july - august 2014 - United Filipino Seafarers United Filipino Seafarers

Transcription

Maritime industry bemoans R.A. 10635 IRR proceedings
Vol. XIX
No. 7
JULY - AUGUST 2014 http://www.unitedfilipinoseafarers.com.ph
>>Page 14
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A Magna Carta of
Filipino Seafarers
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JULY - AUGUST 2014
TINIG NG MARINO
3
UFS on the Magna of Seafarers:
We will see it through
by Joana Chrystal Michelle Ventura
T
he reality of a Magna Carta of
Seafarers is now almost within
reach. After exhaustive nationwide
consultations with concerned maritime stakeholders, House Bill No.
122 is finally slated to be reviewed
for passage into law by the 16th
Congress, which opened for regular sessions on the last week of July.
Department of Labor and Employment (DOLE) Secretary Rosalinda
Baldoz is earnestly pushing for the
said House bill to be ratified within
this year. And the UFS, which has
been actively engaged in the process since the beginning, aims to
continue doing so until the sweet,
long-awaited end.
The draft bill, filed by DIWA
Party List Representative Emmeline
Aglipay, seeks to recognize the rights
of the Filipino seafarers by instituting mechanisms for healthy working
conditions and compulsory benefits
by establishing conditions of recruitment, placement and employment
for overseas Filipino seafarers. It
guarantees the rights given under the
Maritime Labor Convention (MLC)
of 2006 and will apply to ALL Filipino seafarers in both domestic and
international shipping, whether employed on a coastal or ocean-going
ship under the Philippine registry, or
ships sailing under a foreign registry.
Although there are existing Philippine laws which provide for the welfare and protection of OFWs such as
RA 8042 (otherwise known as the
“Migrant Filipino Workers and Overseas Filipinos Act of 1995), these laws
were primarily drafted with landbased OFWs in mind. Thus, RA 8042
failed to recognize the unique and
peculiar policies, regulations and international conventions that govern
the maritime industry.
Within the Philippine government and among the professionals of the maritime industry, there
is a unanimously perceived lack for
legislation which will specifically
address the needs of the Filipino
seafarer. Shortly after the International Labor Organization (ILO)’s
MLC was ratified by the Senate in
2012, the then-Aurora Representative Juan Edgardo Angara called on
his Congressional colleagues to respond to this need.
In a statement, Angara declared: “Special laws must be explicitly crafted for the benefit of
sea-based Filipino workers as their
circumstances are unique from landbased workers and the rest of the
labor force. The government must
endeavor to improve the Filipino
seafarer’s working conditions, terms
of employment, career prospects and
provide them opportunities to harness their potentials to the fullest. We
must recognize the rights, contributions and unique role of Filipino seafarers, as well as their vulnerabilities;
and afford them full protection.”
As many will recall, Angara
had actually filed his own draft of the
Magna Carta of Filipino Seafarers
back in 2010 as House Bill No. 566.
Although House Bill No. 566 eventually stagnated, now incumbent Senator Angara had promised sponsorship for Congresswoman Aglipay’s
version. Senator Jinggoy Estrada had
likewise pledged his support. Given
the legitimate demand for the provisions incorporated in Congresswoman Aglipay’s draft bill, the possibility
that it will be passed into law within
the next few months is fairly high.
Last July 9, UFS leader Engr.
Nelson P. Ramirez attended the Maritime Industry Tripartite Council
(MITC) plenary meetings held at the
AMOSUP Convention Center in Intramuros, Manila. The leading item
in the agenda was the draft Magna
Carta of Seafarers, or House Bill No.
122. The meeting was presided over
by Undersecretary Rebecca C. Chato. It was attended by officials from
various government agencies such as
the Philippine Overseas Employment
Administration (POEA), Commission on Higher Education (CHED),
Philippine Coast Guard (PCG), Department of Foreign Affairs (DFA),
Department of Transportation and
Communications (DOTC), and the
Social Security System (SSS) among
others. In connection with the draft
Magna Carta, the main focus of the
plenary was a discussion of issues
that were proposed to the Technical
Working Group (TWG) for review.
Last year, UFS was one of the
proponents which helped the TWG
organize multi-sectoral consultations
in Visayas and Mindanao. At this late
date, all major concerns and shortcomings from the earlier drafts have
been effectively smoothed out. While
the draft bill admittedly needs more
polishing before it can be presented
for Senatorial review, its supporters
are confident that with a little more
continued on page 9
Tracing the Pathway of the draft
Magna Carta of Seafarers:
How a bill becomes law in the Philippines
1. Filing a bill – anyone can draft a bill, but
only a legislator (a Congressman or Senator)
can sponsor it.
2. First reading – when the bill is filed, it
will be assigned a House bill number and
assigned to a review committee. A meeting
will be scheduled and the bill read in the
plenary.
3. Committee hearing – the committee
will hear the bill and prepare a report on
it (whether they think it has merit, or not).
The committee may propose the creation
of a Technical Working Group (TWG) to
address concerns, incorporate revisions or
resolve any disagreements between different
agencies and stakeholders.
4. Committee report – when the committee decides to recommend the bill for approval, a committee report is prepared. The
(revised) draft of the bill is read again at the
plenary.
5. Rules committee – the Committee on
Rules schedules the draft bill for the 2nd
Reading. The Rules Committee is responsible for organizing the legislative priorities of
Congress; they can often kill a bill by simply
delaying the 2nd Reading indefinitely.
6. Second reading – once the draft bill is
scheduled for a 2nd reading, debates, sponsorship speeches and/or amendments will
be carried out at the plenary level.
7. Third reading –If the draft bill has no
counterpart, the approved draft of the bill
is forwarded to the other House (if the bill
was originally filed by a Congressman, then
it will be forwarded to the Senate).
8. Bi-cameral conference – if there are differences between the Congress’ and the
Senate’s approved versions, a bi-cameral
committee is organized to reconcile the two
versions.
9. Enactment – the draft bill finally becomes
a law when it is signed by the President, or
when no veto is given within 30 days. It can
be “killed” by a Presidential veto or overturned by a 2/3 Congressional vote.
4
JULY - AUGUST 2014
TINIG NG MARINO
EDITORIAL
Pass Magna Carta for Seafarers Now!
T
here is a $4.8-billion reason why the
Filipino seafarers deserve a permanent
place in history. The quoted amount is the
remittances brought in by seafarers at least
every year, according to the Bangko Sentral
ng Pilipinas (BSP).
But more than the money, it’s
about time that the thousands of Filipino
seafarers toiling in foreign fleet be given
protection under a law tailored fit for them.
The accolades as a reliable dollar
earner are not enough when the supposed
proponent of such recognition differs or
changes every election season. The answer
lies in permanence.
Something written in stone. The
best alternative to a stone embedded with
words of praises is legislation. A fiat so
strong that no man nor woman could rewrite it as often as the tide comes.
The UFS has been staunchly advocating a Magna Carta for Seafarers for
so many years now. In fact, it was a regular
fixture when RA 8042 otherwise known as
the Migrant Filipino Workers and Overseas
Filipinos Act of 1995 was just on its infantile
stage until it became a law.
