ibid.) Very

few are “born teachers.” A framework and mechanism for maritime faculty development must be provided and institutionalized.

The STCW requires those responsible for the training and assessment of competence of seafarers are ‘appropriately qualified’. How do we ensure compliance?

Then MARINA OIC Nicasio A. Conti wrote Maritime Workforce Innovation in the Philippines, and presented at the National Shipping Industry Conference in Australia. Atty Conti states, “The Philippine Government has embarked into massive efforts to train faculty members to be effective communicators of maritime education. Great focus has been made on training on the IMO Model Course(s) 6.09 and 3.12.”

Our maritime instructors are combination of experienced seafarers and other professionals. Some teach without teaching background; others, have no maritime education. They qualify by attending the 10-day Training Course for Instructors (IMO Model Course 6.09) and another 10-day training on Assessment, Examination and Certification of Seafarers (IMO Model Course 3.12). Maybe, plus an additional training on simulator course for instructors and assessors (IMO Model Course 6.10).

Few institutions provide in-house training for their instructors and assessors. Other instructors may take graduate study programs on maritime Education or Management.

Maritime instructor must possess these competencies:

Conduct training needs analysis;

1. Construct alignment of course objectives, content, methodologies, assessment and evaluation that support the required competencies prescribed in relevant regulations;

2. Manage a student-center focus learning environment;

3. Employ the appropriate teaching strategies that actively engage learners to achieve desired performance outcomes;

4. Adapt teaching styles to accommodate different student learning styles;

5. Interact effectively with a student population having diverse interests, learning styles, and levels of competence;

6. Incorporate instructional technology to support the teaching-learning process;

Opinion

Ms. Presca Lee B. Lugo, Mscis the OIC Deputy Executive Director of theNational Maritime Polytechnic, Tacloban City

Institutionalizing Maritime Faculty Development Program

MARINO WORLD 33

Connecting at Sea through

SATELLITE VOICE CALLS What defined the 20th century was the telephone. With the onset of wireless technology and satellite broadcast feeds however, barriers of time and distance in communication have now been completely eliminated. New telecommunication technologies progressively transformed the lives of multitudes all over the world, linking continents, reshaping the way people communicate, and opening up opportunities for a truly globalized flow of information.

July 17, 2013 marked an unprecedented milestone for Philippine Transmarine Carriers, Inc. (PTC) and the Philippine maritime industry as Smart Communications, Inc. officially launched the Marino Phonepal telecommunication service aboard the M/V Bonita, a bulk carrier of Norwegian shipping giant Ugland Marine Management (UMM).

Arriving from Hong Kong at the Manila Harbour Centre, the 32,379 gross tonnage vessel served as Smart’s very first platform in launching the latest satellite-based maritime voice call service. Guests were welcomed aboard the M/V Bonita by the 23 Filipino crew led by Capt. Cesar Contreras, C/O Ernesto Lo, 2nd Officer Abner Mahinay, 3rd Officer Ricardo Evangelista Jr., C/E Camilo Conde , 2nd Engr. Ericson Samson, 3rd Engr. Petronilo Bagos, and 4th Engr. Amado Simonio.

The Marino Phonepal was strategically installed in the bridge area of the Bonita with PTC VP for Crewing Operations, Capt. Ronald Enrile being given the privilege to make the first successful international call to Singapore. Through Marino Phonepal, Filipino seafarers can now enjoy clear and uninterrupted communication to the Philippines while sailing the high seas of Australia, the Middle East, Africa, Europe, and the Asia-Pacific region at a low flat rate of P18/minute. Utilizing a specialized plug-and-play SF2500 SIM-less

terminal, seafarers need only to avail of a Marino Phonepal Call Card to be able to use the service and make outgoing voice calls to their families back in the Philippines.

Unlike conventional, land-based communication platforms, maritime communications demand greater reliability, accuracy and durability because of its critical role in safeguarding the vessel and its crew amidst the harsh conditions at sea. Thus, ship owners as well as the vessel’s operations crew require only the most reliable and cost-effective communications technology that are designed to be simple to use, easy to maintain and will function seamlessly anytime, anywhere.

“Technology will enable the Philippines to be at the forefront of innovation in the global shipping industry, and in the

same way, this partnership with Smart will help PTC attract the best and the brightest Filipino global maritime professionals. This directly contributes to our mission to have at least one Filipino seafarer on every vessel sailing in every sea, moving the world,” said Gerardo Borromeo, PTC’s Chief Executive Officer.

With over 35,000 global maritime professional deployed to vessels all around the world, PTC believes that this innovative service will prove to be very beneficial for the entire maritime industry. “In the same way that telecommunications transformed the lives of Filipinos, so do we foresee how technology can transform the entire shipping industry, which accounts for over 90% of global trade and literally moves the world,” Borromeo added.

Present at the launch onboard M/V Bonita on behalf of PTC were Capt. Ronald Enrile, VP for Crewing Operations, Capt. Pol Haboc, Crewing Operations Assoc. Director, Capt. Marlon Malanao, Fleet Manager, Capt. Honorio Casalme, Senior Crewing Manager (UMM), Mr. Marcus Leslie Suntay, Business Development Manager, and Ms. Catherine Sison, Corporate Resources Officer. Representatives from the Smart Global Access group included Mr. Roel Yambao, Rela-tionship Manager, Mr. Bernard Santos, Senior Manager, Ms. Cristina Tagle, Marketing Services Supervisor, and Ms. Tisha Quinitio, International Campaigns Marketing Manager.


