september - october 2015 - United Filipino Seafarers United Filipino

Transcription

Tinig ng Marino on Maritime Education Perversion
Page
4
Vol.
NOVEMBER --DECEMBER
2014 http://www.unitedfilipinoseafarers.com.ph PHP 25.00
Vol. XX
XX No.
No. 61 SEPTEMBER
OCTOBER 2015
BZ
Alpha
Navigation
Vestige of Hope on the High Seas
SEPTEMBER - OCTOBER 2015
TINIG NG MARINO
3
BZ Alpha Navigation
Vestige of Hope on the High Seas
By Julie Ann Mae Silvederio
onths
onths after
afterthe
thealarming
alarmrevelation
ing revelationofof the
the
Philippine
Overseas
Employment Authority (POEA)
regarding the 13,287 decrease
in deployment of Filipino seafarers, a thriving international
shipping company targeted
to provide roughly 10,000 jobs
by the end of 2017.
Enduring the blistering
heat of the metro, both young
and old seafarers flock to the
temporary headquarters of
BZ Alpha Navigation housed
at Unit 501 on the 5th Floor of
Doña Felisa Bldg., Taft Avenue
corner Malate Manila. It is an
international shipping company whose mother company is
Alpha Navigation based in USA.
It is currently accrediting 139 vessels in the Philippines for this year with a projection of an unprecedented
number of 700 vessels by the
end of 2017. Its flagship company offers complete ship
management, from bunkering to chartering. On the other hand, BZ Alpha Navigation
takes charge of the crew
management and hiring of
competent Filipino seafarers.
Moreover, they have all types
of vessels such as general cargo, bulk carriers, containers,
tankers and car carriers.
In an interview with
Director Simon Varias, aside
from an above average salary, seafarers will receive benefits such as a rejoining bonus, a
five percent pension from the
M
Mr. Simon Varias with his crew and applicants at their office in Remedios-Taft Manila
owners, a Health Insurance
Policy for the family as well as
a Life Insurance Policy for the
seafarers worth Php5 million,
which will be paid by both the
seamen and the shipowners.
Furthermore, the Greek
director emphasized two factors why there is a plethora
of ratings but not enough Filipino officers onboard. One
is too much documentation
and a snail-paced procedure
of Maritime Industry Authority (MARINA), and two, the
seamen don’t have enough
money to take exams for promotion. This leads to another
benefit the company aims to
provide its seafarers, a money management program.
Through this, they will be encouraged to invest on their
promotion especially the ratings which the company requires to upgrade in a span of
three years.
It will also implement a
program called Virtual money
(V-money), giving the seafarers access and control over
their allotment. Through their
smartphones, they can monitor the amount of money deducted from their allotment.
They will also be given a debit card which they can use
worldwide.
Work ethics and competence
When
asked
what
inspired them to put up a
company in the Philippines,
Director Varias believes that
“I don’t have to market Filipino
seamen,that’s easy. The only thing
that I believe the Philippines needs
is a little bit more organization.”
the Philippines has the best
seamen in the world and it is
one thing he would like to promote. Because of the well-established reputation of the Filipinos in the maritime industry,
they target to have an all-Filipino workforce for all its 700
vessels.
“I don’t have to market
Filipino seamen, that’s easy. The
only thing that I believe the Philippines needs is a little bit more
organization,” he added.
What’s more, it will partner with Navigator, which, besides being a very high quality
training center, is also one of
the only three approved training centers in the Philippines
by the European Union. It will
also tie up with other reputable training centers like New
Simulator Center of the Philippines Inc., Protect Marine
Deck and Engine Officers of
the Philippines and Fareast
Maritime Foundation, Inc.
It will also affiliate with
maritime schools to look for
potential seafarers.
“After the disheartening figures of Filipino seafarers’
deployment, it is very uplifting
that there is an international
shipping company whose trust
lies in our hard work and good
work ethics. BZ Alpha Navigation recognizes the potential
of our seafarers and understands their rights and needs.
I hope this shall also inspire
MARINA to speed up its documentation procedures before
all international shipping companies completely lose faith
in hiring the Filipino workforce
for preposterous reasons such
as the abysmal system of releasing documents,” said Nelson P. Ramirez, United Filipino
Seafarers (UFS) president. UFS
is helping speed up the licensing of the shipping company.
With his welcoming
demeanor and the warm atmosphere of its headquarters,
Director Varias guarantees a
family to the Filipino seafarers
who aspire to be part of their
company.
For
interested
applicants, you may visit their
website:
alphanavigation.
ph, or you may contact 3548829/354-8831/354-8813. The
company also plans to have
a bigger space for their headquarters either in Manila or
Makati in the near future to
accommodate the increasing
number of hopeful seafarers.
4
TINIG NG MARINO
EDITORIAL
Nelson P. Ramirez Arianne Ramirez JF A. Balbaguio
Myrna F. Virtudazo James S. Mante
Associate Editor
Assistant Editors
Christopher Darel Pancho Layout & Graphic Artist
Executive Editor
Managing Editor
Michael Jhon Leo Ugay
Rey Sto. Domingo Production Staff
Fr. James Kolin New York Bureau
Engr. Samson Tormis Greece Bureau
Corry Llamas-Konings Rotterdam Bureau
Bob Ramirez
Massive Anchor of Shame
Philip RamirezSingapore
Minabelle Siason Belgium Bureau
Capt. Arturo Cañoza Japan Bureau
Sapalo Velez Bundang & Bulilan Law Offices
Legal Consultants
Tinig ng Marino (Voice of the Seafarer) is published by the United Filipino Seafarers,
a duly registered Philippine maritime union. Editorial office: 4th/F Room 402, Gedisco Terraces Bldg., 1148 Roxas Blvd., Ermita, Manila, Philippines; Telephone nos.:
(632) 525-5806, (632) 708-9206; Fax: (632) 524-4888; E-mail: ufs_07@yahoo.
com; Website: http://www.unitedfilipinoseafarers.com.ph. Materials
published in this paper may be reprinted provided proper acknowledgment to Tinig
ng Marino and the author, if indicated, is made.
T
he Philippine maritime industry is one of the bastions of our
country’s economy, with roughly 400, 000 deployed Filipino seafarers
worldwide. It is because of the well-established reputation in terms of work
ethics and competence that our modern heroes have earned since time immemorial. Yet the alarming atrophy of
the 41-year strong Maritime Industry Authority (MARINA) is jeopardizing the whole system.
From an empire, the Philippine maritime industry has now
become a house of cards which
might topple with one single blow,
or maybe two, and maritime schools
continued on page 15
BLIND SECTOR
On Maritime Perversion
H
aven’t we learned our
lesson?
As far back as 1997,
Tinig ng Marino revealed and disparaged the mendacities of non-accredited maritime schools in the
country through its consecutive cover stories, “Caught in the Act” and
“CHED under Fire” and its editorial,
“CHED the toothless dog,” However, it appeared that
the Commission on Higher Education (CHED) was heedless since the
European Maritime Safety Agency
(EMSA) found no changes after its
assessments in 2006 and 2010. According to EMSA’s key findings in
2006, the two major deficiencies are
“no effective monitoring” and “no
quality management system implementations.” It also found out that
several schools do not have standard
equipment and qualified instructors.
How the assessed schools were able
to operate despite their deficiencies
is a question that only MARINA and
CHED can answer.
In 2010, EMSA came back
and found no progress which, according to the United Filipino Seafarers’ (UFS) president, Nelson P.
Ramirez, is a downright disgrace
considering that the Philippines is
supplying the biggest number of seafarers worldwide.
EMSA came back in 2012
and 2013 and found out that there
were almost no changes because
the solutions that we showed to
EMSA were far different from rectifying the deficiencies that they had
found out. The first solution that
we did was the implementation of
the Interim Course. Then came the
Management Level Course, which
later on became the Revised Man-
Convention standards because
the president had signed an
Executive Order creating MARINA as a Single Maritime Administration. Again the EMSA
assessors said that although this
agement Level Course. As if it were
not enough, the New Management
Level Course came to the fore which
is just a longer version of the Management Level Course.
In 2012 we showed to the
EMSA assessors that we had complied already with the IMO STCW
TINIG NG MARINO
5
UGONG NG MAKINA AT IKOT NG ELISE
ENGR. NELSON P. RAMIREZ
Most Outstanding Marine Engineer Officer, PRC, 1996
Most Outstanding Student, ZNSAT, 1970
Outstanding Achiever of the Year,
Province of Zamboanga del Norte, 2006
Nagkaonsehan
M
ay
kasabihan
sa
wikang English na
“There is no honor
among thieves.” Niyari ni Atty.
Rebene Carrera ang kanyang
kaibigan sa National Labor Relations Commission (NLRC)
na si Commissioner Angelo
Palaña sapagkat hindi raw ito
nagbayad ng utang sa kanya na
nagkakahalaga ng Php100,000.
Ang sagot naman ni Palaña ay
magkaibigan naman tayo. Aniya, “We are partners in crime.
Pinapanalo ko naman ang mga
kaso na hinawakan mo mula pa
noong 2010 hanggang 2012.”
Ang ibig sabihin ni Commissioner Palaña, niluluto niya ang
mga kaso na hawak ni Atty.
Carrera, na kahit tagilid ang lagay ay pinapanalo pa rin. Maganda ang samahan ng dalawa
hanggang magkaonsehan
Ang problema dito,
Commissioner Palaña, hindi
mo tinuloy-tuloy ang gusto ni
Atty. Carrera. Ang gusto niya
ay forever at hindi hanggang
2012 lang ang pagpapanalo ng
mga kasong hinahawakan niya.
Hindi ko rin maisip kung bakit
ka kumagat sa patibong ni Kumakarera at tumanggap ka ng
tseke. May ebidensiya tuloy si
Kumakarera dahil din kasi sa katangahan mo. Nasa rurok ka na
sana ng iyong propesyon, bigla
ka na lang bumulusok ngayon
at wala nang pagkakataon na
makabangon.
Masaklap itong nangyari
kay Commissioner Palaña na
sa pagkakaalam ko ay galing sa
isang buena familla. Nasibak na
siya sa pwesto at hindi na siya
makapagtatrabaho sa ano mang
sangay ng gobyerno. Ang sabi
ng Office of the Ombudsman
ay “Palaña acted with evident
bad faith” and “ he never refuted
nor denied that the said amount
was deposited to his account, nor
did he refute ownership of said
account.”
Wala na siyang makukuhang pension, sirang-sira pa
ang pangalan niya. Ito namang
si Kumakarera, bagamat natuwa
sa pagkakatanggal kay Palaña,
hindi niya naisip na sa lahat
ng kaso niya sa NLRC ay timbog na siya ngayon. Markado
na ang kanyang mukha. Sabagay, sa aking pagkakaalam, si
Kumakarera ay disbarred na
rin sa kanyang pagka-abogado
ngunit tuloy pa rin ang raket
dahil ibang abogado na lang ang
pinapapirma niya. Wais pa rin.
Talagang matulis itong
ating kaibigang Kumakarera.
May isang marino na nagkasakit
ng hernia at pinaoperahan ng
kanyang manning agency sa
isang ospital sa Sta. Cruz. Nang
lumabas ang marino sa operating
room (medyo hilo pa), may isang
mama (ahente ni Carrera) na
humabol sa kanya at nagsabing
may pipirmahan siyang “additional benefits”. Bagamat medyo
hilo siya, bigla na lang idinilat
niya ang kanyang mga mata kasi
“additional benefits” ba naman
ang pipirmahan niya.
Dumaan ang mahigit
isang buwan, at sa pakiramdam
ng marino ay pwede na naman
siyang bumalik sa barko kaya
nag-report siya sa kanyang
manning agency. Pinamedikal
siya at nang makitang fit to
work ay binigyan kaagad siya ng
barko.
6
TINIG NG MARINO
Moving Forward:
MISC-AET Ratings’ Seminar
E
agle Star Crew Management Corporation conducted its Annual Rating’s
Seminar from July 29 - 30, 2015
in collaboration of their two
major principals, the MISC Bhd
and AET Shipmanagement,
which was held in Makati City.
Upholding their main objective which is Sustaining High
Performance Culture for Operational Excellence, the forum
mainly concentrated on the
importance of Safety Operations of their people onboard.
“The main goal of this
seminar is to sustain high performance that means we
wanted our people to perform
at the same level. We want
everybody to have same kind
of performance so everybody
is on the same platform. And
when we go back to the ship,
we expect the performance
to be the same,” stated
Mr.PohWhee Lim.
The 2-day seminar was
then divided into two different
groups which were administered by the MISC Bhd – a
global energy logistics provider together with the leading
worldwide petroleum shipping
company, AET Ship Management. These two shipping giants pivoted to the main core
of the theme which is after
for marine safety in order to
reduce casualties, as well as
increase in their people’s efficiency and productivity onboard.
Some of the topics discussed in MISC’s batch were
concentrated on Stop Working Policy ─ Stop it before it’s
too late with MISC speakers
Captain AtulWadhwa, Manager Documentation and
System Management, Health,
Safety Security and Envinronment, Fleet Management
Services together with SolaimutharasanSitaraman
and
Captain Sanjay Patil, Head
Customer Relationship Man-
agement in Europe. Through
the company’s safety policy
and procedures, the topic focused to the seafarer’s regular
working hours and how they
can manage well all the reasonable precautions to prevent accident and injury during their duty.
Meanwhile,
Vetting
Manager Captain ModakAli
and owner’s representative
PohWhee Lim served as the
speakers in the AET group
giving the commitment of a
Goal: Zero Accident foFilipino staff. This objective is to
attain zero injuries, and to
avoid accidents and, spills.
Also discussed in their forum
were Medical Repatriation,
Discipline Repatriation and
Poor Performance onboard.
Most of the courses focused
on applying those skills in the
avoidance and managing for
emergency situations.
Eagle Star Director Simon Heo was very delighted
in the rating’s seminar as they
wanted to provide the same
kind of learning for all their people so that there is uniformity
when they go onboard. Crewing Manager Captain Jericho
Briones and Training Manager Gilbert Boleche discussed
how the seafarers would drive
their performance well in difficult situations and how to raise
awareness regarding safe operations as a critical success
factor in this industry.
“This is all for the purpose of safety. We want our
people to go to ship fit and
come back fit. We want our
people to get to the ship free
from injury,” said Mr.PohWhee
Lim.
Eventually, during Day
2, both batches were gathered together and had an
interactive participation with
the topics that included Marine Painting Best Practices by
Mr.Rhay Toledo of PPG (Sig-
ma), and Chemical Handling.
Aside from onboard safety,
the forum also provided interesting subjects that would
improve seafarer’s personality: Leadership Assertiveness
and Social Media and You
discussed by Ms. Ma. Roma
Gulmatico; and Taking Ownership and Pride of Your Job
with Ms.LirioOngpin-Mapa of
Franklin Covey.
“Filipino seafarers are
one of the best seafarers that’s
why we came here. They must
keep up that quality, so we
must bring up that quality.
We also do it in China, India,
and Malaysia. We are moving
around. We will have this kind
of seminar again but this time,
it’s for the senior officers,” concluded Mr.PohWhee Lim.
-Jona Antonio
8
TINIG NG MARINO
WORKERS’ VANGUARD
CONG. EMMELINE Y. AGLIPAY-VILLAR
Representative, DIWA Partylist
Congress of the Philippines
[email protected]
The Plight of Our Seafarers and
the Family That Gets Left Behind
“Paglaki ko, gusto kong mag
abroad.”
W
e often hear this statement from our younger
generation as they often
associate working overseas with a
better and fruitful life. With all the
misleading information surrounding the nature of working abroad, it
is not surprising for most to be naive about the realities of the sacrifice
it takes to endure the true meaning
of working abroad.
One of the most glaring
but seldom recognized effects of
working miles away from home is
the damage, both emotional and
psychological, it creates on the family of an overseas Filipino worker
and consequently on Philippine
society. In exchange for having a
viable source of income, most of
our OFW’s families have to deal
with an absent father, or mother,
or worse both. Based on reports of
the Department of Labor and Employment’s Overseas Workers and
Welfare Administration (OWWA),
more than three thousand (3,000)
Filipino workers leave the country
everyday as overseas contract workers. Studies of several NGOs and
advocacy groups also indicate that
an estimated 27% of our total youth
are children left behind by a migrant
parent/s. The social costs of this migration may not be quantifiable in
tangible terms but it is very easy to
observe that the physical separation
of family members endangers marriages and parent-children relation-
ships, thereby causing family instability. Children’s drug addiction,
dropping out of school, juvenile
delinquency, and early pregnancy
and marital infidelity are just some
of the manifestations of the effects
of having absent parent/s.
To address this problem,
the executive branch of our government, through the OWWA, has
implemented measures in order to
somehow mitigate this problem. An
example of these measures is the
“OWWA-Microsoft Tulay”, a project which gives information and
technology training to OFWs in order to facilitate long distance communication between our OFWs
and their families. Through this
measure, the government offers free
information and technology skills
The ever
growing fleet of
[email protected]
www.osm.no/en/careers
+63 2 523 8871
linkedin.com/company/the-osm.group
facebook.com/its.all.about.people
twiier.com/OSM_Mariime
training, as well as access to technology and communication via the
internet.
Our Congress has also come
up with some laws as regards the reintegration of our OFWs upon their
return. Section 17 of the Migrant
Workers’ Act, as amended, provides
for the establishment of the National Reintegration Center for Overseas Filipino Workers (NRCO), the
function of which, among others,
is to develop and support programs
and projects for livelihood, entrepreneurship, savings, investments
and financial literacy for returning
Filipino migrant workers and their
families.
A common trend about
these measures is the fact that they
are mainly intended for the OFWs
themselves, with very few aimed for
the welfare of their families who are
left behind. It can also be observed
that most of our government’s programs intended for our OFW families are economic welfare-oriented
like scholarship and entrepreneurship programs, but very few address
the social effects experienced by our
OFW families.
I believe it is high time that
our legislature comes up with measures which will be more responsive
to the emotional needs of the families left behind by our hard-working
OFWs. We need to come up with
laws which will be able to plug the
hole vacated by a parent/s working
overseas. Providing free and accessible family counselling for our OFW
families here in the Philippines,
as well as in our embassies abroad
could be a good subject of legislation.
Another recommendation
we can incorporate under current
labor laws is the provision of transcontinued on page 39
TINIG NG MARINO
9
MISC LNG ROAD SHOW
A
s one of the leading
global energy logistics
providers in the world,
MISC Bhd administered an
engagement session which
was organized by Eagle
Star
Crew
Management
Corporation last August 28
in Bayview Park Hotel. In line
with their MISC Roadshow
Presentation 2015, the session
highlighted the company’s
vision and mission as well as
their shared values that they
uphold through the years.