The UFS hoped that RA 8042
would somehow fill the void.
But alas, the inputs of the maritime industry could no longer be found in
the law — no traces nor debris.
By its own reckoning, the UFS
noted that the resulting law only mentioned
the word ‘seafarer” twice.
Nonetheless, the seafaring sector
initially thought that with the passage of the
RA 8042, the thirst for salvation would be
quenched.
The law turned out to be parsimonious in legislating protection and benefits
for the Filipino seafarers.
The bill proposing a Magna Carta
for Seafarers is now being given life in the
current Congress with a lone lady lawmaker
as a prime proponent. Sometimes, the best
man for a tough job is a woman.
House Bill 122 filed by DIWA
Party List Representative Emmeline Aglipay
seeks to recognize the rights of the Filipino seafarers by instituting mechanisms for
healthy working conditions and compulsory
benefits by establishing conditions of recruitment, placement and employment for
overseas Filipino seafarers.
It guarantees the rights given under the Maritime Labor Convention (MLC)
of 2006 and will apply to all Filipino seafarers
in both domestic and international shipping,
whether employed on a coastal or ocean-going ship under the Philippine registry, or
ships sailing under a foreign registry.
Other features of the bill are: (1)
right of seafarers to just terms and condi-
tions of work; (2) right to self-organization,
collective bargaining, and participation in
democratic exercises; (3) right to educational advancement and training at reasonable
and affordable costs; (4) right to relevant
information; (5) right to humane conditions
of work, and just compensation; (6) right
to legal representation; (7) right to consultation on matters affecting seafarers; (8)
right to an 8-hour work day, with one day
of rest/week, rest of public holidays, with
minimum hours of rest/maximum hours
of work; and (9) right to repatriation, with
costs to be borne by the ship owner unless
the seafarer is discharged for cause, or requests early termination.
It is indeed to the great delight of
the seafaring community that the once moribund proposed law is now being dusted off
and being given a new shot at legislation in
the House of Representatives.
Senate members like Sen. Juan
Edgardo Angara have also promised to file
a counterpart bill. The neophyte senator had
its own version of the bill when he was still a
member of the lower house.
The proposed measure does not
require a mandatory pooling of funds or
forced savings to fund DAP-like projects. It
only requires political will to finally give the
recognition and peace of mind that seafarers
justly deserve.
To the ladies and gentlemen of
Congress, please pass now the Magna Carta of Seafarers and show us genuine “good
faith” in action.
SOUNDING LEAD
CAPT. REYNOLD “BURT” SABAY
Offline or Online?
T
Offline
he terms offline or online are both
associated with connections, internet that is and definitely NOT politics!
Today’s minds and brain training may
offer unlimited interpretations on how
to apply both terms and this column believes that only one’s IQ is the limitation.
The STCW ’78 as amended is about
36 years old and all this years, the unlimited interpretations either intelligently or
speculatively or guessingly are continuously
disturbing compliance of a country, Philippines being the best (or worst?) example!
The competence (whatever it means?) of
masters and deck officers are crystal clearly defined in Chapter II, particularly Reg
II/1; II/2 and II/3. In the same manner,
the competence of chief and marine engineer officers are defined in Chapter III,
particularly Reg III/1; III/2: III/3 and III/6.
The corresponding certificates of whatever
name to be issued under this chapters must
be supported by assessors competent under
the same chapter! Interpreting this any other way is called OFFLINE!
Following the flow of thinking
above, it simply follows that certificates issued under chapters IV; V and VI must have
been through a competent assessor qualified under the said chapters! Interpreting
this any other way is called OFFLINE!
The quality standards system under
Reg I/6 of the STCW through our soundings have always indicated a standard dictated by the mandatory requirements of the
STCW, never of a voluntary standard like
continued on page 9
Nelson P. Ramirez Executive Editor
Arianne Ramirez Managing Editor
James S. Mante Assistant Editors
Myrna F. Virtudazo
JF A. Balbaguio Layout
Paolo Ranillo artists
Rey Sto. Domingo Production Staff
Fr. James KolinNew York Bureau
Engr. Samson Tormis Greece Bureau
Corry Llamas-Konings Rotterdam Bureau
Bob Ramirez
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) 524-4888;
525-5806; Fax (632) 524-2336; E-mail: [email protected];
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.
JULY - AUGUST 2014
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 Zomboanga del Norte, 2006
Sino ang mga traidor sa industriya maritima?
S
a umpisa pa lang ng buhay ng karamihan sa mga marino, biktima na sila
ng mga traidor. Naglipana ang mga iskul
bukol na maritime school sa ating bansa
na hindi sumusunod sa patakaran ng
IMO-STCW Convention ngunit walang
nagawa ang Commission on Higher Education na ipasara ang mga naturang
eskwelahan kasi marami ring traidor sa
hanay nila, maging ang mga naturingan
nilang assessor.
Para na akong sirang plaka
na nagsasabing maraming may-ari ng
eskwelahan na nagbibigay ng kursong
pagbabarko ang nagkakasala ng “moral
estafa” dahil alam naman nila ang kakulangan ng kanilang mga eskwelahan
ngunit patuloy pa rin ang pangloloko
nila sa kanilang mga estudyante. Kulang sila sa mga kwalipikadong guro at
kulang din sa mga kagamitan. May mga
guro at dean ng mga eskwelahan na pumapasok sa isang manning agency dito
sa Maynila ngunit nagtuturo naman sa
isang paaralan sa probinsiya.
Pagkatapos ng tatlong taon
sa iskul bukol, magiging biktima na
naman siya ng mga traidor na may-ari
ng maritime training centers. Alam ng
karamihang may-ari ng mga traidor na
maritime training center na marami ang
pagkukulang nila, tulad ng mga hindi
kwalipikadong nagtuturo, kakulangan sa
kagamitan, at marami pang paglabag sa
IMO-STCW Convention. Ngunit marami ring bulag na assessor ng MARINA at
CHED na hindi nakikita ang mga pagkukulang ng mga paaralang ito.
Marami rin sa kanila ang naging
biktima ng mga traidor na may-ari ng
barko dahil bukod sa hindi sila binibigyan ng allowance, nagbabayad pa sila ng
board and lodging buwan-buwan upang
makakuha lang sila ng service record.
Ang mga pangyayaring ito ay hindi nakikita ng mga traidor na bulag na kawani
ng MARINA at Philippine Coast Guard
bagamat sinasampahan naman nila at sinusuri ang mga barkong iyon.
Biktima rin ang ating mga marino ng mga mapagsamantalang traidor
na “ambulance chasing lawyer” na naguudyok sa kanila na magsampa ng kaso
sa kanilang kompanya kahit wala namang sapat na dahilan.
Traidor din ang karamihan sa
mga mamamahayag dahil kinukubli nila
ang mga tiwaling gawain at nangyayari
sa industriya maritima dahil natatakot
sila na baka mawalan ng advertisers ang
kanilang mga dyaryo kung isusulat nila
ang katotohanan.