The International Chamber of Shipping (ICS) has called for all future proposals for environmental regulation that impact on ships to be subjected to a full and proper cost benefit analysis before adoption by the International Maritime Organization (IMO).

ICS uses the IMO World Maritime Day to explain its views on sustainable shipping. ICS has produced a brochure for maritime policy makers, full text at www.ics-shipping.org/sustainable-shipping.pdf

ICS has set out how the shipping industry supports the goals for sustainable development agreed by world leaders at last year’s United Nations Summit on Sustainable Development.

ICS Secretary General, Peter Hinchliffe explains: “International shipping directly facilitates the growth of world trade, economic development, and the improvement of global living standards - including the billion or more people that do not yet have access to electricity.”

It argues when it comes to environmental sustainability, shipping is the only major industry to already have a binding global deal in place – agreed by IMO – to reduce its CO2 emissions.

When it comes to social sustainability and decent working conditions for seafarers, shipping is the only industry to have a mandatory global framework in place which is as comprehensive as the new ILO Maritime Labour Convention.

But the economic sustainability of shipping is vital, too. ICS suggests that maritime policy makers should give equal priority to each of the three pillars of sustainable development including the economic, as well as the environmental and social.

Accounting standard.

In another issue, ICS challenges the proposed new accounting standard.

It has submitted detailed comments to the International Accounting Standards Board (IASB) on its proposals to overhaul international accounting rules for leases. ICS believes the change could impact on contracts used in international shipping, including those governing operational arrangements.

The ICS comments represent the consensus of the world’s shipowners, following intense discussions among its members’ national shipowners associations.

ICS Secretary General, Peter Hinchliffe remarks: “ICS has again tried to explain to IASB that the use of a variety of shipping contracts, including time and voyage charters, reflects the long-established modus operandi of the shipping industry. These arrangements are transportation service contracts. They are not an attempt to disguise the use of financial leases, or the ‘Enron’ scale abuses which the new IASB standards are intended to prevent.”

He adds,: “Shipowners have no problem with being transparent about such arrangements which can be dealt with through notes in company accounts, but they should not be treated as balance sheet liabilities.

The majority of our members still have concerns about the latest IASB proposals, which, if ever implemented, could even result with some companies becoming in technical breech of existing covenants with financial institutions.

ICS objects to the IASB proposals in principle and highlights their complexity and the difficulties that many shipping companies would face in complying. ICS questions the benefits to third parties’ understanding of the financial position of shipping companies relative to the cost and complexity involved with implementing the proposals.

ICS requests IASB drops its proposals; instead, make improvements to the classification of leases in its current standards.

Twits IMO, Tells IASBCALL FOR CAUTION ON SUSTAINABLE REGULATION

Shipping

MARINO WORLD36

Maritime Technological and Allied Services, Inc.

Rm. 415 BPI Bldg., Plaza Lacson, Sta. Cruz, Manila 1003 Phils Tel Nos. 734-4781 / 734-4785 Email: maritas @i-manila.com.phWebsite: www.maritasmanila.com

GREETINGS FROM:


The pain gnaws but fervor never flicker --- onwards the vigilance on its 15th year, the Volunteers Against Crime and Corruption (VACC).

Founding Chairman Commo. Dante La. Jimenez is a sheltered family man. But was pushed into crime fighting by a sibling tragedy. Yet, he is not for vengeance but to rectify things, to render justice where it is due.

He is solid in the maritime industry, a pylon in education in Bicol. Dante is multi-dimensional, a keen reader of public events. Quite properly, a Renaissance man.

Ka Dante, fondly called, had been openly against crime and corruption for 23 years (because his brother Boboy was killed by a drug syndicate in Paranaque and Las Pinas. A dreadful Christmas for the family, with that loss in 1990.

His sister Ms. Merle Jimenez-San Pedro, is VACC Secretary-General. A sociologist, a maritime training professional, an academe. Activist in

gender equality, women’s rights, against discrimination.

Yet behind that glitter is a bleeding for their brother, Jaime Jr., snapped of life at the prime of career and community work, a common bond of the family.

Being counted.

More are getting public in the fight against this dual scourge of crime and corruption. Among the more prominent:

• Engr. Tom Orola, Trustee, owner of manning agency and maritime school. He got involved in VACC because his brother-in-law was killed by a dreaded drug syndicate in Bacolod City. Eleuterio A. Salabas, husband of Philippine Association of Maritime Institutions Dr. Elizabeth O. Salabas was declared dead on September 20, 2003 from gunshot wounds at Punta Buriat Barangay Ajay, Iloilo.

• Capt. Alexander Abilo, Trustee, director of manning agencies and training center. He is an avid

supporter and later accepted to serve in the Board of Trustees. He joined VACC fueled by the heinous crime against the family of his crew member.

The entire family (wife and children) of his most trusted cook, Randy Olarte, were massacred in Laguna on July 11, 2011. Justice remains elusive.

Carry on.

We could go on a longer list, of more wrenching stories made more painful when ignored in the dispensation of justice. But we take heart VACC is on the watch, with some able bodies on deck for the watch.

Some may snicker at the hue and cries, puny in the waves of crime and corruption in our time. But VACC inches on, doing what it can with what it has.

Perhaps, the singularity of purpose is the real victory. That makes a difference in our lives

MARITIME AT VACC HEADSHIPby Ligaya Caban

Orola Jimenez

San Pedro Abilo

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