Through the proactive
approach in recruitment and
management,
interested
officers who would like to
join the company attended
the orientation. They have
heard so much about MISC’s
commitment when it comes to
their people.
Proactive, Committed, Reliable
Eagle
Star
training
manager Gilbert Boleche
discussed
the
corporate
values integrated by the
company, as well as their
mission in recruiting globally
competitive Filipino seafarers
onboard. According to him,
Filipino seafarers are one of the
most trusted mariners around
the globe and are preferred
by many shipping companies.
MISC is one of the world’s
largest shipping companies,
and owns a modern and
well-diversified young fleet
of more than 100 vessels. The
company’s fleet is composed
of LNGs, LPGs, oil and chemical
tankers.
“Our
mother
company, Petronas, deals with
oil and other services. MISC
managed not only ships but
also investments and terminals.
We owned the MMHE which
is the largest drydock in Asia,
as well as the 50 percent of
the Bitol Terminal.Then we
have also offshore businesses,
platforms and supply vessels.
The company not only focuses
in shipping that’s why our
financial or fund stability will
stay intact,” said Eagle Star
crewing
manager,
Capt.
Jerricho Briones.
MISC cares
MISC truly offers a total
reward scheme, improved
facilities,
trainings
and
competitive salary package
for their people. Capt. Briones
tackled the MISC’s salient
terms and conditions in salaries,
plus
their
compensation
benefits. Furthermore, MISC
incorporates their commitment
in giving fair treatment when it
comes to different nationalities
in giving salaries.
“When it comes to
hiring our people, we never
discrimate when it comes to
age or nationality. When it
comes to age, we based to
their medical results. Because
there are older people who
are still capable but they
have to pass the medical
examinations. We do hire
female officers as well,” stated
Capt. Briones.
MISC also included in
their scheme greater benefits
and incentives not only for
the seafarers but also for their
family’s welfare.
Capt. Briones added,
“In general, Filipinos are very
competent but there are
certain points we have to
improve for them. Like the
educational system in our
country, and we really have
to focus on the quality of the
officers. Although there are
capable, the challenge for
most Filipinos is to interact or
communicate when it comes
to their work. They can do
the job well but they cannot
explain it how they execute
certain task given to them.”
With
this,
MISC
caters better trainings and
programs for enhancing not
only the seafarer’s skills but
also their personality and
communication skills.
MISC assures innovative
solutions and a progressive
work environment onboard
as it promotes a Better WorkLife Balance among their
people. They guarantee that
all their people onboard will
enjoy bonuses, tours, medical
benefits, and vacations; as
well as giving enough rest right
after their contract onboard.
“Each company needs
to protect every Filipino when
it comes to their rights. We
already outsource personality
traits that focuses on their
assertiveness. We also give
them trainings that will help
them to improve as mariners,”
quipped Capt. Briones.
For the next five months,
MISC will be adding more
vessels. They will definitely
need more officers, specifically
Filipino officers, to join their
fleet.
MISC, together with
Eagle Star, truly continues
to give opportunities and
manages the best seafarers
to man their topnotch fleets to
stay competitive in the world
of marine shipping industry.
-Jona Antonio
10
SEPTEMBER -- OCTOBER
SEPTEMBER
OCTOBER 2015
2015
TINIG NG
TINIG
NG MARINO
MARINO
ON THE HELM
CAPT. JAIME D. QUIÑONES, MM, MA
GM, Wallem Maritime Services Inc.
President, The Society of Filipino Ship Captains, Inc. (FILSCAPTS)
Secretary General, Masters and Mates Association of the Philippines (MMAP)
Tribute to the New Heroes of our Society:
The Filipino Seafarers
A
s we celebrate this year’s
World Maritime Week
with the theme “Education
and Training”, let us look back and
retrospect the history and evolution
of the Filipino seafaring profession.
It was in the 60’s when
Filipinos immersed in the arena
of global seafaring (other than the
Philippine based and operated
shipping companies), filling up
various shipboard posts in overseas
merchant fleets. Then , there were
only handful of Merchant Marine
“The journey to endless miles begins with the ship’s roll and pitch.”
Officers , with greater number being
employed as shipboard ratings who
were mostly sourced from coastal
villages and port workers in the
country. Bureaucracy, was almost nil
at that time - with only, the Seaman’s
Book as the document required
for posting onboard (no training
certificates, no NBI clearance and
the like, etc.) which also served as the
seafarers’ travel documents.
TODAY, we are the leading
supplier of manpower in shipping.
In the past, crewing of vessels were
dominated by Western maritime
nations, often times correlated to the
number of registered tonnages where
countries like Norway, Greece, Italy,
U.K., U.S.A., Russia, etc. played the
lead roles. The current system and
practice of “mixed crewing” is now
widely applied in modern shipping.
By the advent of globalization, with
stiffer competition in shipping and
high operational costs – several ships
with Western owners had opted to
register their tonnages away from
its origins and its crew composed of
non-western nationalities such
as The Philippines, China, India,
Burma, Indonesia, Croatia, etc.
The combined merchant fleets
of developed economies have
been declining. However, these
traditionally powerful maritime
nations of the west retains its
strong “flag state administration”
and presence in the IMO and
other maritime regulating bodies.
It is therefore not surprising
that ships with Western owners
are now registered in maritime
developing countries .
The Filipino Seafarers along
with its OFW land based counter
parts, are vital components of
our national economy. They
are the major source of money
remittances that significantly
contribute to the stability of our
economy - in terms of foreign
currency reserve, balance of
payments and buffer against
devaluation of the peso that
can drastically affect inflation.
Even with the weakness of the
country’s maritime industry,
we continue to sustain our
moniker as “preferential choice
in manning the global shipping”
and outmatched other seafarer
supplying countries in terms of
numerical quantity and superior
quality of crew.
The government policy
aims to ensure “ qualified, competent
and globally competitive Filipino
Seafarers” (R.A. 8544) and recently,
consolidated
the
fragmented
functions previously vested on at
least five (5) government agencies
by designating MARINA as the
single flag state administrator in
ensuring our full compliance to
STCW 1978 as amended (R.A.
10635).
Setting aside the labor cost
element, the Filipino Seafarers stood
tall as the preferred choice over
the others as Officers, Engineers
and Ratings for variety of positive
reasons , among them;
• They are Hard working;
• They are Resilient;
• They have good grasp of the
English Language;
• They have the natural flair for
seafaring;
•They are Competent workers, and
• They are easy to work with.
Therefore, Filipino Seafarers
are idealized package in fact as
people who possess all the positive
characteristics desired in safe and
efficient ship operations – making
them “ A Cut Above the Rest”.
“Mabuhay
ang
mga
Marinong Pilipino, Dangal kayo ng
Bayan at Sandaigdigan!!!
Let us continue doing things
at its best and never rest in the Laurel
of Supremacy as crew of Choice.
We cannot be complacent
knowing fully well that there are
competitors in our midst.
Let us work on towards
competitiveness,
professionalism,
integrity and the highest sense of
character in the performance of our
duties and responsibilities.
“May the lord bless us all”
“God bless the Philippines!”
TINIG NG MARINO
11
NPR with top brass of Panamanian Maritime Directorate Jose Luis Aizpurua, MSc, General Directorate of Seafarers,
Jorge Barakat Pitty, Minister of Maritime Affairs and the Panama Ambassador to the Philippines, Rolando Alvarado.
Engr. Ramirez honored by Panama
Embassy and Maritime Authorities
L
ast August, United Filipino Seafarers (UFS) president Engr. Nelson Ramirez was invited to a private
audience by His Excellency Rolando
Guevara Alvarado, the Ambassador
and Consul-General of the Republic
of Panama to the Philippines. The invitation stated that two of the highest
officials from the Panama Maritime
Authority or Autoridad Maritima de
Panama (AMP), AMP Administrator
Jorge Barakat and Director of Seafarers
Jorge Luiz Aizpurua, were in the country for an official visit and would like
to take the opportunity to meet Engr.
Ramirez.
During the said meeting, Administrator Barakat and Director Aizpurua disclosed that the invitation was the idea
of Ambassador Guevara Alvarado, in
recognition of NPR’s and the UFS’s
role of advocating for better practices
in the maritime industry. The ambassador amiably explained to the maritime officials that: “If you read their
(UFS) newspaper, they are very frank
in speaking out when they see something wrong for the seafarers. They
print everything.” This, the Panamanian VIPs agreed, coincided perfectly
with Panama’s ongoing reform in the
maritime sector, with the intention of
increasing transparency and efficiency.
Administrator Barakat, the Panamanian counterpart of MARINA
chief Maximo Mejia Jr., shares that:
“Having a good relationship with the
If you read their (UFS) newspaper, they
are not afraid to speak out when they see
something wrong. They print everything.”
His Excellency Rolando Guevara Alvarado,
Panamanian Ambassador to the Philippines
Philippines is important for Panama,
and the Panama Maritime Authority. We would like to emphasize that
the Panama Maritime Authority and
MARINA have close relations in order to promote quality standards for
our fleet, so that seafarers can have
better jobs and working conditions
when they are onboard a vessel. It
is also important to mention that
this is our second official visit, because we recognize the importance
of the Philippines and its seafarers
in relation to the Panama maritime
registry. That’s why our first official
mission for 2014 was precisely targeted for the Philippines, in order to
disseminate the new policies for the
APM which focuses on transparency, and increased quality of service.”
Beyond diplomatic relationships,
however, the bigwigs of the Panama maritime sector are pursuing an
ambitious goal that has great potential to save the Philippine maritime
industry in the event of yet another
failure to pass the EMSA (European
Maritime Safety Agency) audit. As
the world’s largest and oldest mari-
time registry, Panama is currently
setting big plans in motion: to establish a global network of accredited,
world-class manning agencies and
training centers.
This plan has reverberating implications for all shipowners and seafarers
around the world. From the Philippines’ perspective, the successful implementation of this plan means that
even if the EMSA accreditation does
not push through, tens of thousands
of qualified Filipino seafarers won’t
just find themselves unemployable;
they will still be able to work on all
Panama-flagged vessels. Given that
Panama’s maritime registry (8600+
ships at latest count) is already currently bigger than that of the US
and China combined, this will significantly cushion the impact of a
threatened European Union ban on
hiring Filipino seafarers.
Administrator Barakat further said:
“This is our second visit; we are
meeting with key leaders from private and public maritime sectors
here in the Philippines in order to
share our perspectives on what needs
to be done in terms of Panamanian
accreditation for qualified manning
agencies and training centers here in
the country. This is very important;
training centers that pass the accreditation process will then be able to
design and implement courses as a
Panamanian agency --- this will result in even more jobs for the Philippines, both onboard and offshore.”
Administrator Barakat and Director Aizpurua also revealed that in
line with their campaign to raise the
quality of services, their reform also
prioritizes cleaning up red tape and
dubious ethical practices within the
industry. “We are not just a business
that cares about profits. We are a
country that cares about its people;
we care about the satisfaction of our
customers, we care about the safety
and security of our maritime workers.”
On the same day, the Panama Embassy and Consulate presented Engr.
Ramirez with a plaque of appreciation for his contributions in the maritime sector. Engr. Ramirez reiterated his commitment to advocacy for
seafarers’ rights, and maintained that
when it comes to vigilance for transparency and quality of serve, the
Panama Maritime Authority could
count on his partnership on our local shores. ©
12
TINIG NG MARINO
SAILOR’S CORNER
ATTY. AUGUSTO R. BUNDANG
Head, Litigation and Seafarers Department
Sapalo Velez Bundang and Bulilan Law Offices
Revisiting Disability Benefit
C
an the disability grading
given by the company
doctor prevail over the
fact that both the doctors of the
company and the seafarer declared that the seafarer is unfit
to return to his previous occupation?
In the case of Maunlad
Trans., Inc., et.al. vs. Rodolfo
Camoral (G.R. No. 211454, February 11, 2015), the Supreme
Court observed that the disability
grading provided by the company for the seafarer’s impediment
cannot control. The seafarer, in
the said case, was hired on board
an ocean-going vessel as ice
carver. While at work, he felt intense pain in his neck and was
thereafter examined by the ship’s
doctor who advised him that
he was unfit for further duty. A
company doctor based in the
U.S. found the seafarer to be suffering from “cervical disc herniation and radiculopathy” or some
acute injury to a nerve in the cervical spine, and declared him unfit for duty upon his repatriation
to the Philippines, he was again
referred to company doctors and
underwent surgery as well as
therapy. The pain he was feeling
nevertheless persisted. Consulting thereafter his own doctor,
the latter also found him unfit
to work. This notwithstanding,
he was later assessed by another
company doctor with grade 10
disability, noting his supposed
recovery, and was offered the
amount of US$10,075 as partial
permanent disability benefit.
His maximum medical cure was
stopped by his employers on the
150th day of his treatment. The
seafarer then refused the offer
and filed his labor claim before
the NLRC, insisting that his disability is total and permanent.
The Labor Arbiter sided
with the seafarer, considered his
disability to be total and permanent, and set aside the disability
grading provided by the company doctor. So did the NLRC
and the Court of Appeals. The
Supreme Court also ruled in favor of the seafarer and awarded
him total and permanent disability benefit. The Court observed that the grade 10 disability provided by the company
doctor had no evidentiary basis
and cannot prevail over the undisputed fact that the seafarer
was declared unfit by both his
doctor and that of the company
doctor. Such declaration is akin
to a declaration of permanent
and total disability.
In its decision, the High
Court emphasized its previous
rulings on disability and pointed
out that an award of total and permanent disability benefit is applicable when the seafarer is unable
to perform his customary work
for more than 120 days which
constitutes permanent and total
disability. It is when his illness
or injury prevents him from engaging in gainful employment
for more than 120 or 240 days
that he shall be deemed totally
and permanently disabled. It is of
no consequence that the seafarer
has recovered after his illness or
disability, since the law does not
require that the illness should be
incurable.
The Supreme Court likewise cited the case of Vergara v.
Hammonia Maritime Services,
Inc. (588 Phil. 895 (2008), where
it so provided that a total and
temporary disability becomes
permanent when (a) so declared
by the company doctor within
120 or 240 days or (b) upon the
expiration of the 120/240 days
without a declaration of fitness
to work or permanent disability,
AND the seafarer is still unable
to resume his regular seafaring
duties.
14
TINIG NG MARINO
The Unholy AllIANCE
Anti-Ambulance Chasing Bill in final
stage of revisions in Senate
T
he Senate is already in the final
stage of introducing amendments,
and further improving, the proposed
Anti-Ambulance Chasing Act, with
the plenary scheduled to approve the
measure before sessions adjourn on
October 10.
The period of interpellations,
period of committee amendments
and period of individual amendments
have been terminated already,
allowing the chamber to act on the
measure’s approval.
In the Senate plenary session on
September 2, Senator Juan Edgardo
“Sonny” M. Angara, as acting Senate
Majority Leader, moved for the
termination of the committee and
individual amendments. However,
Senate President Franklin M. Drilon
expressed desire to further study the
measure and requested the plenary
that the bill be taken up again to
introduce his amendments.
In introducing his amendment,
Angara, principal author of Senate Bill
No. 2835 entitled An Act Protecting
Seafarers and Other Workers Similarly
Situated Against Ambulance Chasing
and Providing Penalties for Violation
Thereof, proposed that “any contract
or arrangement between the seafarer
or other workers similarly situated
or their heirs, and the person who
appears for or represents them in any
case for recovery of monetary claim
or benefit, including legal interest,
arising from accident, illness or death
before the National Labor Relations
Commission (NLRC) or any labor
arbiter, the National Conciliation
and Mediation Board (NCMB), the
Philippine Overseas Employment
Administration
(POEA),
the
Departmet of Labor and Employment
(DOLE) or its regional offices, or other
quasi-judicial bodies handling labor
disputes stipulating that the person
who appears for or represents them
shall be entitled to fees exceeding ten
percent (10%) of the compensation
or benefit awarded to the seafarer or
other worker or heirs thereof shall be
null and void. This feel shall not be
payable before the actual payment of
By Carlo Castro
the compensation or benefit awarded
to the seafarer or other worker, or
heirs thereof, except reasonable initial
expenses in relation to handling the
case.
The amendment was presented to
focus on cases involving exploitative
practices of some legal practitioners.
Senator Cynthia A. Villar, a member
of the Senate Committee on Labor,
Employment and Human Resources
Development and an advocate of
OFW rights and welfare, has been
made a co-author of the measure after
she requested the committee.
Once the Senate approves the
bill on third and final reading, the
proposal will be sent to the bicameral
conference committee to hammer out
disagreeing provisions on Senate Bill
No. 2835 and House Bill No. 5268.
When lawmakers from both the Senate
and the House of Representatives
agree on a unified version of the bill,
it will be up for ratification. Finally,
it will be sent to Malacañang for the
President’s approval or disapproval.
Significant progress was made
by the Senate after the long-awaited
measure has been sent to the plenary
for further scrutiny. In December last
year, the House of Representatives
approved its version of the measure.
Engr. Nelson P. Ramirez,
president of the United Filipino
Seafarers and a staunch advocate of
Filipino seafarers’ rights and the overall
maritime industry, dubbed the racket
as “unholy alliance” among lawyers
and even medical practitioners using
the Filipino seafarers as front or means
to extract large amount of cash from
the insurance of foreign shipowners
employing Filipino mariners.
“The Anti-Ambulance Chasing
Bill, once enacted into law, will not
only provide a sort of protection to our
Filipino seafarers who become victims
to the grand scheme of ambulance
chasers but will also strengthen the
Philippine’s image as a favorite and
largest provider of maritime industry
workers globally,” said Engr. Ramirez.
The issue of finally putting an end
to the abusive practice of ambulance
chasing lawyers in cahoots with
doctors, allied health professionals
and even government employees is of
“immense importance,” he added.
For Capt. Reynaldo D. Casareo,
president of manning agency
Cargo Safeway, Inc. and director of
Filipino Association for Mariners’
Employment,
protection
and
indemnity representatives in the
Philippines that he spoke with are very
cautious and said that labor courts are
siding with some seafarers’ monetary
claims based on baseless grounds.
The bill’s finally becoming into
law will send strong signals against
ambulance chasers that they ought to
stop what they had been doing in the
past, said Capt. Casareo, adding that it
will improve the Philippine seafaring
and maritime industry in general.
C.F. Sharp Crew Management,
Inc., which has a fair share in terms of
monetary claims of Filipino seafarers
based on spurious claims, has said
several foreign principals are losing
money because of the scheme, and
are in fact transferring to other
nationalities.
Under the proposed law, it shall
be unlawful for any person to engage
in ambulance chasing or the act of
soliciting, personally or through an
agent, from seafarers or other workers
similarly situated, or their heirs, to
pursue any claim against an employer
for the purpose of recovery of
monetary claim or benefit, including
legal interest, arising from accident,
illness of death, in exchange of an
amount or fee which shall be retained
or deducted from the monetary claim
or benefit granted to or awarded to
the seafarer or other workers similarly
situated or their heirs.