Maraming traidor sa tanggapan ng MARINA dahil iba ang kanilang
opisina at iba ang tanggapan. Maraming
mga marino na napipilitang magbigay
ng pera sa ilalim ng mesa upang makuha
lang nang madalian ang kanilang mga
dokumento.
Kung tutuluyan ng MARINA
at CHED na ipasara ang mga maritime
iskul bukol at sub-standard training
centers, maaaring mabawasan ang ating
pangamba sa pagdating ng mga assessor
ng EMSA ngayong darating na Oktubre.
Sila ang mga tunay na traidor.
Sinasalo at kinukupkop ng
United Filipino Seafarers ang maraming
estudyante na pinabayaan lang ng mga
traidor na may-ari ng iskul bukol nang
walang kapalit na pera o anuman. Pinagtitibay ng UFS at inaangat ang antas ng
kanilang kaalaman. Pagkatapos nirerekomenda sila sa matitinong manning
agencies upang mabigyan ng trabaho.
Marami na sa mga natulungan ng UFS
ang naging kapitanes, hepe ng makina at
opisyales ng barko.
Ipinaglalaban ng UFS ang pagkakaroon ng tax exemption ang mga marino na nagtatrabaho sa labas ng bansa;
ang mabilisang pag-isyu ng SIRB; ang
5-year validation ng SIRB; ang two-level at walk-in examination sa PRC; ang
abolition ng mandatory Panamanian
examination. Bukod pa rito ang pagpupunyagi ng UFS na labanan ang mga
illegal recruiter at ambulance chaser.
Walang ano mang takot na isinisiwalat
ng UFS at ng Tinig ng Marino ang mga
tiwaling gawain sa industriya maritima
sa pamamagitan ng dyaryo, radyo, telebisyon at website. Sino ngayon ang tunay
na traidor sa industriya maritima?
Sa loob ng 20 taon, ang UFS
at Tinig ng Marino lang ang may lakas
ng loob na magsiwalat ng mga bulok
na sistema sa industriya maritima. Ang
UFS at ang Tinig ng Marino lang ang
nakikipaglaban nang harap-harapan sa
mga illegal recruiter, abusadong kawani
ng Coast Guard at MARINA, abusadong kawani ng PRC, gayon din sa mga
tiwaling arbitrator sa NLRC at iba pang
mga sangay ng ating pamahalaan na
may kaugnayan sa industriya maritima.
Nakakalungkot na maakusahang isang
traidor ang totoong nakikipaglaban para
sa karapatan ng marino.
6
JULY - AUGUST 2014
TINIG NG MARINO
The rise of Nigerian students in the country
by Mia Lapis
T
he Filipino seafarers began its
successful international, commercial voyaging in the 70s. After
two decades, the Chinese became
their competitor in the slots of the
global seafaring industry, until the
Indian nationals, who were as equally competitive, joined the ranks.
However, the Filipino seafarers have remained staunch being
equipped with a college degree, intensive trainings, English language
proficiency, good working attitude,
professional traits and character
which foreign principals give a high
regard.
Now dipping their toes in
the waters with determination are
the African seafarers, with Nigeria in
the frontline, taking keen efforts in
educating and training its youth to
become international merchant mariners. About seven years ago, the said
country took the major leap to accelerate the diminishing number of its
seafarers by sponsoring training and
education in nautical sciences, marine engineering, marine transportation, and naval courses.
The Nigerian Maritime
Safety Administration (NIMASA),
through its Nigerian Seafarers Development Programme (NDSP) is
sending up thousands of scholars
in various prestigious maritime
schools in Egypt, and where else but
in the Philippines, for its less expensive tuition fees but nevertheless
high quality education.
The Philippines, ever hospitable, welcomed with open arms
the batches of Nigerian students enrolled in the local maritime institutions in various parts of the country,
especially on key provincial cities.
PIMSAT in Dagupan City has joined
the global academic community on
its partnership with the Norwegian
government through the Nigerian
Maritime Safety Administration.
Its first batch of scholars who arrived during the latter part of 2012
where accommodated at the newly-constructed 500-bed capacity International House. Atty. Renebene
Carrera, the school president, was
invited by the guest Nigerian ambassador to establish a branch in Ni-
Director Irene Mac Foy, director of Nigerian Seafarers Development Authority of the Republic
of Nigeria, (2nd from Left) and Lawyer Rebene C. Carrera (Extreme Left), President of Pimsat
College in Dag upan City met recently with the more than a hundred Nigerian students who
are enrolled at the maritime education offered by the college (Photo by Mortz C. Ortigoza).
geria. This year, the school is awaiting the arrival of the new batch of
enrollees, as reported in the school
website.
Likewise, the University of
Cebu forged the UC-Maritime Education and Training Center Philippines-Nigeria Friendship Project
to extend support in honing skills
and knowledge of the Nigerian cadets in the maritime field to boost
their own shipping industry. The
Lyceum of the Philippines University, Perpetual Help DALTA, and the
Institute of Advance Maritime Studies were also reported as the chosen
maritime education centers of NIMASA.
It is but obvious that the
government of Nigeria regards the
Philippines as one of the best maritime education and training places
in the world, and this adds another
feather on the cap. The local maritime industry is generous to share
expertise even to what can be seen
as a competitor in the near future.
It is reported that the International Maritime Organization
has projected a 250,000-seafarer’s
vacancy in 2015. Hence, then Nigerians are up to fill in the gaps.
What the local industry is extending to the other country concerns
some industry stakeholders, with
the yet unforeseen score from the
European Maritime Safety Audit, the maritime education and
training institutes’ gradation, and
the government agencies’ present
dilemma, how will its own maritime industry manage to uphold its
global niche and not be surpassed
by its protégées.
JULY - AUGUST 2014
TINIG NG MARINO
7
8
JULY - AUGUST 2014
TINIG NG MARINO
WORKERS’ VANGUARD
CONG. EMMELINE Y. AGLIPAY
Representative, DIWA Partylist
Congress of the Philippines
[email protected]
Health is a priority
I
’ve said it before and I’ll say it again
-- being a seafarer is one of the
most dangerous jobs in the world. In
fact, some studies name it as the second most dangerous profession in
the world, next to a commercial fisherman. But while the sea and its perils are the common thread between
both professions, the dangers faced
by a seafarer are often not the most
obvious, not massive waves or swirling storms, but insidious disease and
mounting stress.
The stress can come from a
wide number of factors. A seafarer is
distant from home and family, living
in a small enclosed environment, and
may be pushed to the limits of human endurance during emergencies.
Even when such emergencies do not
occur, the anxiety from the threat
of such emergencies is one that can
weigh heavily on a seafarer: studies
have, for instance, shown a rise in
anticipatory stress regarding piracy
attacks. If the conditions on the vessel are below standard, or the crew
views themselves as inadequately
prepared for emergencies, such anticipatory stress may increase.
This does not even touch
upon the isolation that accompa-
nies most seafarers. While there is
certainly camaraderie on board, the
seafarer is inevitably geographically
separated from family, friends, and
interests beyond those on the vessel.
This, coupled with the stress of the
environment, can result in behaviors that are inimical to the seafarer’s health. Among these behaviors
are self-destructive acts that seem
to lighten the seafarer’s burden but
for a short period of time only, and
may lead to gross and even fatal
consequences down the line.
Seafarers are often stigmatized as likely carriers of sexually
transmitted diseases. While it is unfair that seafarers are stereotyped as
having a “woman in every port,” it is
a fact that the stresses and the way of
life of seafarers make them vulnerable to illnesses, and that they have
more access to casual and unprotected sex than those in other occupations. The need for greater preparation and more effective information
dissemination regarding sexually
transmitted diseases and their risks
has been a consistent recommendation in studies throughout the years.
Although there is little that we can
do in advance to prepare for increasingly volatile natural disasters, fortunately, there is much that can be
done to address the dangers of stress
and illness. The first step in improving these conditions is the one that I
have raised before: the passage of the
Magna Carta for Seafarers.
The Magna Carta, as contained in my proposed measure,
House Bill No. 4714, contains several provisions that would help address
some of the issues I’ve mentioned
here. These provisions include sections that guarantee training for personal safety, an eight-hour work per
day, holidays, entitlement to leaves,
and a weekly rest day. Section 46 further provides for measures that are
specifically aimed at alleviating fatigue, including maximum hours of
work and minimum hours of rest in
a day and in a week.
The Magna Carta also mandates a minimum acceptable level of
quality for a seafarer’s work environment, which includes: safe, decent
and adequate accommodations, with
sleeping rooms required in certain
instances; mess rooms shall be provided to all crew, whether common
or separate; sanitation facilities located at convenient places; hospital accommodations in certain instances;
food and catering of adequate quality and which take into account the
cultural and religious backgrounds
of the crew; and recreational facilities for ocean-going ships.
In case treatment is needed at sea, adequate hospital accommodations must be available on
non-coastal vessels. Where doctors
are not required to be aboard, the
vessel must have at least one designated seafarer with the approved
medical first aid training, or training
in medical care required by international conventions or by government regulations, including practical
training and training in life-saving
techniques such as intravenous therapy. Each vessel must also have a
regularly maintained medical chest,
a complete and up-to-date list of radio stations through which medical
advice can be obtained, and a list of
medical doctors and medical care facilities available nationwide.The life
of a seafarer is a perilous one, and
there will always be dangers that no
amount of preparation can remove.
But for those dangers that we can
prepare for, we are obligated to do
all within our power to prepare for
them and eliminate them. The Magna Carta is but one step toward that
goal, but it is a step we must take to
move forward.
JULY - AUGUST 2014
from page 4
SOUNDING LEAD
ISO! The Philippine experience with
all the agencies calling themselves
the administration, have their own
quality standard system each one
disconnected with the other. A typical offline status!
Therefore, this column believes that offline simply means disconnected. The Philippine experience under EMSA might have been
a classic case of getting connected
only to find out at the end of the day
from page 3
UFS on Magna...
tweaking, it will soon be fit enough
to pass legislative scrutiny. The content of the said House bill has only
benefited from comprehensive consultations with the different concerned sectors.
To recapitulate, the following are guaranteed under House
Bill No. 122: (1) right to just terms
and conditions of work; (2) right
to self-organization, collective bargaining, and participation in democratic exercises; (3) right to educational advancement and training
at reasonable and affordable costs;
(4) right to relevant information;
(5) right to humane conditions of
work, and just compensation; (6)
right to legal representation; (7)
right to consultation on matters
affecting seafarers; (8) right to an
8-hour work day, with one day of
rest/week, rest of public holidays,
with minimum hours of rest/maximum hours of work; and (9) right
to repatriation, with costs to be
borne by the ship owner unless the
seafarer is discharged for cause, or
requests early termination.
Once the Magna Carta bill is passed, it will definitely
benefit an occupational sector that
has consistently proven itself to be
very economically significant to the
country. The Central Bank of the
Philippines reported that in 2012
alone, Filipino seafarers remitted
$4.2B to their families here; an annual figure that has only increased
during the past two years. We say
it’s about time.
TINIG NG MARINO
that the Philippines was in fact disconnected or offline!
The administration of a
country is a government body. The
body is supposedly having a head
that knows what its arms and legs
are doing If the arms are free from
any intervention from the head, it
is offline and so with the legs versus
the head and probably the coordination between the arms and legs.
This offline status of governance of
the Philippine administration was
made evident by the unli list of findings by EMSA recently posted in the
internet. The stakeholders, seafarers, maritime education and training institutes got to know through
online connections.
Online
The Philippine administration getting connected with the real meaning, intent and vision of the STCW
’78 as amended might be a challenge. There is always a challenge
worth dying for and probably for
the Philippine administration under the STCW, getting online is long
overdue!
What if the head of the
administration is connected with
its arms and legs, its arms and legs
connected with their environment,
its environment connected with the
industry, seafaring that is! What if
the seafarers need NOT physically
queue because they are connected
through the tips of their fingers?
9
What if the MET institutes need not
bring tons of papers because they
are connected online? What if medical clinics provide medical reports
online? What if manning agencies
provide sea service information and
validation online?
This column sees it clearly,
the Philippine administration will
need the following to get connected:
1. Internet Service Provider;
2. A system that works;
3. Computer Hardware, some 200
PCs at least; and most of all
4. Competent operators and staff on
top of being dedicated.
Putting up to the challenge
will get us all online and connected.
What a wonderful world it would be!
10
TINIG NG MARINO
The Unholy AllIANCE
JULY - AUGUST 2014
‘Ambulance-chasing’ killing maritime industry
Legislation needed to curb rise in bogus seafarers claims—UFS
by Carlo Castro
U
ndoubtedly, the Philippines is the
most important source of seafarers
in the global shipping industry. Thirty-two percent of nearly 2 million seafarers around the world are Filipinos,
cementing the fact that the labor supply the country provides is competent
and trustworthy. Filipino seafarers also
greatly contribute to the country’s economic growth, with overseas Filipino
workers remitting $1.994 billion in February this year, bringing in the cumulative remittances to $4 billion for the first
two months of the year. Of the inflow of
cash remittances, $4.8 billion were sent
in by sea-based Filipino workers, representing a 18.60 percent year-on-year
growth.
However, recent developments
involving bogus claims of Filipino seafarers against foreign-based principals
of local manning agents started to unfold, this highly questionable act involving seafarers and so-called ambulance-chasing lawyers could very well
threaten the robust maritime industry.
As this paper exposed in a
two-part series in 2013 titled “Unholy
Alliance: Rising Bogus Filipino Seafarer Claims Starting to Turn Off Foreign
Shipowners and Unholy Alliance Part
II,” there was an urgent need to put an
end to the increasing trend of sham
claims of Filipino seafarers, who, on
the one hand, fell prey to this ambulance-chasing lawyers’ racket and on
the other hand, allowed themselves to
be used to extract money from shipping
companies. TNM also published an article titled “The Lawyer Who Raised a
Seafarer from the Dead” in its MarchApril 2012 issue about a legal practi-
tioner who substituted a seafarer’s wife
to file and subsequently claim her husband’s permanent disability claim.