The bill also sets a limit on
attorney’s fees to only a maximum of 10
percent of the compensation awarded
where its payment to the attorney is
not due until the complainant-seafarer
or worker is actually paid, and excess
of such cap on attorney’s fees shall be
null and void. This fee shall not be
payable before the actual payment of
the compensation or benefit awarded
to the seafarer or other worker, or
heirs thereof, except reasonable initial
expenses in relation to handling the
case. It sets the penalty for ambulance
chasers and those in collusion to be
between Php50,000 to a maximum of
Php100,000 and/or imprisonment of
one to two years.
During a Senate hearing earlier
this year on the measure, industry
leaders expressed support for the
bill, saying its approval has long been
overdue.
Representatives from PANDIMAN (a Filipino company representing the international group of
protection and indemnity clubs), the
International Chamber of Shipping
(which represents over 80 percent of
total tonnage of the world), the Philippine Transmarine Carriers, Inc.,
the Philippine Bar Association and
continued on next page
from Page 14
from Page 4
the Philippine Officers and Seaman’s
Union of the Philippines were one in
advocating the bill’s immediate approval.
The Philippines has been the
world’s top supplier of seafarers since
1987. Today, close to 400,000 Filipinos are on board the international
merchant fleet, representing some 30
percent of the total number of global
seafarers. Sustained growth of remittances of sea-based overseas Filipino
workers is bolstered by a strong demand for Filipino workers abroad.
Last year, remittances of seabased workers totaled $5.5 billion,
according to the Bangko Sentral ng
Pilipinas (BSP).
In the first half of 2015, remittances of sea-based workers reached
$2.8 billion, or 3.7 percent higher
year-on-year, the BSP said.
Engr. Ramirez said the global demand for Filipino workers in
the maritime industry should not be
dampened by the racket of ambulance
chasers who tarnish the reputation of
the Philippine in the global maritime
map.
EDITORIAL
Massive Anchor of
Shame
and training centers play an important role in keeping it all together.
To be able to maintain the good
quality of services maritime schools
and training centers that cater to the
aspiring Filipino seafarers, international assessments are necessary to
make sure that we pass international
standards.
The European Maritime
Safety Agency (EMSA) came in the
Philippines in 2006 and according
to its assessments, there are a lot of
deficiencies that needed to be addressed in our maritime industry,
such as the lack of effective monitoring and quality management system implementations, substandard
equipment and ineffective instructors. Despite these shortcomings,
MARINA seemed to be oblivious.
In 2010, EMSA came back
with the same findings. Moreover,
aside from the subpar quality of ed-
ucation some maritime schools and
training centers offer its students and
trainees, bogus maritime schools are
becoming more prevalent, which is
an utter disgrace for MARINA and
the Commission on Higher Education (CHED) to tolerate.
The United Filipino Seafarers, through collective and verified
reports, learned that some non-accredited maritime schools issue the
identification cards and transcript
of records of their students through
MARINA-recognized institutions
and this reprehensible scheme has
been existing for years.
Worse, a 13, 287 decrease in
deployment of seafarers in 2014 is
an alarming drop and it was because
of the snail-paced documentation
process of MARINA, discouraging
international shipping companies in
employing Filipino seafarers despite
our well-earned reputation in terms
of skills and competence.
“CHECHE BURECHE”…
HYPOCRISY…a façade of good intentions and service, yet behind lies
a rotten system of revolting tolerance to idiosyncrasy. MARINA and
CHED owe us an explanation and
should be compelled to take drastic actions before this rotten system
grows a massive anchor of shame to
the Philippine maritime industry,
mooring us all to a sea of mediocrity, selfish interests and injustices.
The UFS, with its president, Engr. Nelson P. Ramirez, is
unrelenting in undermining every
form of prejudice that is happening in the maritime industry. The
Philippine maritime industry plays
a major role in our country’s economy yet considering the atrophying
maritime educational system and
the money-driven processes that we
have in this country, it is disheartening to think that international shipping companies might lose faith on
our self-sacrificing seafarers.
As the notorious Frank Underwood of an American TV series,
House Of Cards, suggests, “If you
don’t like how the table is set, turn
over the table.” We’ve been turning
too many tables for 20 years now, and
we plan to flip more tables as long
there are still unpalatable injustices
happening in the maritime industry.
16
TINIG NG MARINO
VAST HORIZON
C/ENGR. RODOLFO B. VIRTUDAZO
Outstanding Seafarer of the Year, NSD, 1998
Most Outstanding Marine Engineer Officer, PRC, 1999
Technical Superintendent ABACUS Ship Management Limited
I love you from the bottom
of my hypothalamus
I
n this digital age, how is love
defined? Specifically in dating and relationships, it has
been said that it is now questionable whether true love still exists.
This was our topic one mealtime
with my daughter Ren-Ren in
our breakfast nook.
“Actually, rather than
‘I love you from the bottom of
my heart’, it is apt to say, ‘I love
you from the bottom of my hypothalamus’,” my daughter declared laughing.
She explained that our
heart has nothing to do with
love. It is the part of our brain,
the hypothalamus, that is primarily involved in the control
of emotions and sexual activity
(The hypothalamus also controls body temperature, hunger,
thirst, and circadian cycles, or
body clock in layman’s term).
Me: So it is right whenever parents tell their children,
“Gamitin mo ang utak mo, huwag ang puso (Use your brain,
not your heart).”
According to her, she
learned this from a talk in
school, delivered by a couple
who are both psychologists and
are active in family encounters.
She did not want the topic “Love
Deconstructed” but since it was
a requirement, off she went.
Ren is a 2nd year student tak-
ing psychology at Miriam College and loves to share interesting topics and some humorous
“philosophicals” which we have
pegged as Ren-Renism (or
#ren-ren’switandhumor).
Intrigued, I asked her
if she kept the notes about the
talk and if I could share them
in my column. For me, it could
be worth reading especially for
us parents to help our children
understand better love in this
digital age. She digged into her
files and gave them to me. And
so, I would like to share them
with you.
“How is love defined
today by teens especially the
younger ones?
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something called as ‘flirtationship.’ I realized that relationships today are losing its true
value. Teens my age should have
the knowledge about how significant it is that love must still be
cherished. Having a relationship
is not a joke and it must be taken
seriously. I think that some people today have forgotten what
the real meaning of commitment is.
“Fortunately, the talk
about deconstructing love surely
helped us widen our perspective
and deepen our thoughts about
it. It also gave me a clear view of
what relationships must be and
what must be done properly.
“A relationship should
not put a person in a box, but it
should make him or her grow.
Relationships should not be a
hindrance to a person’s life. It
could help him or her to be a
better person.
“Having a relationship
should not also be a distraction.
Instead it should be an inspiration to each person in the relationship.
“In the vastness of digital age,
I guess that today’s issue is
about how love and dating can
ever survive in our society today. Having personal communications must be valued and
cherished because it is the only
way people will know each other more. By doing so, it could
strengthen their bond with one
another.
Legitimate MIT Campus with CHED accreditation
the years before the EMSA assessors
made another assessment. It is for
certain that the result will be the
BLIND SECTOR same again this time.
Among our major deficiencies
Executive Order is a step forward to
are
the
substandard schools which
the solution, it does not rectify the
CHED and MARINA failed to monmajor deficiencies.
This time, no less than the itor are the Philippine Maritime Instipresident of the republic said that tute (PMI) in Manila and Quezon City
we already rectified our deficiencies which were already marked by EMSA
and even thanked the secretary of assessors as substandard schools with
the Department of Transportation many deficiencies. CHED has already
and Communication for “saving” the suspended its accreditation but it conjobs of the 80,000 Filipino seafarers tinues to operate and is still accepting
who are onboard European vessels first year students because according
because the E.O. is now signed into to their board of admission, their exlaw! Our president does not know clusion from the “white list” is just a
that our two major deficiencies are “cheche bureche” of CHED and the
NO EFFECTIVE MONITORING MARINA.
There are also schools which are
and NO QUALITY MANAGEMENT SYSTEM IMPLEMENTA- not accredited by CHED and MATION which we have failed to rectify RINA since the very beginning but
since the beginning. Obviously, we have been operating for several years
now. A case in point is the Dipolog
just kept on shooting our foot.
The UFS president, Engr. City Institute of Technology (DCIT)
Nelson Ramirez, had said time and in Zamboanga del Norte. This school
again that if this law will be imple- has been bragging that the transcript
mented, it would create more prob- of records (TORs) of its students are
lems rather than solutions. MA- issued by another maritime univerRINA is not prepared as a single sity in Zamboanga. Lately, TINIG
maritime administrator because it MARINO heard reports that the
has no equipment, no manpower, DCIT is negotiating or has signed a
no building, and no space. In fact, memorandum of agreement with the
the list of problems goes on and on. University of Cebu for the TORs of
Likened to a symphony its students.
Another bogus maritime
orchestra, MARINA was the conductor of the maritime affairs be- school is the Bohol Institute of Techfore. But now that the EO has been nology (BIT) in Siquijor, which has
signed into law, aside from being roughly 1,000 students. All of its gradthe conductor of the symphony or- uates are issued TORs in BIT Tagbilachestra, MARINA is also the player ran City. If CHED and MARINA are
of the drum, piano, violin, guitar, diligent enough on their duties, they
saxophone and all the musical in- will find out that BIT has branches in
other towns in Bohol offering maristruments.
EMSA is coming back this time courses but again the TOR of the
October 2015 and our administra- students of their branches are also istion and CHED said that we have sued by BIT Tagbilaran. Can’t CHED
already complied with the interna- and MARINA check the number
tional standards. The same old sto- of graduates vis a vis the number of
ry that they have been saying over classrooms and instructors? We don’t
TINIG NG MARINO
17
Newly emerged MIT Campus WITHOUT CHED accreditation
from page 4
believe that this is a very cumbersome
task.
The same scheme is happening here in Metro Manila. The
students in the Philippine Nautical
and Technological College (PNTC)
in Sta. Mesa, Manila are wearing Identification Cards issued by
PNTC Cavite. Probably, their TOR
is issued by PNTC Cavite as well.
What’s more, a family feud
among the Magsalang siblings is occuring in Bañadero, Ozamis City.
CHED National Office has issued an
accreditation to Mizamis Institute of
Technology (MIT) whose president
is Capt. Rene A. Maglasang. We cannot understand why another Misamis
Institute of Tecnology (MIT) with a
different president is brandishing a
streamer that it is also a CHED recognized institution. Haven’t CHED
noticed this? Who will sign for the
transcript of records of the innocent
students of this school? Capt. Magla-
sang has filed a formal complaint
against his brother Engr. Galileo A.
Maglasang for a “public and malicious
imputation of deceit,” informing the
public that the new MIT campus in
Bañadero is also recognized by MARINA and CHED.
UFS president Ramirez
said, “With these findings of Tinig ng Marino, it is for certain that
when the EMSA assessors come
back again, we will fail for the fifth
time. We haven’t learned a lesson
from our previous mistakes. Truth
hurts, but Tinig ng Marino will only
publish what it has found out.”
This unpalatable, odious
system in the Philippine maritime
education and the malversation of
power in our country’s maritime
industry have been the bane of UFS
since its establishment and it is hell
bent on fighting for what is right and
just until the very last acrid piece of
maritime perversion.
18
TINIG NG MARINO
PISOBILITIES
FRANCISCO J. COLAYCO
Chairman, Colayco Foundation for Education
Entrepreneur, Venture Developer and Financial Advisor
Gawing Simple ang Buhay
(Ika-apat na Bahagi)
A
ng mga tip na ito ay galing
sa website na Zen Habits
(tingnan sa http://zenhabits.net/simple-living-manifesto-72-ideas-to-simplify-your-life)
at bibigyan ko ng kahulugan at
koneksyon sa pera.
Tip No. 17: “Limitahan
ang paggastos. Kung napaka-materyoso, pwede ka pang magbago. Ganyan din ako dati, at kahit
na hindi ko pa rin ito ganap na
natatalikuran, mas nakokontrol
ko na ang sarili ko ngayon. Kung
matatakasan mo ang pagiging materyoso, magiging madalang ang
paggastos mo. Mababawasan ang
pagbili ng mga bagay na walang
kabuluhan, mababawasan din ang
freneticism.”
Materyoso ang karamihan
sa atin, at mabilis na nadadala ng
konsumerismo. Sa tingin ninyo,
bakit kaya kapag “ber months” na
ay napakaraming Christmas decors sa paligid? Sa totoo lang, ginagamit ng mga kumpanya ang
Christmas decors para mas maraming
benta tuwing Pasko. Alam nila na
nakakaapekto ang mga advertisement at kapaligiran upang mas
maengganyo ang mga tao na gumastos. Kailangang kontrolin ang
sarili. Alam kong mahirap ito kasi
ako mismo ay nahihirapan.
Dahil dito, kailangan
mong sundin ang rule na “Pay
yourself first” o ang pagtatabi ng
halaga para sa iyong kinabukasan.
Bago ka pa man gumastos, itabi
na agad ang savings mo at huwag
itong galawin. Ang susunod na
mahalagang payo ay ISULAT ANG
BUDGET. Sa ganitong paraan,
alam mo ang eksaktong halaga na
mawawala sa iyo kung bibili ka ng
mga bagay na walang kabuluhan.
Ang pagiging frenetic na
tinutukoy sa Tip no. 17 ay ang
kawalan ng kontrol sa sarili. Minsan, hindi natin nakokontrol ang
paggastos kaya bumibili tayo nang
higit sa kailangan natin. Kailangan
na nating magbago.
Tip No. 18: “Huwag
mag-aksaya ng Oras. Gumawa
ng paraan upang makapaglaan ng
oras para sa mga mahahalagang
bagay. Bitiwan ang mga hindi mahahalagang gawain na kumakain
ng oras. Maging masinop sa oras.
Sa ganitong paraan, magkakaroon
ng oras upang magawa ang mga
gusto mong gawin.”
Oras ang pinakamahalagang asset. Minsan nakakalimutan
natin na mayroon nito ang bawat
isa sa mundo, mayaman man o
mahirap. Lagi kong binabanggit sa
aking mga libro ang kahalagahan
ng oras sa pag-iinvest upang matamasa ang epekto ng compounding.
Napatunayan na kapag mas maaga kang nagsimulang mag-invest nang regular at sa disiplinadong paraan, mas maaga mo ring
makakamit ang mga pinansiyal na
mithiin.
Gusto rin nating magkaroon ng oras para sa ibang bagay. Mainit sa ating bansa, kaya
minsan, nagpupunta tayo sa mall
upang magpalamig. Nasasayang
ang oras na iyon sa window-shopping, natutukso pa tayong gumastos. Magbasa na lamang o matuto
ng sports. Kung wala kang budget,
pumunta na lamang sa library o
bumili ng second-hand na libro,
o kaya’y pumili ng sports na hindi kailangang gastusan. Maniwala ka man o hindi, kahit ang sipa
ay malaking sport, at pwede kang
maging celebrity kung magaling ka
rito.
Tip No. 19: “Gawin ang
mga Bagay na gusto mong gawin.
Kapag mas marami ka nang free
time, gamitin ang extrang oras
para sa mga bagay na gusto mong
gawin. Balikan ang iyong listahan
ng 4-5 na pinakamahalagang bagay. Iyon lang ang pagtuunan ng
extrang oras.”
Kung nabasa nyo na ang
aking mga libro at artikulo, lagi
kong ipinapayo na kailangang may
malalim kang interes sa negosyong
papasukan upang magtagumpay
iyon. Kung may malalim kang interes sa isang bagay, para mo na
ring minamahal ang bagay na
iyon. At kapag mahal mo ang ginagawa mo, ibibigay mo ang buo
mong galing. Sa negosyo, napakahalagang kumita, kaya’t naniniwala
ako na mas madaling kumita ang
negosyo kung mahal mo talaga ang
ginagawa mo. Syempre, dapat na
pag-aralan pa rin ang pinansiyal na
aspeto ng negosyo bago ito itatag.
Tip No. 20: “Maglaan ng
oras para sa mga mahal sa buhay.
Karaniwang kasama ang iyong
mga mahal sa buhay sa listahan
ng 4-5 na pinakamahalagang bagay. (Kung hindi man, baka gusto
mong pag-isipang muli ang iyong
from page 5
UGONG NG MAKINA AT IKOT NG ELISE
Nagulat ang presidente ng manning
agency nang may natanggap siyang subpoena na galing sa NLRC at dinidemanda siya
ng marinong iyon. Kaya tinawagan kaagad
niya ang marino at tinanong kung bakit
siya nagdemanda samantalang binigay naman ang lahat ng benipisyo at sasakay na
siya ulit ng barko.Sumagot ang marino na
kailan man, wala sa isip niya na magdemanda at alam niya na ibinigay ang lahat
ng benipisyo na para sa kanya. Ang tugon
ng presidente, sumama ka sa akin sa araw
ng pagbista ng kaso.
Esta bien. Dumating si Kumakarera
sa NLRC na may dala-dalang Special Power of Attorney. Nagpaliwanag, na ang kanyang kliyente ay hindi makakarating dahil
hindi pa magaling ang kanyang operasyon.
Tinanong ngayon ng presidente ng manning
agency kung sino ang kanyang sinasabing
kliyente. Nang sinabi ni Kumakarera ang
pangalan ng kanyang kliyente, tinanong
ngayon ng presidente ng manning agency kung
kilala niya ba ng kanyang kliyente. Sumagot si Kumakarera ng “of course,” kilala ko
ang aking kliyente, Nagpunta siya sa aking
oipisina na kasama ang kanyang asawa. Tinanong ngayon ng president ng manning
agency kung kilala niya kung sino ang katabi niya. Ang sagot ni Carrera ay hindi niya
kilala.
Sa puntong yon, pumalag na ang marino. Sinigawan na niya si Kumakarera. “Hindi kita kilala,” aniya. Hindi ako nagpunta sa
opisina mo. Ngayon lang kita nakita. Nagsigawan na silang dalawa kasi iginigiit talaga
ni Kumakarera na pumunta ang marino sa
kanyang opisina at may pinirmahang complaint affidavit at Special Power of Attorney.
Ganyan katulis ang ating kaibigang abogado.
Si Atty. Rebene Carrera ay mayroon
ding eskwelahan para sa mga marino sa
Dagupan, Pangasinan na ang pangalan ay
Pangasinan Institute of Maritime Studies
and Technology (PIMSAT) na sa ngayon,
ay hindi naman accredited ng MARINA at
CHED. Hindi nakontento si Atty. Carrera
sa dami ng kanyang mga estudyante, kumuha pa siya ng mga estudyante na nanggaling sa Nigeria. Pumunta pa siya sa Ni-
TINIG NG MARINO
19
geria upang turuan ang mga estudyanteng
Nigerian para maging kakumpetensiya
ng mga marinong Pilipino. Hindi na bale
kung nakakasama ito sa kanyang mga kadeteng Pilipino na kababayan niya sa Pangasinan. Kung dolyares naman ang katumbas
ay kalimutan na lang niya ang kanyang
obligasyon sa bayan.