Engr. Nelson P. Ramirez, president of the United Filipino Seafarers
who made it his advocacy to push for reforms in the maritime industry, warned
that this modus operandi could actually
jeopardize the position of the Philippines in the global industry and would
cause undue burden to the thousands
of Filipino families who depend on seabased workers for living.
“Unless this unacceptable system is changed, local manning agencies will continue to lose their foreign
principals which will unduly affect the
image of the Filipino maritime community,” said Mr. Ramirez.
As part of continuing efforts
to institute reforms in the industry,
Mr. Ramirez said that legislation is
needed to stop these anomalies and
punish unscrupulous individuals behind the scheme.
“Our dear legislators should
make it a priority to enact a law in a bid
to stop these abusive practices,” he added.
A leading industry official echoed the statement of Ramirez, adding
that a strict legal framework is needed
to ensure that Filipino crew members
and manning companies operating in
the Philippines are protected. Miguel
Angel V. Rocha, executive vice-president and chief operating officer of CF
Sharp Crew Management Corp. based
in Intramuros, Manila who was the first
one to call attention to this menace in
2010, narrated how his company lost
six vessels so far this year because of
supposed bogus permanent disability
claims and getting turned off by this
practice.
He said that on the average,
his company gets 80 cases every year,
although some have proper merits. In
some instances, he said, seafarers are the
“victims” because lawyers—the ambulant-chasers—approach and entice them
to file charges against the shipping firm,
in return for big amounts of money.
“This illegal practice makes a
mockery of the legal system to the detriment of the Philippine seafaring industry. One day we will realize that several foreign principals bowed out of the
Philippines in favor of other nationalities,” said Mr. Rocha, whose company is
one of the oldest manning agencies that
started in 1963 and with over 18,000
global deployments annually.
He cited a case wherein a
Chief Cook filed disability claims—
against four different manning agencies where he worked for- for loss of
hearing on his left ear.
Even a foreign shipping company had noted the apparent collusion
among Filipino seafarers, lawyers and
even labor arbiters to extract money
from shipping firms. In a letter to the
Filipino Association for Mariners’ Employment and the Joint Manning Group
by CF Sharp’s Arab principal, the fleet
management official expressed dismay
and alarm over compensation claims by
Filipino seafarers amid the firm’s huge
JULY - AUGUST 2014
investment on trainings, welfare and
overall healthcare of Filipino crew on
board the foreign vessels.
“Our company has always
been concerned about the welfare of
our crew members and all sickness
and injury cases are closely monitored
through our local correspondents for
treatment and recovery. We also go to
great extents to compensate and bear
the cost of complete recovery of any
crew member genuinely needing assistance. Unfortunately, we find that a
large number of crew members seem
to be abusing this facility granted to
them under the Philippine Overseas
Employment Administration (POEA)
Standard Employment Contract”, the
Arab principal wrote.
“We also know for a fact that
majority of Filipino crew members who
go in this direction are coerced by lawyers who will eventually collect a good
part of the compensation amount from
unsuspecting seafarer,” the letter read.
“It is also of our utmost concern that the National Labor Relations
Commission (NLRC) appears to be
biased in favor of the Filipino crew
members and generously and mindlessly awards ‘Total Permanent Disability’
in each and every case without looking into the logic or reasoning behind
their verdicts. It has now reached a stage
TINIG NG MARINO
where we have to consider every Filipino seafarer who visits a doctor to be a
potential claimant,” the letter stated.
Capt. Reynaldo Casareo, president of Cargo Safeway, Inc. which was
also previously involved in a string of ridiculous disability claims, had said that
huge sums in US dollars were involved
that entice lawyers to convince Filipino mariners to claim disability benefits
against their companies. For seafarer
ratings holding a position of AB or oiler and below onboard a vessel with an
existing Collective Bargaining Agree-
11
ment (CBA), Total Permanent Disability amounts to as much as US$89,100.
For junior officers and ratings above
AB or oiler, the maximum Total Permanent Disability that can be claimed
is US$118,800. And for senior officers,
the most that they can get from filing
Total Permanent Disability claim is
US$148,500. For vessels with no CBAs,
the maximum is only US$78,000 based
on the provisions indicated in the
Standard Employment Contract of the
Philippine Overseas Employment Administration.
A number of industry leaders
had also revealed that some ambulant
chasing lawyers are in cahoots with
the labor arbiters. Former president of
Bridge Marine Corporation, C/Engr. Isagani Valmonte said that seafarers who
have a Collective Bargaining Agreement
must file their case in the National Conciliation and Mediation Board.
According to Mr. Ramirez,
unless this debilitating disease grappling the shipping industry is put to an
end and an effective measure is in place
to correct these abuses, unscrupulous
individuals will continue to go unimpeded with their coercive practices to
feed their pockets of huge amounts of
money without due regard to the welfare of the local manning agencies and
the seafaring industry as a whole.
12
TINIG NG MARINO
JULY - AUGUST 2014
SAILOR’S CORNER
ATTY. AUGUSTO R. BUNDANG
Head, Litigation and Seafarers Department
Sapalo Velez Bundang and Bulilan Law Offices
Disability due to accident
I
s the injury suffered by the seafarer the result of an “accident”
thereby entitling him to higher
disability benefits under the collective Bargaining Agreement
(CBA)?
This is the question posed
in the April 23, 2014 case of “Carlo F. Sunga v. Virjen Shipping Corporation, Nissho Odyssey Ship
Management Pte. Ltd., and Capt.
Angel Zambrano” which was decided by the Supreme Court under
G.R. No. 198640.
The seafarer in this case, a
member of the Associated Marine
Officers’ and Seamen’s Union of the
Philippines (AMOSUP), entered
into a contract of employment as
Fitter on board an ocean-going
vessel for nine months. His employment was covered by a collective bargaining agreement (CBA)
executed between AMOSUP and
his employers.
One time, while on board,
the seafarer had to lift a 200-kilogram globe valve from the lower
floor of the engine room to its installing position. As it was being
positioned, one of the oilers lost
his grip of the valve, thus, causing
its whole weight to crash on the
seafarer. At that point, he felt his
back snap. Since then, he started to
experience pain which led him to
request for repatriation which was
accordingly granted.
Reporting to the company-designated doctor, the seafarer
underwent medical examination
and was issued medical certificates:
the first, recommending a
Grade 8 disability based on
the POEA-Standard Employment Contract (SEC),
and the second, a disability grading of 25% in accordance with the CBA.
His employers offered the
amount of US$16,795.00
as full settlement for his
disability benefits based
on the POEA-SEC but he
rejected it and demanded
that his benefits be based
on the disability grading of
25% based on the CBA. His
employers claimed that he
failed to present any proof
that his disability was the
result of an accident and it
was simply an illness or an
anatomical defect.
The arbiter and the NLRC
ruled in favor of the seafarer, basing his disability
benefits on the CBA. The
Court of Appeals ruled
otherwise and applied
only the POEA-SEC, noting that the back injury
which the seafarer suffered
was reasonably anticipated
since carrying heavy ob-
jects can cause injury and that lifting and carrying heavy objects are
part of his duties as Fitter. There
was no mishap, occurrence or fortuitous event when the injury was
incurred.
The Supreme Court affirmed the rulings of the arbiter
and the NLRC and found that
the seafarer’s injury was the result of the accidental slippage in
the handling of the 200-kilogram
valve based on circumstantial evidence. The High Court observed
that the seafarer did not incur the
injury while solely performing his
regular duties but an “intervening event transpired,” i.e., when
the oiler lost his grip of the valve,
which brought upon the injury on
the seafarer. Such an incident cannot be considered foreseeable nor
can it be reasonably anticipated.
The duty of the seafarer
here was not to routinely carry a
200-kilogram valve singlehandedly, but only to change the valve. An
“accident” therefore, pertains to
an unforeseen event in which no
fault of negligence attaches to the
defendant. As defined in Black’s
Law Dictionary, “accident” is “an
unintended and unforeseen injurious occurrence; something that
does not occur in the usual course
of events or that could not be reasonably anticipated.” As such, the
seafarer’s disability benefits fall
within the Collective Bargaining Agreement (CBA) coverage,
which provides that “A seafarer
who suffers permanent disability
as a result of an accident whilst in
the employment of the Company
shall be entitled to compensation
according to the provisions of this
Agreement.”
14
JULY - AUGUST 2014
TINIG NG MARINO
Where’s the transparency, MARINA?
Maritime Industry bemoans IRR proceedings
T
he Maritime Industry Authority
(MARINA) has yet again earned
the ire of maritime stakeholders at the
manner in which the former handled
the private sector consultation for the
Implementing Rules and Regulations
(IRR) for RA 10635, “An act establishing the MARINA as the single maritime administration responsible for
the implementation and enforcement
of the 1978 international conventions
on Standards of Training, Certification
and Watchkeeping (STCW) for seafarers.”
Last June 5, MARINA held a
public hearing session at the Philippine
Ports Authority GAD Center in order
to give the private sector their say regarding the IRR provisions. However, the attendees felt that the meeting
was nothing but window dressing.
The different provisions were presented one by one but during the portion
for questions and recommendations,
the discussion facilitators were almost
“Nazi-like” in screening who gets to
speak, and for how long.
The entire session took only
a little over four hours from start to
finish – a ridiculously brief amount of
time which left little chance for meaningful feedback from the attendees.
The proceedings were such a farce that
Capt. Rodolfo Estampador, president
of the Conference of Maritime Manning Agencies (COMMA), felt moved
to call a halt to the discussions. When
his request was denied by the facilitators, Capt. Estampador chose to walk
out and the “consultation” continued
in his absence.
The attendees unanimously
felt that the private sector session was
prematurely wrapped up; especially
so because the IRR draft was due for
immediate ratification within the next
few weeks. In the end, the attendees
were simply told to write and submit their respective position papers.
MARINA STCW executive Tormon’s
excuse was that they were pressed for
time.
Tormon explained that the
IRR was initially drafted last March
and MARINA was told that they were
given six months to review and modify
the IRR as needed. However, by April,
MARINA was suddenly told that the
IRR draft has to be finalized by May, a
scant two months instead of the halfyear period originally allotted.
We can’t help but feel that this
is plainly wrong on so many different
levels. Let us count the ways.
First of all, MARINA seems
suspiciously driven to sweep away any
reactions and input to the provisions
of the IRR draft. Tormon uses time
crunch as an excuse for the rather arbitrary public consultation but if the
approval of the IRR draft is so urgent,
then it becomes even more pertinent
for MARINA to hear out the industry
stakeholders’ input. Apparently, the
democratic process is not a priority in
the matter.
Tormon pointed out: “MARINA is empowered kung ano ba yung
tama dito na ilagay. At the end of the
day, it is the MARINA, the Administration that will set the standards, the
guidelines, para maka-comply tayo sa
STCW. That’s the ultimate goal.” The
implicit message was that despite objections and recommendations from
the private sector, MARINA would
continue to do what it wants, industry
recommendations and position papers
notwithstanding.
Second, the IRR draft also
sprang a rather unpleasant surprise,
as it muddles over what MARINA’s responsibilities should be. It would not
be out of place to call MARINA out as
an unconstitutional cherry-picker. If
the IRR draft is approved as it is, then
it would give MARINA the newly-acquired authority to issue clearances,
certificates and licenses instead of
CHED, the NTC and the DOH, among
other agencies. And yet, MARINA will
not be obligated to take over the actual
operational functions of these respective agencies. What does this mean?
The short answer is that MARINA gets
to do the fun job of issuing out documents while the agencies continue to
carry out the grunt work.
On this count alone, the IRR
draft is already strikingly inconsistent
with the provisions of the law which it
is supposed to be based on. It is clear
as day that RA 10635 mandates MARINA as the single maritime administration to implement the STCW conventions. Section 4(c) states that when
it comes to functions related to the
effective implementation of the STCW
convention, MARINA shall assume
ALL (not just some) of the powers and
functions of the Professional Regulation Commission (PRC), the Commission of Higher Education (CHED),
the Technical Education and Skills
Development Authority (TESDA), the
Department of Health (DOH) and the
National Telecommunications Commission (NTC).
In fact, it specifically states
that MARINA shall be the “one-stop
shop agency” for all purposes relating
to STCW compliance. Nowhere in RA
10635 does it say that MARINA can
run roughshod over other government
agencies when it comes to the division
of labor.
What could possibly motivate MARINA to push for this kind
of set-up? Well, numerous accounts
of blatant bribery and shenanigans
regarding the issuance of CoPs and
continued on page 21
16
JULY - AUGUST 2014
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
Of EMSA Assessment,
Maritime Education and Training
T
he RESULT OF EMSA INPECTION ON MARITIME SCHOOLS
AND TRAINING CENTERS filled me
with dismay and disgust. I wonder why,
after all these years, corrective actions
have not been done to rectify the rootcause of the educational predicaments
of maritime schools in the Philippines
despite the possibility of Filipino seafarers being blacklisted in European ships
owing to their unsatisfactory compliance with international standards.
The observations of EMSA
are a stunning blow particularly to
those considered the premier maritime
schools in the country.
Let us take a closer look on
some of EMSA’s observations on such
schools as follows:
School A
Reg. I/8.1.1
The procedure of course design and approval did not specify the
steps to be taken to prepare the course
manual and detailed syllabi.
Reg. I/6.1
The school did not demonstrate that it fully ensured that the programs were structured and monitored
as necessary to achieve the prescribed
standards of competence.
Reg. I/12
There were instructors delivering different types and number of exercises. In addition, objectives were not
specific to the content of the simulator
exercises.
Reg. I/12
There were no criteria to ensure that the variables introduced in the
simulator exercises create a simulated
situation or a new scenario suitable for
the specified training objectives.
Description of Observation
Reg. I/6.1
Two exams for a specific subject could have different level of difficulty and, therefore, this might ensure that
the assessment was structured as necessary to achieve the prescribed standard
of competence.
School B
Reg. I/8.1.1
The procedures covering
the activities related to program and
course design, review and approval did
not include the preparation and use of
the `instructor’s package’, which documented the courses and subjects; the
form used to register daily attendance
was not covered by the QMS.