Moral lesson: Para sa mga arbiters
at commissioners ng NLRC at sa aking mga
kasama sa NCMB, ingatan natin ang ating
pangalan. Huwag tayong magpadala sa
kinang ng salapi. Hindi natin yan madadala
sa hukay. Para naman sa ating mga abogado, sana naman gamitin ninyo ang inyong
propesyon upang ipaglaban ang katarungan. Huwag ninyong baluktutin ang batas.
At para naman sa ating mga marino, huwag
kayong pipirma ng mga papeles na hindi
ninyo nabasa ng maige at hindi naintindihan kung ano ang laman.
Maraming abogado ang matutulis kaya sumangguni muna kayo sa UFS.
Maaring mabigyan ko kayo ng payo bilang
isa sa mga accredited voluntary arbitrators
sa National Conciliation and Mediation
Board.
20
TINIG NG MARINO
PAULO VILLAVICENCIO
Correspondent, Maritime Piracy
Humanitarian Response Philippines
(MPHRP)
New Phase, New Leadership:
MPHRP Now Under ISWAN
A
transfer agreement
was recently signed
by the Maritime Pircay Humanitarian Response
Programme (MPHRP) and
the International Seafarers
Welfare and Assistance Network (ISWAN) to officially
move all the activities of the
MPHRP into ISWAN last August 3, 2015.
MPHRP, Safety at Sea
Award 2014 winner, is now
under the responsibility of
the highly respected seafarers’
charity organization based in
London, United Kingdom,
ISWAN, steered by Executive
Director Roger Harris.
Alongside MPHRP’s
new stage of development,
Tom Holmer, a former head
of the International Transport Workers’ Federation’s
Seafarers’ Trust (ITF Seafarers’ Trust), has been chosen
and appointed by ISWAN to
lead MPHRP as the new Programme Manager.
Holmer is yet to evaluate all the work and plans
of the organization and the
possible resources available
to develop a new program. In
passionately and committedly
“supporting and assisting seafarers and families affected by
maritime piracy,” MPHRP’s
altruism will broaden its
scope of programs and services. This September, Holmer
is scheduled to visit MPHRP
Philippines office to meet the
team in Manila and possibly
some key government officials to explore possibilities
of further improving seafarer welfare initiatives that are
being provided to the beneficiary Filipino seafarers and
families.
Furthermore, MPHRP
Chairman Peter Swift confirmed that they will “look
beyond piracy off Somalia
wherever it may occur.” The
amalgamation of ISWANMPHRP is to also merge expertise, knowledge and skills
of both organizations as one
united body for the welfare of
seafarers and families. This is
to also guarantee that piracy
victims will not be forgotten
and deprived of the assistance
that they have been receiving
since the Programme’s establishment in 2011.
As piracy attacks dramatically increased in Southeast Asia and in the Gulf of
Guinea, the Programme continues to support seafarer and
seafarer families who were
and are still held captives for
months and years in Somalia.
MPHRP is also continuing its strong and positive
relationship with the existing and new key partners in
the maritime industry such
as the International Chamber
of Shipping, the International Maritime Bureau and the
International Christian Maritime Association.
Enabling MPHRP to
better develop under the auspices of a well-established
registered international charity seafarer welfare organization (ISWAN), the humanitarian response to maritime
piracy will be continuously
improved on its new phase
and new leadership.
For further information contact Roger Harris
with email address roger.harris@
iswan.org.uk tel +44 208 253
0168 or +44 7785 275204 or Tom
Holmer [email protected]
tel +44 208 253 0169
TINIG NG MARINO
21
As disability claims hound the courts
Continuing victory hailed by UFS
By Carlo Castro
T
he United Filipino Seafarers
(UFS) has hailed what it described as the start of a continuing victory on cases involving
Filipino seafarers who seek full disability compensation based on highly
questionable grounds.
This developed as the Supreme Court recently threw out a
petition of Chief Engineer Samuel A.
Vedeja to reverse the appellate court
ruling and grant him full disability
benefits amounting to $137,500 plus
reimbursement of medical expenses,
exemplary damages and attorney’s
fees against respondents manning
firm Maine Marine Philippines, Inc.
its foreign principal, Japan-based
Misuga Kaiun Co. Ltd., owner Ma.
Corazon Guese-Songcuya and public respondent National Labor Relations Commission (NLRC) of the
Labor department.
The High Court’s Third Division, in a resolution on June 22,
2015 but was recently obtained by
Tinig ng Marino, affirmed an earlier
ruling of the Court of Appeals (CA)
declaring that Vedeja’s complaint
arising from injury of his middle
finger lacks merit.
“Acting on the petition for
review on certiorari assailing the
Decision and Resolution dated December 2, 2014 and April 30, 2015,
respectively, of the Court of Appeals, Manila, in CA-G.R. SP No.
131853, the Court resolves to DENY
the petition for failure to sufficiently
show that the appellate court com-
Voluntary arbitrators at NCMB
mitted any reversible error in the
challenged decision and resolation
as to warrant the exercise by this
Court of its discretionary appellate
jurisdiction,” the Court said.
Engr. Nelson M. Ramirez,
UFS president, was very much elated with the “victory” for the Philippine seafaring industry in general,
as courts are on the side of the truth
in weeding out “ambulance chasers.”
“This is a very welcome development from the highest court
of the land. This comes as we also
await the approval of the proposed
Anti-Ambulance Chasing Act in
Congress,” Engr. Ramirez added.
Capt. Reynaldo D. Casareo,
president of Cargo Safeway, Inc. that
helped in the case, said the latest
ruling indicates that the good old
days of profit-making schemes of
some lawyers are numbered.
The courts did not side on
Vedeja even in his previous appeals.
In a decision dated April 8, 2013,
Labor Arbiter Jenneth B. Napiza
dismissed Vedeja’s complaint for
lack of merit, citing records that he
was declared fit to work. On appeal,
public respondent National Labor
Relations Commission (NLRC) of
the Department of Labor and Employment affirmed the dismissal on
May 31, 2013. The NLRC similarly
denied Vedeja’s motion for reconsideration on July 12, 2013. Vedeja
went to the Court of Appeals to file a
Petition for Certiorari on December
2, 2014 assailing the earlier rulings
NPR at National Conciliation Mediation Board
but the appellate court denied for vember 20, 2012, or 154 days after
repatriation, when Dr. Amado Regilack of merit.
no, one of the attending doctors,
certified that petitioner was already
Petitioner’s version
Court documents obtained physically fit to work.
Still, he asserted that he
by Tinig ng Marino revealed that Maine Marine Philippines, Inc. and could not work properly and that
Misuga Kaiun Co. Ltd., hired the his injury had rendered him incaFilipino seaman on September 19, pacitated to resume his position.
2011 as chief engineer of the vessel Premised thereon, he initiated the
M/V Four Mogami, with a contract instant complaint on December 14,
2012. Thereafter, on February 20,
period of six months.
On May 17, 2012, while 2013, he consulted with his own
performing maintenance work on physician, Dr. Venancio Garduce,
the auxiliary seawater pump system, Jr., who certified that it would be
Vedeja accidentally slipped and the difficult for Vedeja to work as a seapump motor that he was pulling man and recommended a Grade 6
dropped on his right middle finger. disability rating.
The injury caused pain and swelling.
Eventually, when available remedies Company’s response
In their response, private
failed, Vedeja was repatriated to the respondents countered that petiPhilippines on June 15, 2012.
The Filipino seafarer re- tioner had earlier complained about
ported the incident to the company his finger on June 4, 2011, but he reand he consulted Dr. Nicomedes fused medical attention, saying that
Cruz, the company-designated phy- he had sporadically experienced
sician, 33 days after the alleged acci- this pain for the past couple of years
dent took place, or on June 19, 2012. and that the pain subsided after two
A medical report was issued noting weeks.
Petitioner revealed that
that petitioner suffered from a “T/C Post Traumatic Sprain, Right Mid- the pain emanated from an injury
dle Finger,” and for which, he was incurred while playing basketball
prescribed Myonal and Mefenamic during a vacation. In addition, private respondents disclosed that for
Acid medication.
However, Vedeja also com- this latest contract of petitioner, the
plained of limitation of movement latter had earlier requested to disaside from the pain and swelling, he embark on February 15, 2012 due
underwent a series of physical ther- to personal reasons, but this request
apy and treatment under different was declined.
specialists. This went on until Nocontinued on page 31
22
SEPTEMBER -- OCTOBER
SEPTEMBER
OCTOBER 2015
2015
TINIG NG
TINIG
NG MARINO
MARINO
Exciting New Changes Abound for
F.A. Vinnen Philippines
Vinnen &
Company,
through
its subsidiary F.A. Vinnen
Philippines, marks its third year
of existence in our local shores
by celebrating its move to a
more strategic location within
the metro. Last September 1,
top brass from the head office
in Bremen joined other VIPs as
F.A. Vinnen Philippines held
the blessing and inauguration
of their new office in Makati
City. Prior to this, the agency
had been based in Antipolo
City.
Anothercommendable
cause for celebration is the
successful reorganization of
the company, primarily carried
out with a new executive
in the person of Ms. Emma
Concepcion B. Cruz, who
assumed the presidency just
May of this year. President Cruz,
aside from her experience
within the shipping industry,
also boasts an impressive
background in managing
human resources and public
relations --- skills which should
stand her well as F.A. Vinnen
Philippines poses itself to surpass
past accomplishments and go
beyond projected goals.
The new headquarters
boasts a larger space than
the one they had in Antipolo
F.A.
City. The address is also
advantageously
situated
between the busy business
districts of Makati and Manila,
which was a deliberate
criteria in scouting for a
new location. The interiors
feature modern glass walls
and lustrous floor tiles, giving
the immediate impression
of airiness and light. The
office staff, much like their
president, are noticeably
youthful and enthusiastic,
which bodes well for the
agency’s more aggressive
stance towards expansion
and increased market share.
F.A.
Vinnen
&
Company,
bound
to
celebrate its 200th anniversary
in about three years, is the
oldest shipping company
in Bremen, and the second
oldest in Germany. By that
time, F.A. Vinnen Philippines
would have had sufficient
time to fully settle in their
new abode. Judging by the
agency’s current mindset,
they seem determined to
prove themselves as a strong
link in the organization’s
esteemed and long-running
history. President Cruz sums up
it rather well: “The relocation
of
our
office
provides
a
working
environment
conducive for sustainable
enterprise. To date, we were
able to engage proficient
crew members while making
a substantial increase in the
numbers of employment. We
have been able to broaden
our network, expand our
capacity, maintain noble
relationships with merchants,
and gradually develop our
operations. But even as we
recognize these significant
accomplishments,
we
acknowledge that there is still
a great deal to be done. Our
focus is on creating a strong
workforce that can adapt and
partake in a dynamic market;
our priority has been—and will
always
be—organizational
development.”
The
shipowning
company F.A. Vinnen & Co.
was founded in Bremen in
1819 under the name of E.C.
Schramm & Co. The roots of
the company, however, goes
back to the 18th century as
shortly after foundation the
1797 established company
C.C.Hucke & Co. has been
taken over. F.A. Vinnen & Co.
presently operates a fleet of 9
modern container vessels.
F.A. Vinnen Philippines,
Inc. is a multi-national
corporation formed on 2nd
October 2012 to solely provide
its principal, F.A. Vinnen & Co.
(GmBH & Co. Kg), technically
skilled, reliable and excellent
seafarers.
TINIG NG MARINO
23
Epsilon 2015 Director’s Assembly Sets
Customer Service and Seafarer Well-Being as Goal
D
irectors from Epsilon offices around
the world converged in sunny Piraeus, Greece on the last week of June
2015. The company’s main office, Epsilon
Hellas, hosted representatives from the
Philippines, Russia, Ukraine, Romania, and
Turkey. The delegates were warmly welcomed by no less than the top brass: Epsilon Hellas President Gregory C. Galanakis
and Vice President Greg T. Triantafillou.
In attendance for Epsilon Manila
were Capt. Levy Capayas and Jenny
Apollo, Managing Director and Finance
Manager, respectively; as well as Arturo
Paculdar, President of KJCM Maritime Corporation. Also present were Capt. Alexander Kharlamov of Epsilon Novo, Capt.
Vladymyr Ivanovych of Epsilon Odessa,
Capt. Paul Astelean of Epsilon Danube,
and Ozgur Alemdag of Omikron Crew
Management.
As one of the first activities for the
assembly, the regional directors conducted courtesy calls on Epsilon’s Principals.
The Director’s Assembly was the
perfect opportunity for worldwide crewing executives to meet, reflect, and discuss important management issues encountered in their respective territories
and operations.
During
the Management
meeting
held
at
Theoxenia Hotel
in Piraeus,
the
attendees,
among
other pertinent discussions, presented
their input about present and future
group operations. Past performance
was analyzed, and Epsilon’s growth tra-
jectory was announced. Annual targets
were set with a core orientation towards
enhanced customer service and seafarer’s well-being.
The
Philippine team is a crucial component in
Epsilon’s group, as
its offices in Manila,
Cebu, Davao, and
Iloilo handles the
crewing
requirement of 200+ vessels
out of the 310 vessels
under the company’s management.
Epsilon
Maritime
Services in the Philippines accounts for
almost 80 percent of
the company’s total
seafaring
requirements.
Overall, Epsilon Philippines seems
to be heading in the
right direction as far as
crew development
initiatives go. Part of
what makes the Philippine operations successful in fulfilling the needs of more than
40 principals is a proactive stance towards
crew development, through programs that
are aimed towards attracting and retaining competent seafarers in the company’s
manpower register. For instance, Epsilon
has a higher license program which assists
seafarers in the
handling
and processing
of
rele v a n t
d o c u ments for
promotion and
assumption
of
a higher rank,
while a rigorous cadetship program
provides a steady stream of competent young officers mentored in the
ways and values of Epsilon. For seafarers and their families, the company regularly conducts family welfare programs and events. And of
course, competitive compensation
packages that include standby pay
and rejoining bonus result in high retention rates among officers.
The Management meetings
also included a thoughtful reflection on
crewing developments, and how current
political and economic events around the
world impact the industry. After days of brainstorming and collaborative discussions, the directors were
taken on a leisure trip to the picturesque
Santorini islands. There, the group got to experience Greek culture at its most hospitable. The trip gave everybody a chance to
relax and get to know each other better, all
the better to solidify the regional directors’
commitment to fulfill the corporate mission
of co-creating long-lasting value through
globally elite crewing operations.
-CJV
24
TINIG NG MARINO
TINIG NG MARINO
25
Balikbayan box inspection proves false derogatory information
volumes of bed sheets, piles of pillows, utensils, goods and sanitary
and Senator Bongbong Marcos.
According to Special Agent 1, products. “It is preposterous to
Cris Guerrero of BOC-Enforce- have smuggled cigarettes from the
ment Group (EG), the direct source Middle East because the cigarettes
of the derogatory information con- from that country are very costly,”
tacted Atty. Teddy Raval of Port of said Engr. Ramirez.
Still cynical about the intenManila (POM).
Engr. Ramirez, together with tions of BOC, the indignation of
the other witnesses, was assist- netizens and OFWs was unpreceed by Mr. Carlos Ferrer, Customs dented, saying that the inspection
Operations Officer V and Mr. Eric was an agenda to steal from the
A. Mendoza, Customs Operations well-earned “padala” of our hardOfficer III, during the inspection at working modern heroes. Some
the Bureau of Customs-Manila In- questioned the necessity of manuternational Container Port (BOC- ally opening the boxes. Why can’t
This was the major tirade of East, September 15.
the government afford to have adMICP).
netizens when the United Filipino The office of BOC Commis- Kingspoint Express and Logis- vanced technology for inspection,
Seafarers (UFS) president, Engr. sioner Alberto Lina requested the tics, the assigned cargo forwarder, they ask. Others were enraged why
Nelson P. Ramirez, shared photos UFS president to be one of the wit- brought in three massive container there were no representatives from
of the balikbayan box inspection nesses on behalf of the Overseas vans containing roughly 220 balik- the families of OFWs whose boxes
after the Bureau of Customs (BOC) Filipino Workers Advocates Coali- bayan boxes each.
have been opened.
received a derogatory information tion. The inspection was prompted Skeptical about the allegation, Despite the transparency BOC
stating that there were smuggled by a Senate inquiry headed by Sen- Engr. Ramirez was convinced it is displaying, our OFWs remain
cigarettes stuffed inside the notori- ator Sonny Angara, Senator Cyn- was false information after open- fed up and distrustful toward the
ous boxes coming from the Middle thia Villar, Senator Ralph Recto ing random boxes, only to find former’s stained reputation.
.........................................................................................................................................................................................................................................................................
I
RY1516 RCMS AOF Service ProjectMedical Health Center
t has been almost two years since
Typhoon Yolanda brought death
and destruction to the City of Tacloban in the southern island of Leyte
in the Philippines, and the city has managed to get back on its feet and develop
a sense of normalcy. Yet when you look
around you can still see how much the
typhoon has changed not only the physical landscape of Tacloban but more importantly the lives of those who had to
suffer the wrath of one of the strongest
typhoons ever recorded by man.
For many, the typhoon took
away everything they had and life has
become a never ending cycle of making ends meet, finding food to put on
the table and taking care of the sick and
elderly. Huge amounts of relief aid has
been poured into the city to address
the immediate needs of the victims for
food, shelter and medication and so
much more is still needed to address the
long term requirements of all affected
communities. In the aftermath of the
typhoon, RC Makati South took the initiative to coordinate with the city government of Tacloban to identify possible
areas where we could initiate a project
that would have long term benefits for
the city residents. Seeing that there was
a lack of medical/healthcare facilities
for some of the most depressed areas of
Tacloban, it was then decided that the
project would entail the construction
of a health center facility that would be
able to address basic health care services.
From this center, basic health services
and programs would be administered by
the city’s Health Department. It would
also be designed to address maternity
health and child nutrition programs and
provide basic diagnostic services that are
perennially inadequate in most government health facilities.
For this project to take off, RC
Makati South was able to secure the
use of a government owned 500 sqm.
lot within the city from which will rise
a 2-storey structure that will house the
health center and all its facilities and
equipment. Contributions were raised
from club members, sister clubs and
from generous corporate sponsors, and
together with funding contributed by
RC Tokyo Jonan and PDG Isako Funaki,
the construction of the 2-storey health
center is now underway. Completion
of the building is expected in November - December 2015. In anticipation
of the opening of the Health Center, a
committee has been formed together
with representatives of RC Tokyo Jonan
and the Health Department of the City
of Tacloban to draft a list of the medical
tools and equipment that will be needed
to make this health center fully operational. These equipment (hospital beds,
x-ray machines, diagnostic equipment,
medical supplies, etc) shall be sourced
through contributions, sponsorships
and donations from club members, corporate sponsors or through partnership
with RC Makati Souths’ sister clubs.