Reg. I/6.1
The school did not fully ensure that all training included the media of delivery and material necessary to
achieve the relevant standard of competence.
Reg. I/6.1
The monitoring activities did
not ensure that the lecturers delivered
the programs and courses as planned
in the lesson plans and syllabi. Fur-
thermore, there was no provision or instruction requiring the lecturers to use
the `instructor’s packages’ to ensure an
effective implementation of the syllabi
and subjects contents.
Reg. I/6.1
The school did not demonstrate that the simulator exercises were suitable for achieving the
learning objectives.
Reg. I/6.1
The record of assessment for
the training course in survival craft and
rescue boats did not include assessment
in the operation of on-load and off-load
release mechanism as established in Table A-VI/2-1 of the STCW Code.
With the aforementioned inspection results, how can education
and training meet the needs of seafarers
who will man the world ships in the future? What strategies can be deployed
to improve the quality of education and
training, and thus conform to STCW
(Standards of Training, Certification
and Watchkeeping) for Seafarers?
For me the answer is a given.
The schools and training centers should
seriously read and review EMSA’S observations and take into action all the
necessary steps to reverse the situation.
They should consider the fact that constant work-place changes necessitate the
continuous search for quality, relevance
and excellence in the arena of education
and training.
According to Merriam-Webster dictionary, to “improve” means “to
enhance in value or quality: make better. On the other hand, it says that the
word “quality” refers to “degree of excellence.” Thus, the people involved in
maritime schools and training centers
should be closely connected and work
toward “improvement” and “quality”
to satisfy wants, needs and meet certain standards. The learning should lead
to satisfactory outcomes for students
who would man the world ships, and
for seafarers who are taking upgrading
courses.
I am proud to share that
when I was new at Southfield Maritime
18
TINIG NG MARINO
JULY - AUGUST 2014
PISOBILITIES
FRANCISCO J. COLAYCO
Chairman, Colayco Foundation for Education
Entrepreneur, Venture Developer and Financial Advisor
Mga Leksyon sa
“Nang Magising Si Juan”
G
usto kong ibalita sa inyo kung ano ang
nangyayari sa buhay ni Ariel sa Nang
Magising si Juan (NMSJ) dahil malamang
hindi ninyo napapanood ito. Sana ay magustuhan ninyo ang mga kuwento ko para
maengganyo kayong sabihin sa inyong mga
pamilya, kamag-anak at kaibigan na panoorin ito.
Noong ika-18 ng Mayo, sa unang
episode, ipinakilala si Ariel (mula sa “The
Misadventures of Ariel and Maverick,” Totoo
TV,” “Mommy Elvie @18”). Sa tunay na buhay, ipinanganak si Ariel sa mataas gitnang
uring pamilya. Sinabi niya mismo na gumagamit na siya ng aircon simula nang bata
pa. Naging napakayaman niya, hanggang
sa naghiwalay sa asawa at pinasan ang mga
gastusin sa pagpapagamot ng kanyang nanay
sa tunay na buhay, si Mommy Elvie, na pumanaw rin.
Bumagsak si Ariel sa pinakamababang bahagi ng kanyang buhay pinansiyal,
kung saan kailangan niyang bumangon.
Sa NMSJ, gumaganap ako bilang
isang financial guru na nagtuturo sa isang financial talk show na pinamagatang “Feeling
Close with FJC.” Nagtatrabaho si Ariel bilang manunulat ko, ngunit hindi laging tama
ang kanyang mga ideya. Sama-sama kaming
nagtuturo sa pamamagitan ng programang
“Feeling Close with FJC,” at sana sa paglipas
ng panahon, matututo rin si Ariel.
Nang ipinalabas namin ang unang
episode, nagkaroon ako ng oportunidad na
panoorin ang reaksiyon ng mga manonood sa
programa. Maraming tawanan at maraming
ulo ang tumatango sa pagsang-ayon na nagpapakitang naiintindihan at nakikibahagi
sila sa nadarama ni Ariel sa bawat aspekto
ng kanyang kalagayan. Ito ang nagpapakita
kung ano talaga ang NMSJ. Tungkol ito sa
mga milyong “Ariel” sa mundong ito. Lahat
tayo, maliban na lang sa kakaunting napakayaman, ay naghihirap paminsan-minsan
o maraming beses sa ating buhay. Kailangan
nating gumising at panghawakan ang ating
buhay.
Magandang bahagi ng ating buhay
ang komedya at drama. Natututo tayo mula
sa mga programa sa telebisyon, nasa Pilipino
man ito o Ingles. Matindi ang tama sa atin ng
mga reality shows dahil ipinapakita rito ng
mga tao kung paano talaga sila nabubuhay.
Sa ikalawang episode ng NMSJ, sinusubukang intindihin ni Ariel kung ano ba
talaga ang kalayaang pinansiyal. Ngunit mali
ang kanyang pananaw na ang pinakamainam
na paraan para lumaya sa kakapusan ay ang
umasa sa ibang tao na susuporta sa kanya. Binubuhay niya ang kanyang sarili sa ganoong
paraan; sinasamantala ang kabutihang-loob
ng ibang tao para bigyan siya ng pera. Nakipag-date pa nga siya sa isang maganda at
edukadong babae nang dala-dala ang ganitong intensiyon. Siyempre, iniwan siya agad
ng babae. Hindi mo rin ba gagawin ito kung
ikaw ang babae?
Sa ikatlong episode, nagbigay si
Ariel ng marami pang detalye tungkol sa kanyang sarili at ipinaliwanag sa atin kung bakit
lubog siya sa utang. Maraming nakakatawang
ideya si Ariel kung paano pasasayahin ang buhay, habang pinababayaan ang kinabukasan.
Ang isang ideya niya ay maaga niyang inuutang ang kanyang 13th month pay
dahil sabi niya gusto niyang i-enjoy ang pera
sa napakaraming buwan. Naniniwala siyang
magiging malungkot lang siya tuwing Nobyembre at Disyembre, kapag gagamitin ang kanyang 13th month pay para bayaran ang bahagi ng kanyang mga utang!
Napakabaliw talaga, ngunit napakaraming tao ang tulad ni Ariel. Marami
ang naniniwala sa agad-agarang kasiyahan:
“Magpakasaya ngayon at hayaan mong ang
bukas ang mag-alaga sa sarili nito.” Ayaw nating maging tulad ni Ariel, kaya’t gusto nating
makita kung paano siya matututong baguhin
ang kanyang mga baliw na paniniwala tungkol sa pera.
Si Ariel ay masayang nagtatrabaho
sa PLDT, ngunit naiinis na ang kanyang boss
sa kanya dahil lagi siyang umuutang ng pera.
Ang mas malala pa ay hinihiling niya sa kanyang boss na i-guarantee ang kanyang utang sa
PLDT Coop. Tama ba iyon? Siyempre hindi!