As it will be the responsibility
of RCM zS to secure the acquisition of
all equipment for the Health Center, it
will be the obligation of the city government to manage and operate the health
center to a standard agreed to by both
parties. The city government has likewise committed the perpetual use of the
land on which the health center stands
on by virtue of a City Council resolution.
This will ensure its continued presence
for generations to come as it reinforces
the city government’s commitment to
providing basic health care services to its
residents.
There is much to be done, but
as Rotarians, we will never turn away
from a challenge that gives us an opportunity to be of service to those who have
so much less in life. This health center
is our opportunity to show to everyone
that Rotary cares and makes a difference
in people’s lives. Let us all join hands and
be a part of this meaningful project.
TINIG NG MARINO
27
National Maritime Celebration 2015
A
s the Maritime Week
2015 is fast approaching, the maritime industry all around the globe is all
gearing up for the celebration
which everyone is waiting for.
In line with our local
government’s efforts to recognize all the Filipino seafarers, the National Maritime
Week will kick off on September 21- 24, 2015. The celebration is anchored on the theme
“Edukasyon at pagsasanay
sa maritima: Kabalikat sa patuloy na kaunlaran”.
The festivity which is
being observed by the International Maritime Organization (IMO), is spearheaded by
United Filipino Seafarers together with different national
agencies, private and civic
groups, the academe, local
government units, as well as
various shipping firms.
Starting the prestigious
event is a simple opening of
the National Maritime Week
and Press Briefing in the morning that will be held at HPCG
Function Hall, which will be followed by a Serenade for the
Maritime Industry and Community at Rajah Sulaiman,
Roxas Blvd.
The Philippine Coast
Guard’s set of activities include forum and lectures on
the proper disposal of garbage, Basic WASAR Training
Symposium, and Run for the
Maritime Community at Roxas Blvd.
The event will also
highlight a nationwide ports
and harbors clean up drive
on Sept. 24 to coincide with
the Coastal Clean-up – Scubasurero at all CG Districts.
On the other hand, the
only maritime organization
that always looks after the Filipino seafarer’s welfare, the
United Filipino Seafarers will organize a Motorcade Parade
starting from Luneta Seafarers Center going to Palacio
de Maynila. There will be also
a maritime forum in line with
the 5th Philippine Seafarers
Congress at Palacio de Manila, and Maritime Exhibit/
Livelihood Expo at the Luneta
Seafarers Center. Prior to this
is the much awaited MARINO
Idol – a talent and personality
competition among brilliant
Filipino seafarers.
Other activities calendared for the event include
Marino Karaoke Challenge,
7th On-the Spot Art Contest for
Maritime students, 12th Oratorical Contest, job Fair, Beach
Clean-up, and many more.
Making the annual
celebration more significant,
the National Maritime Week
is celebrated by virtue of
Proclamation No. 1094, consolidating the celebration of
the National Seafarers Day
(NSD), National Maritime Day
(NMD) and the National Maritime Week (NMW). The main
purpose of the Proclamation
is to give recognition to the
important role of Filipino seafarers for the development of
the Philippines when it comes
to maritime industry.
28
TINIG NG MARINO
Vessel Triage, the Maritime
Emergency Response System
By Engr. Ryan Anthony R. Mercene, MBA
he Vessel Triage serves as a was introduced in Helsinki, Finsignificant system respon- land. The classification from good
sible for the categorization to bad uses four different color
and proper identification of risks codes namely GREEN, YELLOW,
involving vessels pertaining to ship RED and BLACK respectively. This
accidents. Safety is highly important determines whether ship abandonto every vessel and knowing its sta- ment be made or some other approtus level by a uniformly categorized priate emergency response proceinternational system is most helpful dure be applied. It is internationally
particularly in the seriousness as- recognized having been developed
sessment of a vessel’s condition. The by the Finnish Border Guard, the
Finnish Border Guard serves as the Finnish Transport Safety Agency,
maritime search and rescue author- and the Finnish Transport Agency.
ity responsible for the establishment The International Maritime Rescue
of this multinational project. The Federation supports this system
best Search and Rescue (SAR) deci- with approximately 40 different orsion-making and risk identification ganizations from 15 countries havare rapidly made through the cate- ing their own representatives for
gorization depending on the current this project. Regardless of training,
status of the vessel. Communication each crew faces unique situations
is made easier and faster between during ship accidents. This brings to
the proper authorities and the vessel the fact that safety really does play a
in distress. This enables effective sit- vital role in seafaring.
uational awareness both locally and The 1979 International Coninternationally.
vention on Maritime Search and Res
The Vessel Triage system cue (SAR) has an objective of coming
T
up with a strategic international plan which
would enable the SAR
organization to properly
coordinate well pertaining to rescuing distressed
persons at sea. This was
adopted in the conference held in Hamburg.
Prompt and efficient assistance is to be provided by the organizations
as per SAR Convention.
The International Convention for the Safety of
Life at Sea (SOLAS) is
one of the few examples
of international treaties
which covers the assistance of vessels in distress. The International
Aeronautical and Maritime Search and Rescue (IAMSAR) Manual
was developed by the
International Maritime
Organization (IMO)
and the International Civil Aviation Organization
(ICAO). It contains three
main volumes namely Organization and Management, Mission Co-ordination, and Mobile Facilities.
The Maritime Incident Response Groups
(MIRG) is a highly trained
special force whose mission is to help resolve onboard problems such as
extinguishing fires in order to save the ship from
further distress and damage. Transition to port for
necessary ship repairs is
also facilitated by group.
Constant training with
exercise programs is highly essential.
The
Coastguard
works cooperatively especially in calamities and
dangerous weather conditions. Responding to crisis
and managing incidents
procedurally are some of
their functions. Emergency
preparedness in the maritime domain
is a skill that should be inert. Based
locally, deployed nationally, and connected globally makes the Coastguard
unique. They plan, organize, and train
in order to manage maritime incidents
and effectively respond to maritime
crisis. Personnel training is a great
preparation for incident management.
It is the foundation for incident mitigation which should be carried out at all
times.
Maritime incident response procedures as well as international knowledge and skills are
highly necessary in order to combat maritime incidents. Some examples of the busy shipping lanes
cover the areas of the Channel, the
North Sea, and the River Scheldt.
With modern technology, vessels
are guided accordingly when navigating through tricky waters that
span throughout the world. Proper skills and sufficient knowledge
are highly required particularly
for accident prone areas. Rescuers
must acquire the necessary skills to
combat onboard fires and other unwanted occurrences.
from page 21
As disability claims hound the
courts...
Nonetheless, petitioner actually disembarked on February 23,
2012 without permission supposedly to seek medical treatment. Again,
on May 10, 2012, petitioner sought
permission to disembark because of
a family problem. This was granted
by private respondents on the condition that a suitable replacement
for him must first be made available.
On May 17, 2012, the
above-narrated accident befell petitioner. Private respondents further
lamented that petitioner refused to
have himself checked at the nearest
port which was India, and instead,
demanded that he be repatriated to
the Philippines. Regretting the mishap, private respondents explained
that this should not have happened
to petitioner because, as chief engineer, his task was only to oversee,
and not to personally do the lifting
or hauling of the machine, parts or
other equipment.
After the diagnosis of the
company-designated physician that
Vedeja was already fit to work, the respondents tried to contact him to inform him of a possible deployment,
but he refused to accept the job offer.
Moreover, the result of the
x-ray showed that his middle finger
was not fractured that would necessitate surgery, which strengthened
the opinion that complainant is fit
to work.
In its ruling, the appellate
court said: “The most striking circumstance in the instant case that militate
against the claim is that petitioner
consulted with another physician af-
ter three months from the conclusion
of his therapy treatment, and after the
company-designated physician had
already certified that he was already fit
to work as a seafarer. In other words,
when he filed his complaint, there was
no formal declaration yet that he had
a disability rating.
“Furthermore, there was
no consultation with a third doctor
chosen by both parties as envisioned
under Section 20(B) of the POEA
Standard Employment Contract. It
is recognized therein that it is the
company-designated physician who
has the authority to determine the
capacity of the seafarer to perform
his work or the extent of disability,
if there is any. In the event, however, that the seafarer’s own physician
has a different prognosis, both the
employer and seafarer may agree to
consult with a third doctor. The latter’s prognosis shall then be binding
upon the parties.”
“In this instance, it need be
mentioned that the company-designated physicians have religiously
monitored the progress of petitioner. From the records, it appeared that
the company-accredited doctors
have attended to petitioner almost
every week from June 19, 2012 after
his repatriation until November 20,
2012 when petitioner was declared
to be fit to work. The weekly medical reports depict that petitioner’s
grip improved, the functionality of
his hand returned, and the swelling
and pain reduced, up to the time
when the attending physicians finally determined that petitioner would
be able to perform his work again.
“In addition thereto, there
is evidence showing that petitioner’s wife, Mrs. Jesosa Vedeja, had
TINIG NG MARINO
spoken to private respondents’ representative, Ferdinand Lagarde, and
told the latter that she wanted petitioner to get back to work, which,
thus, shows that even petitioner’s
wife acknowledged that petitioner
is capable of working. Notably, this
matter was not controverted by petitioner. Besides, the fact that it took
him two (2) months after instituting the complaint before consulting
with his own physician belies his
assertion of disability. It is not natural for a person who is truly in pain
to defer consultation with another physician for two months, if the
previous doctor pronounced him
already fit to work. This is especially
true since petitioner is right-handed
and his injury is on his right hand.”
The appellate court ruled
that the findings of the company-designated physician/s “should
be given more credence” because
they were the ones who administered and monitored the seafarer’s
condition and therapy program.
The court, citing previous
Supreme Court rulings, said the High
Court clarified that “a temporary disa-
31
bility only becomes permanent when
so declared by the company physician
within the periods he is allowed to do
so, or upon the expiration of the maximum 240-day medical treatment
period without a declaration of either
fitness to work or the existence of a
permanent disability.”
“Here, the attending company-designated physician certified that
petitioner was already fit to work on
the 154th day after the commencement of his medical treatment. Clearly, the declaration of fitness to work
was given within the maximum 240
days period,” the CA said.
“As a parting word, it need
be stated that in labor cases or administrative proceedings, the party
who makes an allegation has the
burden of proving the same by substantial evidence or that amount of
evidence as a reasonable mind may
find sufficient to support a conclusion. Undeniably, in this case, petitioner was not able to do so. Therefore, no grave abuse of discretion
can be ascribed to public respondent NLRC for affirming the dismissal of petitioner’s complaint.”
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32
NICK CONTI
C
The Man of
Untarnished Honor
By Jona Antonio
orruption in the Maritime Industry Authority (MARINA) has been
undeniable in the past several years, as it became known, even
to the general public, to be a hub of incompetent and unreliable leaders. But, there is a lone star whose shine has not dimmed
despite the imminent smog left by those who succeeded him – ATTY.
NICASIO “NICK” A. CONTI.
Every day, seafarers endure being left in the dark, confronted by the consequences of a system that rots from the core. But, it was during the time that Nick Conti
served as MARINA Officer –in-Charge that seamen saw hope and prosperity in their lives
and careers, as the man lead thousands while holding his badge of unquestionable
honor. He was the prime mover in the establishment of MARINA as the Single Maritime
Agency under Executive Order No. 75 that puts an end to agency turf wars and ensuring compliance with the STCW 1978 Convention as amended. The rest is history.
From a Poor Boy to a Man of Service
At an early age, Atty. Conti displayed his resilience as well as his perseverance
to succeed for his family and for the people. His family was poor and heavily relied on
his father’s earnings.
When his father, a seafarer himself, was found ill when he was in high school,
Atty. Nick Conti’s mother worried over surpassing the challenges of sending him in
college. In turn, she challenged her youngest son to excel in academics to earn a
scholarship. Conti, even at a young age, responded bravely. Committed and knowledgeable of his responsibilities, he used as a driving force his family’s poverty, the untimely demised of his father and his dreams to reach further.
As his mother eyed, he graduated valedictorian and a Gerry Roxas Leader-
ship Awardee in high school from St.
Theresa’s Academy in Bauan, Batangas which enabled him to enter
the prestigious institution, that is, San
Beda College for free. While he acknowledged his hardships, he never
gave up the dream as he earned
his Economics degree graduating
cum laude and Class Salutatorian.
Following his success, Conti then
pursued his law studies in the same
college which bolstered his career
as a lawyer, a government official
and a civic spirited citizen.
During former President
Joseph “Erap” Estrada’s administration, Conti did some work in
non-government
organizations
(NGO) as well as in the Department
of Social Welfare and Development
(DSWD). He established programs
tionate to his lawful income.
As spokesperson of the
Coalition of Lawyers for Moral and
Effective Governance (CLAMOR),
which openly fought against the
government then, Conti spoke of
the truth and nothing but the truth
against the Estrada administration.
Even as a young lawyer, his morals
and values have been firm against
corruption and dishonesty.
It was clear to him, from the
very start, that honor and integrity
had always been the hallmark of his
career. Displaying prowess and genuine love for the people and the service he have rendered to them, he
said “You always have to serve with
honor. You have to keep your integrity intact in everything that you do.”
“Maraming tao ang ka-
like the Ahon Bata sa Lansangan,
which kick-started his own foundation, the Ahon Mobilization Group,
that aided to the needs of street
children and to their parents’ livelihood so no child, mother, and father will be left begging for coins in
the streets just to live a decent life.
“Even during those days,
nandun na ang passion ko to really help even those people you
don’t know. And coming from a
situation na alam mo kung paano
maging mahirap, madali ang naging pagtulong ko sa nangangailangan. There’s really a need to help
other people. Kung tutulong lang
lahat ng pwede at may kakayahan, mababalanse yung inequality
ng mundo at mababawasan ang
mga naghihirap,” Nick said in an interview.
galang-galang at may titulo na
“Honorable”, simula sa Barangay
Kagawad hanggang sa mga
matataas na halal at appointed
na mga public officials. Kung lahat
lang sana na mga “Honorable” ay
magpapaka-totoo, we can expect
an honest and decent public service. If everyone will be honorable
in their words and deeds, we can
minimize corruption.”
Meanwhile, during the
term of former President and now
Pampanga representative Gloria
Macapagal-Arroyo, Conti served
as legal consultant of the Office of
the Press Secretary, Philippine Information Agency and the Philippine
Heart Center of Asia. He also served
as an Assistant Secretary of the Office of the Presidential Chief of Staff
and Head of the Malacañan based
Transparency Group.
Honoring the People through Integrity
Sometime in 2000, during
the hype of resignation calls for then
President Estrada, he resigned from
his law firm to join the band of lawyers advocating good governance
even as he joined others in signing
the plunder cases against Erap,
who were being tried for allegedly
amassing wealth grossly dispropor-
The Incorruptible Crusader
His integrity, being untarnished by the mud thrown at him
for his persistence against corruption
and dishonorable deeds, brought
him higher the ladder, as he was
named Commissioner of the Presidential Anti-Graft Commission and
that of the Presidential Commission
TINIG NG MARINO
on Good Government for a combined four years of
battle against the misdoings of government officials,
from both past and the present administration.
During his stint in major anti-graft and corruption agencies of the government, he bravely
put an end at numerous controversial issues by filing
cases left and right against those involved in mishandling the people’s trust.
He initiated the lifestyle check program of
the government, which is an inquiry into the lifestyle
of a public officials bringing into question the luxurious way of life of some of them who were tagged as
millionaires despite relatively low pay they receive.
The World Bank cited his efforts for instilling integrity in
public service.
According to Conti “the high risk of detection and exposure is a major deterrent to corruption.
What emboldens some in government to do any of
the acts prohibited by the country’s anti-corruption
laws is the feeling that their misconduct will not be
known and even if it is eventually discovered, they will
not be exposed to public censure and prosecution.”
Conti courageously initiated investigations
that led to a number of resignations of men that succumbed to the temptation of money over their honor.
At 29 years young, Conti was able to forge
a mass resignation in the Bureau of Customs among
those hounded by corruption issues, noting that
it was a “strong signal” of commitment against all
forms of abuse of public trust.
Conti said that even the most highly skilled
perpetrator of corruption cannot always conceal the
stench of the crime. Transactions behind closed doors
and under-the-table deals somehow create their own
trails. There is no office anywhere in the bureaucracy
of government big enough to provide cover to a corrupt official or employee. It is just a matter of time and
telltale signs of misconduct will surface.
But, the hero-like campaign of Conti was
not as smooth as some envisioned, as he sacrificed
himself, even his safety and name just to serve the
people who are indeed exploited by the corrupt officials. Attempts to his life were initiated, one being
when he was chased by gunmen in his residence in
Metro Manila and even in his own province.
He knew syndicates will come after him as
he valiantly fought against the status quo and corrupt people. Conti emphasized that despite the
threats to his life and warnings of eliminating him
because of his honorable works, he never stopped
because of his commitment to his duty and to his
people.
“There’s should be one common thread na
dapat dumadaloy sa ating mga ugat, ‘yung galit
sa katiwalian. Maraming klase ang korupsyon. Ang
pagkakaiba lang ay yung liit o laki ng ninanakaw o
baba o taas ng pwesto ng tao, pribado man o lokal
man na sangkot dito. Dapat labanan natin ang katiwalian araw-araw,” he said.
Conti resigned from his posts during the
GMA administration as he was not able to swallow
the gravity of the situation in his former office which
was under attack due to corruption allegations.
“Intolerant talaga ako sa katiwalian. Sa bawat pisong ninanakaw, ay isang mahirap na Pilipino
ang inaagawan ng magandang kinabukasan. Mabuti na lang na ang kasalukuyang Presidente Pnoy
ay may seryosong kampanya laban sa korupsyon.
Dapat talaga maipagpatuloy ang Daang Matuwid” Conti added.
Conti wrote the book “TO SERVE
WITH HONOR – A Primer Against Corruption”, which according to the famous
former Deputy Commissioner of the Independent Commission Against Corruption (ICAC) of Hong Kong Tony Kwok
Man Kwai, is very timely as he clearly presented the Philippine approach to dealing with the problem of corruption which
can be of use in other nations which are
also burdened by the high costs of dishonesty in public service.
Unmatched legacy and beyond
Following his emergence from the
murky path of the Arroyo regime, he
became one of the leaders of MARINA
owing to the confidence bestowed on
him by DOTC Secretary Ping de Jesus at the start of
the Aquino Administration as Deputy Administrator
in charge of planning.
During his MARINA stint, and with full support
coming from then Administrator Emerson M. Lorenzo
and DOTC Secretary Mar Roxas, he vigorously fought
for the transfer and consolidation of seafarer related
functions to MARINA. He garnered support from the
UFS President Nelson Ramirez in championing this
cause which at the start seems to be an uphill battle. Other organizations follow suit. As a result, he was
able to transfer from the Department of Labor and
Employment (DOLE) and its attached agencies, the
implementation of two important conventions dealing with seafarers, the STCW Convention as amended and the implementation of the Seafarers Identity
33
Document (SID) under ILO 185. He was also in the process of implementing the MLC 2006 but his effort was
abbreviated when he was replaced as OIC. And to
the credit of former DOTC Secretary Mar Roxas and
as a sign of his commitment to the maritime industry,
he gave MARINA P300 million pesos to start the construction of the MARINA building. This was sustained
by Administrator Max Mejia with additional funding
support from Secretary Jun Abaya.
Conti endeavored to shorten the long application process of papers for applicants, easing
their pain as he recognized the hardships they have
to withstand in order to materialize a better future for
their family.
As he led MARINA, no major sea disasters
were reported as Conti focused gravely on keeping
the lives of men, women and children in good hands
whenever they sail out to the open seas. Conti implemented the no sail policy during typhoon signal
or weather disturbance on orders of then DOTC Sec.
Mar Roxas as well as the fleet suspension policy in
order to instill discipline and the culture of safety to
shipowners, operators and crew, which marked his
leadership with the cleanest slate.
“Kaakibat ng mga polisiya ng MARINA ay
ang pagiging responsible ng mga may ari at opisyal
ng barko. Lagi dapat nagunguna ang pangangalaga ng mga pasahero at kargamento at tiyaking sa
bawat paglalayag ay makakarating ang mga ito
ng matiwasay sa kanilang destinasyon. Kung may
pagkukulang sila ay dapat silang panagutin!”
Conti likewise led the unprecedented “Kalaw Raid” in 2013 with the help coming from the UFS
and the PNP-CIDG aimed at eliminating the “fixers”
in Kalaw, Manila who keep on victimizing our seafarers. They managed to conduct investigations
and surveillance of these illegal activities and the
arrest netted more than 30 fixers who were jailed
right away for being caught in flagrante.
Nick Conti was and is still an honorable
man, whose integrity and relentless commitment to
the truth and responsibility prevailed amidst the test
of time and temptation. The people’s welfare has
always been his priority.
The numerous lives Conti changed, from his
first step into the real world up to now, will forever mark
his life. The country needs men like Nick Conti, true and
honest to his work and purpose for the people.
Truly, Conti’s legacy is already stellar as
seen, but why is a man as young, honorable, and
capable as him stop there? Nick’s commitment to
the people has not yet ended, and what better
way to have him for the people but to have him
representing them?
Should he push through with his political
plans, he will definitely be a shining star wherever
he will be in public service. He is the flagship when it
comes to service with honor and integrity. His entire
career was devoted in service of the people, and in
opposition of those corrupt and abusive men that
rob the public of their due and betray their trust.
The choice to enable Conti to further his
genuine service for the people is in the hands of the
public, whose hunger for a public official who vehemently battles corruption remain dissatisfied. And
for Conti, in this battle against corruption, there is no
middle ground.
Conti has empowered numerous lives without being self-indulgent in his work and contribution
to the people. It is about time the people empower
him, so that he will continue his good and honorable
deeds for the future generation and beyond.
34
TINIG NG MARINO
A rage against corruption: UFS to conduct a
massive rally against MARINA
Calling all Filipino seafarers! Join hand in hand with us against the
corruption-tainted MARINA – the real culprits in the Philippine maritime
industry. Let us unite for none of us are as powerful as ALL OF US.
T
he Maritime Industry Authority (MARINA) which
has been acting like the
real monster in the Philippine
maritime industry will brace a big
wave of protest that will be held
in front of their office building on
October 14, 2015 at 8 a.m.
The said rally will be spearheaded
by the United Filipino Seafarers
led by Engr.Nelson Ramirez – the
only maritime union that keeps
on upholding the rights and welfare of Filipino seafarers, as well
as battling out against the corruption of the flag administration
through the years of its era.
The core objective of the
protest is to contradict all the
shortcomings and the rampant NO TO the 90 percent passing
illegal activities at MARINA:
average on five competencies
of OIC level and more than 10
NO TO the implementation competencies on Management
of the new management level Levels to the point that even
course which is way too long the bar examination does not
compared to the revised Man- use this kind of grading system.
agement Level courses.
NO TO MARINA advisory
to retake the licensure examination if you were not able
to use your license during
the last five years.
NO TO MARINA advisory 2015-2020 that requires
holders of BST certificates
without COP to retake the
full course. This gives disrespect to competitive seafarers who are continuously
practicing their profession
and gaining more knowledge every day at sea.
NO TO the continuous operations of unscrupulous assessment centers like FREEMAROBI, INTERSEAS, NOTIP
and BLUE HORIZON who
are propagating the scandalous assessment that MARINA
keeps on tolerating. In addition is the spreading of lost
MARINA COP certificates at
T.M. Kalaw.
Truly graft is endemic in
our maritime industry, and
the sweeping scope of these
anomalous activities by MARINA has stunned even the
most cynical. So if you have
the balls to stop this rampant
corruption, COME AND
JOIN US!
TINIG NG MARINO
35
36
TINIG NG MARINO
HEALTH TIPS
ELPIDIO C. NOLASCO, MD, FPCS, PACS
General & Cancer Surgeon, Laparoscopic Surgeon
President & Medical Director, Nolasco International Medical & Diagnostic Clinic
Heart Attack– Acute Myocardial Infarction
T
he heart is a muscle like any
other in the body. Arteries supply it with oxygen rich blood so
that it can contract and push blood to
the rest of the body. When there isn’t
enough oxygen flow to a muscle, its
function begins to suffer. Block the
oxygen supply completely, and the
muscle starts to die.
Heart muscle gets its blood
supply from arteries that originate in
the aorta just as it leaves the heart.
The coronary arteries run along the
surface of the heart and supply oxygen
rich blood to the muscle.
The right coronary artery supplies the right ventricle of the heart and
inferior (lower) portion of the left ventricle.
The left anterior descending
coronary artery supplies the majority
of the left ventricle, while the circumflex artery supplies the back of the left
ventricle.
The ventricles are the lower
chambers of the heart; the right ventricle pumps blood to the lungs and
left pumps it to the rest of the body.
Heart Attack Causes
Over time, plaque can build
up along course of an artery and narrow the channel through which blood
flows. Plaque is made up of cholesterol build up and eventually may calcify
or harden, with calcium deposits. If
the artery becomes too narrow, it cannot supply enough blood to the heart
muscle when it becomes stressed. This
ache or pain is called angina. It is important to know that angina can manifest in many different ways and does
not always need to be experienced as
chest pain. If the plaque ruptures, a
small blood clot can form within the
blood vessel, acting a dam and acutely blocking the blood flow beyond the
clot. When that part of the heart loses
its blood supply completely, the muscle dies. This is called a heart attack, or
an MI – or Myocardial Infraction.
Heart Attack Risk Factors
The risk factors for ASHD are
the same as those for stroke (cerebrovascular disease) or peripheral vascu-
lar disease. These risk factors include:
Family history or heredity
Cigarette smoking
High blood pressure
Diabetes
Previous history of other blood
vessel problems such as stroke or
peripheral vascular disease
Non-coronary artery disease
cause of heart attack may also occur.
Examples include:
Cocaine use. This drug can
cause the coronary arteries to go into
enough spasm to cause a heart attack.
Prinzmetal angina or coronary artery vasospasm. Coronary arteries can go into spasm and cause angina without a specific cause, which is
known as Prinzmetal angina. Approximately 2 percent to 3 percent of patients
with heart disease have coronary artery
vasospasm.
Anomalous coronary artery.
In their normal position, the coronary arteries lie on the surface of
the heart. On occasion, the course of
art the artery can dive into the heart
muscle itself. When the heart muscle
contracts, it can temporarily kink the
artery and cause angina.
Inadequate
oxygenation.
Profound Anemia from bleeding or
failure of the body to make enough
red blood cells can precipitate angina
symptoms.
Medical History
Important questions include:
When did the pain start?
What were you doing?
Did you have to stop?
Did the pain get better with rest?
Did the pain come back with activity?
Did the pain stay in your chest or
did it move somewhere else, like the
jaw, teeth, arm or back?
Did you get short of breath?
Did you become nauseous?
Were you sweating profusely?
Questions may be asked
about changes in exercise tolerance
that might provide clues as to whether heart disease is present:
Is shortness of breath or exertion?
TINIG NG MARINO
37
from page 18
PISOBILITIES
mga priorities sa buhay.) Maaaring
kabilang sa mga ito ang iyong pamilya, asawa, anak, magulang, kaibigan, o kung sinuman. Maglaan
ng oras para sa kanila, kausapin
sila, maging malapit sa kanila.”
Pero kung pera ang
pag-uusapan, huwag basta-bastang
maniniwala sa payo ng mga mahal
sa buhay. Sa katunayan, kailangang
maging mas maingat tuwing mga
mahal sa buhay ang kausap tungkol sa pera. Napakaraming kwento
tungkol sa mga kaibigan at kapamilya
na hindi nagbabayad ng utang.
Minsan sila pa ang nag-aalok sa
iyo ng mga scam dahil hindi nila
naiintindihan. Maging praktikal sa
pag-analisa sa alinmang isyu tungkol sa pera, kahit na galing pa ito sa
mga mahal sa buhay. Sumangguni
sa mga eksperto.
Tip No. 21: “Magmuni-muni nang mag-isa. Mainam
na maglaan ng oras para magfrom page 8
WORKERS’ VANGUARD
portation funds which may be extended to our OFWs so they can
go home to their respective families
periodically. Lack of funds is often
the reason why migrant workers are
unable to go home to their families
as often as they would want. Sometimes it takes them more than a
decade before they can be with their
families since they would rather
send the money to them rather than
use it to buy a ticket to go home.
Finding a source of funds for this
will be the problem. I am against
adding any burden to our workers
and I still have to do more research
to arrive at a solution for the sourcing of the funds.
OFWs may also avail of
“family emergency” leaves so that
our OFWs can rush home whenever there are pressing family matters that they need to attend to. Although there are still many issues
to be ironed out concerning these
ideas and suggestions, these measures will certainly be able to protect
the solidarity and development of
muni-muni nang mag-isa, kahit
na ang ilan sa atin ay hindi kumportable sa ideyang ito. Kailangan
ng kaunting ensayo para masanay
sa katahimikan upang mapakinggan ang sinasaloob ng ating sarili.
Alam kong hindi karaniwan ang
payong ito. Pero sinisiguro kong
nakapagbibigay ito ng katahimikan at kapayapaan na kailangan
mo habang iniisip kung ano ba ang
mahalaga para sa iyo.”
Totoo rin ang payo na ito
sa pinansiyal na buhay. Matapos
makatanggap ng magandang payo,
kailangan mo nang gumawa ng desisyon. Wala kang ibang pwedeng
sisihin kundi ang sarili mo, kaya’t
analisahin at pag-aralan nang mabuti ang sitwasyon. Matapos mong
gawin ang lahat, kailangan mo pa
ring tumugon sa Maykapal. Sa
bandang huli, nasa Kanya ang buhay mo.
Tip No. 22: “Kumain nang
dahan-dahan. Kung napakabilis
mong kumain, hindi mo malalasahan nang husto ang sarap ng
pagkain, at makakasama pa iyon
our Filipino families by curtailing
the ills brought about by the usually
long-term separation of our OFWs
with their families.
No less than our Constitution mandates this duty. Under
Article XV of our Constitution, it is
provided that, “The State recognizes
the Filipino family as the foundation of the nation. Accordingly, it
shall strengthen its solidarity and
actively promote its total development.” The United Nations’ Universal Declaration of Human Rights
also states that, “the family is the
natural and fundamental group unit
of society and is entitled to protection by society and the State”.
I understand that nothing
can replace the actual presence of
the parent/s in nurturing their family, but we are confronted by the
realities of having better opportunities abroad. This, however, does
not mean that we will no longer
do anything to mitigate the effects
brought about by this reality. We
will be working hard to incorporate
the ideas discussed above under our
current social legislation and labor
laws so that our OFW families can
benefit from them right away.
TINIG NG MARINO
sa kalusugan mo. Kumain nang
dahan-dahan para mabawasan ang
timbang, mapaayos ang pagtunaw
ng kinain, at mas ma-enjoy mo ang
buhay!”
Magkaugnay ang lahat ng
bahagi sa ating katawan. Sa aking
pagkakaunawa, sinasabi ng utak
natin kung busog na tayo. Pero
kailangan ng kaunting sandali bago
natin iyon maramdaman. Kung
masyado tayong mabilis kumain,
saka lang natin mararamdaman na
busog na tayo kapag masyado nang
marami ang nakain natin. Bukod
pa riyan, kapag hindi nanguya nang
maigi ang pagkain, hindi maa-absorb nang husto ang nutrisyon ng
pagkain. Kapag kumakain tayo
nang mabilis, gagastos tayo para sa
pagkain na hindi na pala kailangan
ng ating katawan. Makakatulong
ito kung gusto mong makatipid sa
pagkain at sa gamot kung sakaling
maempacho ka.
Tip No. 23: “Magmaneho nang dahan-dahan. Laging
nagmamadali ang mga motorista,
busina nang busina, mabilis mainis
at ma-stress dahil sa pagmamadali. Nalalagay rin sa panganib ang
ibang tao dahil sa pagmamadali.
Hindi lamang mas ligtas ang pagmamaneho nang dahan dahan,
mas magaan pa ito sa gasolina, at
nakaka-relax pa. Subukan mo ito.”
Sa totoo lang, mas mahalagang mag-drive sa tamang bilis dahil
maaksaya rin sa gas kung masyadong mabilis o mabagal magpatakbo. Kung magmamaneho ka
nang maingat at walang stress,
bukod sa mababawasan ang mga
sakit sa katawan na dulot ng pagmamaneho, makakaiwas pa sa mga
aksidente. Magastos ang mga aksidente; gagastusan mo ang iyong
hospitalisasyon, pati ang ibang tao
na mapapahamak dahil sa iyo.
Ang gusto lang sabihin
ng tip na ito ay magdahan-dahan.
Maaaring magdulot ng problema
ang masyadong pagmamadali.
Tip No. 24: “Bigyang pansin ang kasalukuyan. Malaki ang
maitutulong ng tip na ito para gawing simple ang buhay mo. Kapag
nakatuon ang iyong isip sa kasalukuyan, mas mauunawaan mo ang
nangyayari sa paligid mo, pati ang
39
nararamdaman ng kalooban mo.
Nakakatulong ito para mapanatag
ang iyong kalooban.”
Ikasiya ang kasalukuyan. Iniimbita ko kayo na paghandaan ang inyong kinabuksan
sa pamamagitan ng paggawa ng
personal na layuning pinansiyal at
pinansiyal na plano. Pero, hindi ko
sinasabing dapat ninyong alalahanin maya’t-maya ang inyong kinabukasan. Isulat ang inyong mga
layunin at plano, at tingnan ninyo
paminsan-minsan (kada buwan
o kada ikalawang buwan ng taon)
para malaman kung natutupad
ang inyong mga plano. Kung alam
mo na ang iyong layunin at kung
paano iyon makakamit, pagtuunan
lang ang kasalukuyan at i-enjoy
anuman ang kayang ibigay sa iyo
ng kasalukuyang buhay.
Gusto mo bang matuto kung paano palalaguin ang
iyong ipon? Kapag nasa Maynila,
sumali sa aming mga seminar.
Tumawag sa 0917-8632131 o
6373731/41 para magparehistro. Ang schedule ay makikita sa
www.colaycofinancialeducation.com.
Kapag wala kayong matirahan sa Maynila, pu mu nt a s a
au r u m O n e Ma k at i Hotel,
Evangelista St., Makati City. Ito ang
hotel na ang may-ari ay mga miyembro ng KsKCoop (www.kskcoop.
com) May special price para sa inyo.
Ipaalala sa mga kamaganak at mga kaibigan sa Pinas na
manatiling nakatutok linggo-linggo sa Pera Mo, Palaguin Mo sa
DZXL 558 tuwing Lunes mula ika11 ng umaga hanggang ika-12 ng
tanghali. Mapapanod nyo rin kami
sa Pisobilities RealiTV tuwing
Martes ng 8:30 ng gabi sa Light
Network Channel 33 at tuwing Sabado sa GMA News TV 11 ng 6:00
ng umaga.
May bago kong libro
“Wealth Reached. Money Worked.
Pera Mo, Pinalago Mo!” na ibinabahagi ang nangyari sa kwentong
buhay ng mga sumunod sa aking
payo mula 2004. Available ang lahat ng mga libro sa www.lazada.
com.ph at www.amazon.com.
Mabibili mo din ito sa lahat ng National Bookstore outlets
as sa aming website.
40
TINIG NG MARINO
Ferry Disasters
Only in the Philippines
By Engr. Rainero Morgia
T
he Kim-Nirvana incident
last July 2, 2015, which
killed 62 people after it
overturned was not the first devastating ferry disaster that happened in the Philippines. The
country has been notorious for
jeopardizing the lives of its ferry
passengers due to many preposterous factors.
The MV Doña Paz tragedy which happened in 1987
was considered the world’s
worst peacetime shipping disaster. Owned by Sulpicio Lines, it
sailed through Tablas Strait off
Mindoro Oriental province to
Manila. The trip which started
from Tacloban City, Leyte carried passengers trying to get
home for the Christmas Holidays. Despite a clear night and
fine weather, Dona Paz rammed
into a 629-tonner Vector, which
was transporting 9,000 barrels
of fuel from Bataan province of
Masbate. The collision sets off
a fiery explosion, leaving more
than 4,000 dead.
Another most dreadful
shipping incident in the country
happened in June 2008, when
Princess of the Stars, also
owned by Sulpicio Lines, sank
off the coast of Romblon province. Despite the bad weather caused by Typhoon “Frank”,
the Coast Guard gave the vessel clearance to leave. 819 died.
KEY FACTS
These figures are unprecedented and indefensible. Ac-
cording to Mr. Arben Santos on
his article published in Inquirer’s
Modern PH Maritime Travel, the
following are the key facts which
led to such irrevocable state of
damage.
Fact number 1. Most
of the RoRo vessels in the
Philippines are imported second-hand from Japan. In Japan,
once RoRo reaches 20 years
old, it is no longer allowed to
trade in Japanese waters. Since
most of these RoRo’s in the
Philippines are from Japan, it
only follows that they are all
more than 20 years old.
Fact number 2. Secondhand RoRo’s come from Japan
and were built generally for
calm inland waters. A one-meter wave is already dangerous
for these type of vessels. These
RoRo’s would ply well for the
likes of Laguna de Bay or Taal
lake, which are sheltered waters. They are therefore more
risky if they sail in open waters which are connected
to oceans.
Fact number 3. Fili
-ipino owners tend to
add another deck to
these second-hand RoRo’s to accommodate
more passengers.
Fact number 4.
MARINA does not adhere to international
standards of a prestigious classification society, which is a non-government
organization
that establishes and maintains
technical standards for the
construction and operation
of ships. The society will also
validate that construction is
according to these standards
and carry out regular surveys
to ensure compliance with the
standards. In the early 90’s,
MARINA accredited seven
local classification societies,
none of which is a member of
IACS. Likewise, MARINA has
its own technical department
that classed vessels according
to its own rules. In short, second -hand vessels brought to
the Philippines are not classified by the IACS.
A basic requirement of
insurance companies is that
a vessel must be classed and
maintained by any IACS member. This certificate indicates
that the vessel has been maintained in accordance with the
rules of the classification society. Without this certificate
, the insurance company will
not pay the claim.
When Filipinos import
second -hand RoRo’s, they class
by any of the local classification recognized by MARINA.
These local classifications have
their own rules, which are not
at par with IACS.
Fact number 5. MARINA does not require any hull
insurance for RoRo vessels.
They do not require insurance
for their third party liability such as passenger medical
needs, death benefits, oil spill
pollution, clean-up cost, damage to property, collision liabilities and wreck removal.
I do not side with any
of these factual issues. But
when one reads and reviews,
one cannot help but wonder
who is at fault really. It is for
you to decide. And it is very
obvious if you are a MARINer.
continued page 46
42
TINIG NG MARINO
Marine Salvors Rescue Solutions
M
arine salvage in the maritime industry refers to
the rescue process of recovering a ship including its crews,
cargoes, and other properties after a shipwreck or other maritime
casualty which covering towing,
patching and repairing a ship, or
even re-floating a sunken or grounded vessel. The “salvors” are also seamen as well as engineers who utilize floating dry docks, cranes, and
divers when lifting and repairing
grounded or submerged vessels. Recovered vessel and its valuable parts
are then resold or placed for scrap.
Vale Beijing which used to
carry 400,000 tons of iron ore experienced leaking at the ballast tank
which ruptured its hull last December 6, 2011. The world’s largest ironore vessel measuring 361 meters in
length had an incident in Ponta da
Madeira Port near Sao Luis, Brazil.
As per the spokesman of the STX
Group of STX Pan Ocean,” Sinking is the worst-case scenario.” The
Panamanian-registered ship carried
iron ore worth $53 million.
The senior steel raw materials trader at a Swiss trading house
said, “Ponta da Madeira is a big port.
I don’t know how long the ship will
be stuck there but it is a big cost for
Vale.” The Vale Beijing, classified as
a very large ore carrier (VLOC) was
the first out of eight VLOCs to be
delivered by STX Offshore & Ship-
Stricken VLOC Vale Beijing being towed off Brazil.
Photo by gCaptain.
building, a shipbuilder under the
STX Group.
The International Salvage
Union (ISU) managed by an Executive Committee is an association
of professional salvors. The Committee is composed of its President,
Vice-President, as well as up to ten
individuals coming from its member
companies. An annual general meeting is held inviting all its members to
be a part of its event. ISU is in charge
of promoting and representing the
member salvors’ interests which foster cooperation and understanding
among its members. Maintaining
good relations with other several associations such as tug-owners is also
one of its core functions. As far as
marine salvage is concerned, it helps
in the facilitation of various commercial developments.
ISU is in charge of liaising
with other several organizations
such as the Comite Maritime International, the European Tugowners’
Association, INTERTANKO and
BIMCO (affiliated organisations),
UNESCO, the European Community, and many others. It has acquired an observer status at the International Maritime Organization
and the International Oil Pollution
Compensation Fund having been
a member of the Lloyd’s Salvage
Group. Being an internationally recognized organization in the facets
of the shipping sphere and repre-
senting professional marine salvors,
ISU opens its membership to any
company with a salvage business.
Pollution prevention and casualty
response are only some of the complex issues the organization is engaged with.
“One of the things which
we have committed to do is to continue to build our relationship with
the property insurers and others in
the insurance industry. It has therefore been a privilege to hear from
the International Union of Marine
Insurance (IUMI) at our meeting.
I look forward to continuing our
work with IUMI – improving understanding, building trust and
campaigning together on issues
like Places of Refuge,” said Leendert
Muller, President of International
Salvage Union (ISU) and Managing
Director of Dutch salvage and towage company, Multraship.
Ship Emergency Response
Service (SERS) with a steady 24/ 7
rapid and effective response is necessary for maritime related incidents
and other ship casualties. Identifying leading providers of emergency response with dedicated teams
of naval architects and specialists
is a top priority. Providing possible courses of action with excellent
worldwide reputation is a factor to
be considered. Floatability, oil outflow and flooding, grounding forces
like the effects of tide, residual lon-
gitudinal strength, intact and damaged stability like the assessments at
intermediate stages are some relevant information to be tackled.
Evaluation of technical aspects, identification of critical repairs,
and support remain to be the growing concerns. Enough preparation
is a necessity which includes actual
exercise rehearsals through appropriate trainings. Highest standards
of emergency preparedness should
be extended to all ships regardless of
flag or classification. Commitment to
safety and confidence in contingency
planning, strength programs as well
as MARPOL requirements for access
to shore-based damage stability are
highly relevant to the achievement of
goals towards shipping excellence.
The loss or damage of ships,
cargo, and terminals by which property is acquired, held between the
points of origin and final destination, or transferred can be covered
by a marine insurance. Onshore and
offshore exposed property, hull, marine casualty, marine liability, and
many others are covered by cargo
insurance.
Dating back through history, the earliest type of insurance
was the maritime insurance which
formerly originated from the Greek
and the Roman maritime loan. The
most commonly used form of salcontinued on page 45
44
TINIG NG MARINO
Toolbox Talk and Safety Check for a
Smooth Sailing Voyage
D
id you know that Toolbox
Talks can save your vessel
and your crews? “Toolbox
Topics”, “Take 5”, “Safety Chats”,
“Tailgate Meetings”, or just simply
“Toolbox Talks” as they are commonly called by organizations refer to a 2- to 5-minute brief safety
talk with your crews before the start
of the day’s work. It is proven that
it has saved lives by ensuring that
safety reminders are on hand prior
to beginning a long day’s job. The
importance of being safe at all times
is a primary concern in the maritime industry particularly for crews
onboard vessels. It only shows how
much we care for the welfare of our
people by making sure that apart
from training, simple specific or
general reminders on safety precautions are properly observed.
Dangers may arise should
inadequate training of crews pertain
to exist. Similarly, over-reliance on
electronic equipment may not be
too good either. Manning levels may
be raised higher to ensure that crews
hired are really fit for the position
applied for and the job they are to
carry especially onboard vessel.
Poorly-trained seafarers may cause
damages and growing problems.
Crew quality is highly important for
a vessel to run smoothly and safely
with people who are skilled and capable.
The checklists for the safety of seafarers must be ship-specific
and not just a mere generic pre-de-
parture checklist which has become
a tick-box exercise only. The Captain is to ensure that the “Departure
Checklist” has been completed prior to departure. Having the sailing
notice board updated after berthing
has to be complied and the estimated time announced. Pre-arrival and
pre-departure checks are required
for the smooth sailing of ship operations. Navigational equipment,
steering, and other relevant engineering equipment must be comprehensively tested and made sure
that they are fully operational.
For compliance purposes,
some of these related forms must be
present: Departure Checklist, Stevedore No Injury Report, Crew Shore
Record Book, Stability and Hull
Strength Checklist, Visitor’s Record
continued next page
from page 44
Toolbox Talk and Safety
Check for a Smooth Sailing...
Book (control of Visitors’ pass), Passage Plan, Stevedore and Cargo Security Statement (as required), and
Ship Search Checklists.
Certain rules and procedures must be set by the Captain
to be assisted by his crews onboard
vessel in the facilitation related
procedures for Ship Security Plan
(SSP), securing arrangement for
cargo ships - design, stack weight
distribution & metacentric height
(GM), local laws and port regulations ( also CFR), procedures for
securing for sea, measures to prevent drug trafficking, procedures
for confirming stability and hull
strength, procedures for navigational watchkeeping, procedures
for robbery and stowaway prevention, procedures for confirmation of
closure of openings, procedures for
smuggling prevention, and procedures for pilotage.
Prior to port departure,
the Captain must manage the deck
officers and deck ratings to ensure
that all mooring lines are taut and
that there is enough clearance Aft.
The Second Officer is to be at the
Stern for this purpose. Meanwhile,
the engine telegraph on the bridge
is to be supervised by the Third Officer and must keep in contact with
the stern, the engine room, as well
as the bow. The able seaman or the
bosun has the primary responsibility of ensuring that all mooring
lines are properly taut and that
there is enough clearance fore on
the bow. Furthermore, stationed at
the gangway is the able seaman to
take care of it.
Good seamanship is ship
specific because of the vessel’s own
characteristics. Safety specialists
must interact with the crews to facilitate on-site safety management and
monitor compliance to standards.
The development and utilization of
checklists for critical systems testing are the responsibility of the vessel operators. Knowing your vessel
well is something that must be inert.
Taking a few minutes to check the
necessary equipment will truly pave
the way for a good and safe voyage.
TINIG NG MARINO
from page 42
Marine Salvors Rescue...
vage contract is the Lloyds Open
Form (LOF). This used to be called
the Lloyd’s Standard Form of Salvage Agreement. There are many
classifications of salvage namely:
1. Harbour salvage – refers to the
salvage of vessels which have been
stranded or sunk in sheltered waters.
2. Clearance salvage – refers to the
salvage of various vessels in a waterway or even at the harbor.
3. Cargo and equipment salvage
– refers to the salvage by rapidly
removing goods, cargo, and other
equipment, some of which may be
environmentally hazardous.
4. Offshore salvage – refers to the
type of salvage mainly by means
of refloating of ships stranded or
sunk in exposed waters, waves, etc.
5. Afloat salvage – refers to the
type of vessel salvage which has
been damaged but remains afloat
on waters.
6. Wreck removal – refers to the
removal of hazardous wrecks
45
which have little or no salvage value at all.
“The property insurance
industry knows the vital role salvors play and we welcome ISU’s
efforts to develop its relations with
us and our members. Of course salvors must prioritise the saving of
life and the protection of the environment but after that it is property – the ship and its cargo – which
benefits from the services provided by the salvors. To have a strong
and effective international salvage
industry can only be of benefit to
our members and we look forward
to building on the momentum we
have generated in our refreshed relationships,” as per Lars Lange, Secretary General of International Union of Marine Insurance (IUMI).
Grounding, collision, and
explosion are only some of the unexpected incidents vessels experience which have challenged the
maritime industry globally. Rapid
and effective response in making
precise decisions and implementing
appropriate actions are necessary
for the benefit of the crew, passengers, cargo, and the environment.
46
TINIG NG MARINO
from page 40
Ferry Disasters...
VESSEL
QUALITY
AND
STANDARDS COMPLIANCE
MARINA says that it
ensures classification societies
standardization. Classification
societies increase the frequency of surveys to ensure
compliance with operating
standards for older vessels.
These highlights the reality
that maritime operators, managers, and entities recognize
that older vessels have more
maintenance issues and grow
less safe over time unless
aggressively maintained. According to the same article,
at a certain point, it makes
less business sense to keep
investing in maintenance instead of just selling the vessel and buying a new one.
The Philippines is frequently
the buyer of these old vessels, ones that likely had less
maintenance in the last years
of operation since owners
planned on selling them anyway. Once sold, the incentive
for aggressive maintenance decreases even more. To date, it
is very clear that MARINA
has yet to issue clear guidelines to ensure vessel quality and standards compliance.
Nothing has been done so far.
MARINA says that it is
towards modernization of our
RoRo vessels. Twice a year,
there is always a RoRo accident that results in tragedies
and deaths resulting to unresolved inquiries and waste
of time. In as much as the
average age of our RoRo’s is
over 30 years old. To repair
old vessels to make it appear
compliant with rules of IAC
members is definitely a no-no.
Ironically, our own local classification standards is not at par
with the IAC and until now,
MARINA has yet to issue a
Memorandum of Circular that
will modernize our NoNo or
rather RoRo fleet.
MARINA says it is doing
their own job. No comment.
TRAVEL ADVISORY
It is sad that we have
been hearing travel advisories
from various foreign embassies.
They have advised their citizens
not to take interisland ferries
in the Philippines because they
are “often overloaded, lack of
necessary lifesaving equipment,
not adequately maintained and
have incomplete passenger
manifest,” which make sea travel
in the Philippines hazardous.
If for now citizens from
other countries are advised
not to travel by sea because
of repeated FERRY DISASTERS, will there come a time
that Filipino citizens themselves will just declare within their will and volition that
they will no longer take the
RoRo’s or any shipping passenger fleet for travel? What
happens then to MARINA?
Will they still exist when
that time comes?
TINIG NG MARINO
47
from page 16
VAST HORIZON
“One of the difficulties that one encounters is finding the ‘one.’ If people
are searching for that special person,
they should actually be the ‘one.’ The
last thing that some teens care about is
keeping one’s relationship.
“People should not be contented on that ‘spark’ which is said to be
the feeling when they first meet their
special someone. Just what one of the
speakers said, it should be on fire. It
must be long lasting.”
Ren-Ren also allowed me to
copy some of her personal reflection
about the talk which her professor
asked the students to submit.
“As what I have gathered from
the talk, I think people should not just
use their heart but also their brain. If
people use their brain, they may choose
better decisions when it comes to relationships. If one is not yet ready for
a commitment, then he or she should
not enter in a relationship yet. They
will know what is right and wrong and
will avoid many regrettable mistakes.
Like what my previous professor said, it
should not be said as, I love you with all
my heart but instead, I love you with all
my hypothalamus.
“Love is not just a profound
word but also a powerful action. It
could make the world go round or turn
someone’s world upside down. I’m glad
that I was able to listen to the talk of our
psychology professor because I am able
to learn valuable lessons while young.
It would not only widen my knowledge
but it will also deepen my perception
about love and dating in the digital age.
“In conclusion, I still believe
that even with modern society and the
digital age, love will still prevail. It may
sound cheesy but love has still not lost
its power. As what others say, ‘Love
makes you go crazy.’ I know that true
love still exists because not all people
are over drunk with the digital age. Some
still use the old traditional ways, while some
do not.
However, despite that, their commitment is not torn apart. Expressing the meaning of love can have so many meaningful
ways but as for me, it can only be done even
in one simple way which is just by spending
time with the person and by showing how
much you care for him or her.”
With this, I would like to thank RenRen for the meaningful insight. She has no
boyfriend yet, and has no plans of having
one yet according to her but surely, she will
be able to share what she has learned to her
sisters and friends who would like to seek
her words of wisdom which she generously
shares.
48
TINIG NG MARINO
TINIG NG MARINO
NEW TIME SLOT OF TINIG NG
MARINO on TV is
every Saturday
6:15 P.M. to 7:00 P.M.
Channel 9
Channel 58
Channel 92
Channel 37
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49
Destiny
Sky
Cignal
UHF
Don't fail to watch the UNDISPUTED Maritime Television Show, twotime “Anak TV Seal Awardee" TINIG NG MARINO at UNTV every
Saturday at 6:15 p.m. to 7 p.m., Channel 37 on UHF, Channel 9 on Destiny Cable , Channel 58 on Sky Cable, Channel 92 on Cignal, Channel
58 on Digibox and millions all over the world may watch via livestreaming on www.untvweb.com.
UFS
Tinig ng Marino
Dapitan
Chapter
UFS
Tinig ng Marino
Sequijior
Chapter
UFS
Tinig ng Marino
Dipolog
Chapter
50
TINIG NG MARINO
IMO Tackles ECDIS Issues
I
n my other article, we
delved on the topic Ferry
Disasters. Now, we turn
our attention to ECDIS and
ask what does the change from
paper charts to more modern
technology mean in real terms
for today’s navigators. Will this
minimize ferry disasters, too?
ECDIS or known as
Electronic Chart Display and Information System is, they say,
the future basis of navigation
in the world’s merchant fleet.
It is essential that navigators of
all ages and experience learn
how to use ECDIS to make
decisions possible.
Accordingly, many ships
today carry both paper charts
and electronic charts. It is essential to navigators to recognize the difference between a
generic and unofficial Electronic Chart System (ECS) and an
Electronic Chart Display and
Information System (ECDIS),
which has been approved by
the IMO as meeting the requirement of charts as required
by SOLAS (Safety on Life at
Seas).
An official ECDIS consists of a type approved system,
using official hydrographic data
(chart info) and the entire installation must be approved by
the vessel’s flag administrator.
Crews using non-ECDIS systems for navigation will not
fare well in court should something go wrong.
Now navigators just
entering the shipping industry may adapt quickly to the
use of ECDIS given their familiarity with computers and
shore based map services such
as Google Maps. However, all
navigators regardless of their
backgrounds will have to adopt
a professional ECDIS mindset
to enable them to use the tech-
By Engr. Rainero Morgia
nology effectively. During the
transition period, it is essential
to understand the strengths
and weaknesses of ECDIS.
This presents an opportunity
for navigators of all experience
to work together to master the
system.
One of the key differences between paper chart and
electronic chart is how information is portrayed. With paper
charts, cartographer’s decided
how to show the information
they felt navigators needed.
However with electronic (vector) charts, all data/information
is stored in a database and it
is the actions and decisions of
the mariner that decide what
and how much information to
show. This new ability to customize the chart display offers
great possibilities if used correctly as well as huge risk if
used incorrectly.
Just like an experienced driver looking to rent a
car, you would expect to only
need a short period of time
to familiarize yourself with the
controls and drive away safely.
Unfortunately, ECDIS does not
have the same level of standardization so it is even more
important to have a sound basis of genetic training (IMO
Model Course 1.27), and to be
able to demonstrate full competence of familiarization with
onboard systems based upon
industry agreed standards before you can “drive away safely”.
ECDIS is bringing in a
new level of performance by
transferring all chart work elements into an electronic display
screen. This allows the seamless
integration of Electronic Navigational Charts (ENC), GPS
position fixing and other navigational tools including radar,
echo sounder, AIS and NAVTEX. Multiple functions are
made available with just one
click on the use of a mouse.
Suddenly, the supporting tools
needed to operate paper charts
are history.
The additional capabilities of ECDIS are endless, from
having reference materials like
weather charts and tidal data
readily available, to the ability
to set pre-warning alarms for
navigational hazards and incorporating record-keeping. The
system is set to totally change
the way navigation is carried
out at sea, while making the
whole process easier, safer and
far more effective. At the same
time any process which can be
out on a paper chart can also
be done on ECDIS.
WHAT ARE THE KEY ISSUES?
Introduction of new
technology does not mean that
old skills are irrelevant. This
major navigational change has
brought about two extreme
reactions from the mariners.
Some are reluctant to accept
it, while others embrace it as
infallible. Neither of these approaches is completely correct.
Recent years have seen several
ECDIS-assisted navigational accidents and near misses. Analysis of the accident suggests
causes are not system design
failures but are more like due
to operational failures. As per
NTI, issues such as:
• Improper voyage planning,
not using or incorrectly setting
safety depth, safety contour or
watch vector alarms or wrong
inputs of vessels data such as
from page 36
HEALTH TIPS
Can you walk to get the mail?
Can you climb a flight of stairs?
Heart Attack Symptoms and Signs
Classic symptoms of a heart attack may include:
Chest pain associated with shortness of breath,
Profuse sweating, Nausea.
The chest pain may be described as tightness, fullness, a pressure, or an ache.
Unfortunately, many people do not have these classic signs. Other signs and symptoms of the heart
attack may include:
Indigestion, Jaw ache,
Pain only in the shoulder or arms,
Shortness of breath, or
Nausea and vomiting.
Heart Attack Diagnostic Test
Electrocardiogram
The electrocardiogram (ECG or EKG) will
help direct what happens acutely in the ER. The
EKG measures electrical activity and conduction
in heart muscle. In a heart attack in which the full
thickness of the heart muscle is involved, the EKG
shows characteristic changes that establish the diagnosis of a myocardial infarction. Some heart attacks only involve small parts of the heart muscle;
in these cases, the EKG can look relatively normal.
Blood tests
When heart muscle becomes irritated it
may leak chemicals that can be measured in the
blood. Levels of the cardiac enzymes myoglobin,
CPK, and troponin are often measured, alone or in
combination, to assess whether heart muscle damage has occurred.
Chest X–ray
A chest X–ray may be taken to look for a variety of findings including the shape of the hearth, the
width of the aorta, and the clarity of the lung fields.
Heart Attack Treatment
If the EKG shows that there is an acute
heart attack (myocardial infarction), the goal is to
open the blocked artery as soon as possible and restore blood supply to the heart muscle.
When a heart attack strikes, the key thing
to remember is that the time equals muscle. The
longer the delay in seeking medical care, the more
heart muscle will be damaged. There is a window
of opportunity to restore blood supply to the heart
muscle by unblocking the affected heart artery.
Treatments must be done in a hospital and include administration of clot-busting drugs to dissolve the clot at the site of the ruptured plaque and
heart catheterization and angioplasty (in which the
blood vessel is opened by balloon, often with adjunctive placement of a stent), or both.
HEART ATTACK EMERGENCY MEDICAL
TREATMENT
Hospitals have established treatment plans
to minimize the time to diagnose and treat people
with heart attack. National guidelines suggest that
an electrocardiogram (EKG) be done within 10
minutes of the patient’s arrival in the ER.
Many things will occur at the same time
as the EKG being completed. The doctor will take
a history and complete a physical exam while the
nurses start an intravenous line (IV), place heart
monitor lines on the chest, administer oxygen.
Medications are used to try to restore
blood supply to the heart muscle. If it wasn’t
taken prior to arrival in the ER, aspirin will be
used for its anti-platelet action. Nitroglycerin will be used to dilate blood vessel. Heparin
or Enoxaparin (Clexane) will be used to thin
the blood. Morphine can also be used for pain
control. Antiplatelet medications such as Clopidogrel (Plavix) or Prasugrel (Effient) are also
recommended.
There are two options (depending on the
TINIG NG MARINO
51
resources at the hospital) 1) if the EKG shows an
acute heart attack (myocardial infarction), and 2)
if there are no contraindications.
Heart Catheterization
The favored treatment is heart catheterization. Tubes are threaded through the femoral artery in the groin or through the brachial artery in
the elbow, into the coronary arteries, and the area
of blockage is identified.
Angioplasty
Angioplasty (angio=artery + plasty=repair)
is then considered if possible. A balloon is placed at the
blockage site and as it pens, it compresses the plaque
into the blood vessel wall. Afterwards, a stent
or a mesh cage is placed across the angioplasty
site to keep it from closing down. Guidelines
recommend that from the time the patient arrives at the hospital to having the blood vessel
open be less than 90 minutes.
TINIG NG MARINO
53
Meeting with the OFW Coalition Advocates at the Bayview Hotel on the current
issues that OFWs are facing in the country.
UFS President Nelson P. Ramirez with the officers and supporters of
UFS-Tinig ng Marino Negros Chapter.
Red Cross Sec. General Gwendolyn Pang together NPR at the Campaign Against Human Trafwith NPR and wife Marilyn Ramirez.
ficking at the Pag-ibig Building in Makati.
Negros Maritime College Foundation’s 21st Anniversary Celebration with
Panama Ambassador Rolando Guevarra as guest of honor.
NPR and wife Marilyn together with the top brass and staff of Bright Mar- Meeting with the pillars of the maritime industry in POEA regarding the SEA-BASED RULES
PROPOSED AMENDMENTS on the POEA Standard Employment Contract.
itime Corporation during the inauguration of their new office.
Members of OFW Coalitions during the Senate Hearing on Balikbayan Box and Tariff Fee Bureau of Customs commissioner Albert Lina, former BOC Commisamendments spearheaded by Senator Sonny Angara.
sioner Ruffy Biazon and NPR after the Senate Hearing on Balikbayan Box.
54
TINIG NG MARINO
They are back on the Street!
In 2013, the ever dauntless United Filipino Seafarers and Tinig ng Marino caught these fixers with their bosses loitering the
streets of T.M. Kalaw. After two years they are back again on the same sweltering street of T.M. Kalaw, doing what they do
the best in a piercer way – to peddle seafarers’ documents at a high price. What’s more, they also sell fake COP, Certificate
of Sea Service and offer sure pass one-take examination in various assessment centers such as Fremarobi, Notip, Interseas
and Blue Horizon. Even innocent cadets without sea experience can now process their COP for ratings at the price of
Php8,000 to Php16,000. Now UFS is also back on questioning MARINA’s money driven processes. Why are they on the streets
again? Are you dumb enough not to see their cutthroat modus or are you having a joint investment with these peddlers?
NOT all
genuine
are real
This stolen Certificate of
Profieciency
(COP)
can
be bought for a price of
Php8,000 to Php16,000 on
the street of T.M. Kalaw. And
yes, there are genuine certificates with complete security
features from MARINA itself
and you can sometimes verify them on their website but
they are not real. These certificates are stolen from the
own backyard of MARINA
by their staff and sell them to
fixers at an impressive price.
Better check your Serial Number if it’s real or stolen.
two moves
for your
hardship
on board
Kalaw streets might as well be
considered a business spot
between seafarers and the
maritime perverts, taking advantage of the former. Aside
from odious fixers, here also
dwell self-proclaimed chess
masters who trick seafarers in
two moves to mate the king.
Yes, that is possible but only
on one wise and careful move
and if you touch the wrong
cavaliers, game is over. Many
seafarers are fooled with this
game benefiting the Kalaw
Self-proclaim chess master as
much as Php5,000 a day for
your hardship on board.
TINIG NG MARINO
55
NOTICE OF REWARD
A Reward of FIFTY THOUSAND PESOS (P50,000.00) will be given to anyone whose
information will lead to the apprehension of any person who sells or distributes
pirated LoadMan and/or BridgeMan Programs.
A Reward of FIFTY THOUSAND PESOS (P50,000.00) will be given to anyone whose
information will lead to the apprehension of any person who uses pirated LoadMan
and/or BridgeMan Programs.
The information receive shall be treated with utmost confidentiality.
Please Contact:
Deckmaster Marine
Mobile: 0917 591 6901
Landline:788 9124
E-mail: [email protected]
TINIG NG MARINO
56
Dare the difference!
nd - OCTOBER 2012
SEPTEMBER
The 2 Philippine Seafarer Congress
TINIG NG MARINO
1
p32
W
hat is the big difference between Tinig ng Marino and
other maritime newspapers?
It’s helluva lot of a difference. In terms of volume and
readership reach, Tinig ng Marino can stand and challenge all
other maritime papers including the glossy ones as to which is
widely circulated or attained an optimum pass-on readership.
Vol. XVIII
No.5
http:www.ufs.com.ph
PHP 20.00
Philippines ratifies
Maritime Labour
Convention
Danita
Paner
Alternative
Princess
Story on page 3
TURN TO PAGE 40
As the biggest and the widest in circulation, it can take
any challenge by counting the number of copies that Tinig has
printed for each issue. It also reaches the various corners of
the world where Filipino seafarers set sail and confront the
high seas.
Over the years, Tinig has been consistent on the issues it
has fought for, particularly on its advocacy to inform the public
about the real things that is happening in the industry.
It has fearlessly published what other maritime papers
have failed to do. As it exposes anomalies, it also publishes
the good things about this dynamic sector.
Most of Tinig articles are even exclusive because we are
there where the action is -- as one of the players in the industry.
Being the official publication of the United Filipino Seafarers,
Tinig ng Marino has been influential in the the many changes
occurring in the country’s maritime industry. The evidence can
be easily verified by browsing the UFS website.
It need not engage in cutthroat competition by bringing
advertisement rate down and employing sexy marketing
managers. Tinig clients knew they get their money’s worth.
It would be unfair to compare Tinig ng Marino to other
maritime newspapers just as if one were comparing a choice
between Rolls Royce and a Kia Pride.
Season’s Greetings
Vol. XVIII
No.6
NOVEMBER - DECEMBER 2012
http:www.ufs.com.ph
PHP 20.00
Seafarers hail
congress a success
Story on page 3
TIN PATRIMONIO
A real
sweetheart
ENTERTAINMENT
►PAGE
42
TNM Exclusive:
Unholy
Alliance 4
►PAGE 22
TINIG NG MARINO
57
58
TINIG NG MARINO
by Alvin
Patrimonio
Back-to-Back
Golf Tournament
Marinsports Club and Sunbaggers
Group Joint Mid-year Golf tournament
G
olf is not only a great sport
but there is nothing like
hanging out with your colleagues and getting in a round or
two at complete leisure. You know
what I mean; the excitement up to
the day of the event, the first throw
of the day, the first 30-foot putt for
birdie, and the list goes on.
The Marinsports Club and
Sunbaggers kicked off their MidYear Golf Tournament at Splendido Taal Golf and Country Club in
Batangas last June 28, 2015.
Topping the Low gross
is Captain Jimmy Boado and Jun
Lansang for Low net category.
Meanwhile, in the Class A level, Ed Tantiado was hailed as the
champion and Ernie Galang as the
runner-up. For the Class B level,
Captain Vic Velonza bagged the
championship title, as Tony Leosala placed runner-up. Captain Raffy
Dinio seized the championship in
the Class C level; while Captain Jin
Salvatierra as runner-up, respectively.
On the other hand, in the
ladies division, Ms. Timi Basilio
got the plum and Ms. Lyn Aquino
placed runner-up.
The North Team clinched
the championship crown in the
Ryder Cup with golfers Jimmy
Boado, Jun Lansang, Banny Briones, Guilbert Llamado, Vic Del
Prado, Rey Amper, Relly Jose,
Rudy Bautista, Lyn Aquino, and
Evan Bautista.
United
Filipino
Seafarers
Achievements
First National
Seafarers Day
TINIG NG MARINO
59
5-Year Validation of SIRB
After discovering that other countries
issue a five-year validation of the Seaman’s Service Record Book, Engr. Nelson P. Ramirez, also pushed for a fiveyear validation of the seaman’s book in
the Philippines, which originally was
good for only three years. He wrote a
letter to the Commandant of PCG, and
coursed it to the head of the Seaman’s Processing and Record Unit, and got
himself the first ever Philippine seaman’s book with a five-year validation.
UFS Pushed for Income Tax
and Airport Terminal Fee
Exemption
In February 1996, Engr. NelUFS was the sole Philippine maritime
son P. Ramirez was one of
organization to participate in a series of
the three maritime advocates
consultation hearings in 1995 conductwho initiated the National
ed by Gancayco Commission, which
Seafarers’ Day in the Philipwas created after Flor Contemplacion
pines. Together with a priest
and a nun, Father Carlos Oda was hanged in Singapore. UFS was also one of the organizations that helped
and Sister Maruja Padre de Juan of the Apostleship of the Sea (AOS), re- push for the exemption of OFWs from paying income and government
spectively, they pushed for the approval of this national celebration to rec- taxes, Airport Terminal Fee and Travel Tax.
ognize the hardships and efforts of the Filipino seafarers. Former President
Orchestrated Rallies, SymFidel Ramos approved the proposal, declaring August 18 as the National
posium, and Workshops for
Seafarers’ Day but was eventually moved to the last week of September.
Active Lobby for the Passage of
the Philippine Merchant Marine
Act of 1995 or R.A. 8544
Eng. Nelson Ramirez made consultations with industry stakeholders to draft
the bill for the Philippine Merchant
Marine Act, which designated the PRC
as the government agency in charge of
issuing the Certificate of Competency
(COC) and its corresponding Certificate of Endorsement (COE), after MARINA and MTC asserted their function and responsibility to issue the said documents.
Hospital and Ship
Visitation
The UFS is the sole maritime organization to visit
Filipino seafarers who are
hospitalized abroad. It also
provides legal support to the
victims of abusive foreign
shipowners.
First OFW International
Congress
Aiming to promote solidarity
among sea-based and land-based
overseas Filipino workers, UFS
president, Engr. Nelson P. Ramirez,
and the OFW Movement Party List
Representative Omar Fajardo organized the First Overseas Filipino
Workers International Congress.
Displaced Radio Operators
In 2000, thousands of Filipino radio operators were expelled after
shipowners learned they were no
longer necessary because of Global
Maritime Distress and Safety System (GMDSS) and International
marine Satellite (INMARSAT). Because of this, UFS held rallies which led
to a six-month crash course for radio operators though the help of Capt.
George Pimentel. Some of the radio operators who attended the course are
now ship masters and officers.
Spearheaded Rallies in
Professional Regulation Commission (PRC)
UFS held a rally in front
of the offices of the Professional Regulation Commission (PRC) to pin down
an ill-motive PRC Marine
Deck Board official who formulated unreasonably hard licensure exam questions resulting to an extreme drop in the number of passers. What’s more, even
after his justifications that it was meant to filter quality Filipino deck officers, it
was hard to justify why most of the passers came from training centers where
he had connections. The PRC chairperson fired the notorious PRC official.
Campaign versus Illegal Recruiters, Illegal Dismissal and
Other Maritime-Related Cases
Unfazed by ill-motive land-based and sea-based manpower agencies,
which was said to have the finances and strong connection in the government, UFS ran after the illegal recruiters after numerous victims sought
its help to get their money back and file charges against the culprits. Many
heinous manning agencies were jailed for good .
More achievements on next issue...
60
TINIG NG MARINO
Online
Ang nag-iisang dyaryo ng mga marinong Pilipino–Tinig ng Marino.
Mula sa mga crew ng MV Amstelborg at Wagenborg Manila.
Dahil sa Tinig ng Marino, laging kaming updated kahit nasa barko–
Bosun Salmo, EC RS Silao, AB Jerry, 3E Reynan, 3M Romeo, AB Cesar, AB Sana malagay sa Tinig Marino Magazine. God Bless sa lahat ng mga Marino.
Paul Anastacio, AB Elmer Deluso at AB Anthony Alsaga ng MV Amstelborg. Crew of M/V Rainbow Fairy with Capt. Renato M.Villaruel.
Draft Cover Only.
The wait
is over!
Watch
out for
the Grand
launching
of
Gitik- Gitik
Book 3 this
December
2015!
Message us on our facebook page
“United Filipino Seafarers” or email us through
[email protected]
from page 50
IMO Tackles ECDIS
Issues
draught
• Using inappropriate scale or display
mode
• Not using the automatic route check
facility
• Using ECDIS as an anti-collision tool. It
is not meant for this purpose
• Not ensuring that ENC’s are up-to-date
due to navigators not being clear on
the automatic and or manual updating
procedures
• Improper use of radar and or AIS overlay
• Inability to plot visual and /or a radar
fixes
• Improper use of source data check on
ENC’s
• Not being aware of contingency procedures for hardware and/or software failures
• Not being aware of back-up procedures
when operating in areas where ENC coverage is unavailable
IMO INTERVENTION
These concerns have been tackled
through the intervention of IMO which
has not only set minimum performance
standardization for ECDIS, but has also
formulated guidelines on basic trainings.
Completing the IMO Model Course 1.27
is only the first step of this intervention.
Mastering ECDIS is a 3-stage process:
1. The IMO Model Course
2. Ship-specific equipment familiarization
3. Continuing practice
The familiarization stage is especially important since different manufacturers have different designs and many
incorporate features far in excess of those
required by IMO standards.
Finally, integrated information
on an ECDIS must always be crosschecked with both the individual equipment and the time-tested requirement
from Rule 5 of the COLREGS: “Every
vessel shall at all times maintain a
proper look out by sight and hearing
as well as by all available means appropriate in the prevailing circumstances
and conditions so as to make a full
appraisal of the situation”.
TINIG NG MARINO
61
62
TINIG NG MARINO
painful joke
Multo si yaya
Manny:
Tatay:
Manny:
Tatay:
SI UTOL
Dandan: Ang tapang talaga ni Utol! Biro
mo, tumalon sa eroplano nang walang
parachute!?
Mark: Ang galing naman! Saan mo naman yan nabalitaan?
Dandan: Doon sa burol
niya.
HEllo 117
Tay, totoo po bang may multo dito sa bahay?
Anak, walang multo! Bakit mo naitanong?
Sabi kasi ni yaya may multo daw.
Anak, wala tayong yaya!
Caller: Hello 117! Please
send a maintenance
personnel. Tatalon
ang mister ko sa
bintana! Bilis!
Agent: Bakit po maintenance ang ipapadala?
Caller: Eh Ayaw bumukas ng bintana!
HAY SALAMAT
DANCE with me baby
sayang!
Jenny: Masama ang pakiramdam ko ngayon.
Kardo: Sayang naman. Ipagsha-shopping pa naman sana
kita.
Jenny: Hehe! Nagbibiro lang
ako.
kardo: Ako rin! Haha!
RAINING OUTSIDE
Hubby: Hon, saan ka pupunta?
Wify: Oh Hon, magdidilig ako
ng mga halaman.
Hubby: Pero umuulan sa labas!
Wify: Wag kang mag-alala, may
dala akong payong.
ang lamok

september - october 2015 - United Filipino Seafarers United Filipino

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