Nakilala ako ng ang kanyang
boss sa mga seminar ko sa PLDT at ipinayong makipag-usap si Ariel sa aking Colayco Foundation team. Maganda ang naging
usapan sa pagitan ni Ariel at ng CFE team
tungkol sa kung paano siya makakalikom ng
malaking halaga para bayaran ang kanyang
utang sa coop ng PLDT. May ari-arian naman
siya kaya’t hindi siya mahirap kung asset ang
pinag-uusapan. Ngunit naghihirap siya sa
pera dahil wala siyang sapat na perang pambayad sa kanyang lumalaking utang, dulot ng
dumadagdag na interes at nakasanayang dagdag
na lang ng dagdag sa utang.
Dumating ang Tita Hellen ni Ariel
sa ikaapat na episode. Siya ay asikasung asikaso
ni Ariel dahil lagi siyang mabait sa kanya at
gusto niya ring panindigan ang pagka-alam
ng tita niya na mayaman siya. Ngunit dahil
sa kakulangan sa pera, natulak si Ariel na lokohin ang kanyang Tita Hellen sa pamamagitan ng pagsisingil sa kanyang pagsali sa aking
programang “Feeling Close with FJC.”
Hindi naman kailangang magsinungaling si Ariel sa pagbibigay-serbisyo
sa kanyang pamilya at kaibigan. Walang
problema sa pagpataw ng komisyon sa mga
serbisyong ibinibigay. Kumikita ng komisyon
ang insurance agents at real estate agents, at
tanggap naman ito ng lahat. Bakit ba natin
kailangang itago ang bayad para sa isang lehitimong serbisyo?
Ipinakilala si Tita Becky sa Business Loan program ng Landbank Philippines, lalo na para sa mga OFW. Maliwanag ang presentasyon ng Landbank, base sa
mga reaksiyong natanggap ko mula sa mga
manonood noong Linggo. Napakaraming tao
ang umaasang matu to pa. Sa mga susunod
na episode tuwing Linggo, maraming mga
interesadong kuwento mula sa mga Business
Loan Programa ng Landbank at ng kanilang
KAWAYAN project.
May mga sponsor kami sa programa tulad ng Bulgar, Bounty Fresh Chicken
Chooks-to-Go, Mang Inasal, at siyempre,
Landbank of the Philippines. Dahil sa kanila, nakapagbibigay-impormasyon kami sa
lahat ng mga Pilipino habang nanonood ng
nakakatuwang comedy show. Umaasa akong
ipapasa ninyo ang balita sa inyong pamilya at
kaibigan.
Sumali na sa www.onewealthynation.com at tumaggap ng napakaraming oportunidad para matuto at mag-invest. Sumali na
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colaycofoundation.com para malaman ang
schedule. Mag-text sa 09178188857 o tumawag
sa 6373731/41.
At kung may nakahanda ka kahit
P50,000 para makapag-invest sa isang negosyo, bisitahin ang www.kskcoop.com o
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tuwing 11:10 a.m.
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tuwing Martes at Huwebes sa Radyo
1062, 8 p.m.-9 p.m.!
Higit sa lahat, sabihan ang inyong
mga kamag-anak at kaibigan na tumutok sa
GMA News TV tuwing Linggo, 8:00 a.m.
20
JULY - AUGUST 2014
TINIG NG MARINO
The release of MV Albedo hostages
M
PHRP (The Maritime Piracy Humanitarian Response
Programme) has welcomed the
release and safe return of the remaining crew of MV Albedo.
Commenting on their arrival in Kenya on June 7, 2014, MPHRP
chair, Peter Swift, said, “After their
1288 days of captivity, we are delighted for them and their families after the
terrible ordeal and hardship that they
have suffered. At the same time our
thoughts are also with the family of the
Indian seafarer who died in captivity
and the families of the four Sri Lankan
seafarers who are reported as missing after the vessel sank in July 2013.
He added, “The generous support of MPHRP’s partners and friends,
together with the extensive groundwork and cooperation of the UNODC
(the United Nations Office on Drugs
and Crime) and others, helped to facilitate the release of the seven Bangladeshi, two Sri Lankan, one Indian and
one Iranian crew members after they
were abandoned by the owner and with
no direct support forthcoming from
other parties. The efforts of all those
involved in securing their release and
safe return are greatly appreciated.”
MPHRP acting programme
director, Hennie La Grange, said, “For
more than three years MPHRP has
been supporting the families of the crew
with regular contact and visits, has organized a series of combined and indi-
vidual counselling sessions in Bangladesh, Sri Lanka and India, and has been
providing, together with its partners,
financial assistance to help with tuition
fees, medicines and other living costs. “
MPHRP’s South Asia regional
director, Chirag Bahri, flew to Nairobi and met the crew shortly after their
release, providing support in getting
the crew new clothes, shoes, travel luggage, decent food and a trip to the hairdressers. Counselling and phone calls
to their families were also arranged.
The UNODC also arranged a picnic
for the crew at the National Park one
afternoon. The Maritime Piracy Humanitarian Response Fund (MPHRF),
which is operated by MPHRP,covered a
lot of these costs which were approximately US$500 per seafarer. MPHRF
has also been paying monthly allowances to the families of the crew members. The seafarer in the family is often
the sole breadwinner, so without his
monthly wage coming in, families often
struggle to pay for basic amenities such
as rent, education, healthcare and food.
Both the crew and their families have endured nearly four years of
suffering since the vessel was hijacked
on November 26, 2010 with 23 crew
members on board. Their plight became more critical when the vessel
sank on July 7, 2013, causing the pirates
to move the hostages ashore for the remainder of their captivity. Although no
longer held by pirates, the crewmem-
An emotional reunion with loved ones in Bangladesh
bers’ saga is far from over. Following
the protracted period of captivity, these
seafarers and their families are likely
to require ongoing medical care and
treatment. During the captivity the
MPHRF has supported the families,
and would like to continue supporting
them, but we can only do that if we get
your support and the funds to do so.
The amounts of funds needed are in
The released crew with MPHRP Regional Director for South Asia, Chirag Bahri, the
UNODC team and Sri Lankan High Commission delegates in Nairobi.
Families Reunited: The Bangladeshi crew-members with their families and the MPHRP team (far left and center back)
comparison very small: $7000 can support a seafarer and his family for one
year, $3000 of which can help a family pay the rent and utility bills, $2000
can pay the school fees for a child to
keep up their education and $2000 can
provide medical and counseling care.
MPHRP South Asia has
organised counselling and reassurance sessions for the Sri Lankan,
Bangladeshi and Indian seafarers
in their home locations since their
safe arrival. Professional psychologists have been sought to provide
this with separate sessions being held
for individuals, seafarers only, wives
only, families and the entire group.
JULY - AUGUST 2014
TINIG NG MARINO
21
from page 14
Where’s the
transparency...
SIRBs provide very revealing clues. If
the stories from disgruntled seafarers
and applicants are anything to go by,
the going price for the “expedited” issuance of CoPs and SIRBs run to the
tune of Php 3,000 and up. Can you
imagine how much more ”rewarding”
it would be if the same corrupt heads
are put in charge of PRC licenses, communication permits, medical clearances, etc. We can practically see the peso
signs reflected in their eyes.
On a side note: it is borderline
amusing to see how eager MARINA
seems to be when it comes to acquiring more document-issuing functions,
considering that they have remained
inutile in implementing a better system for the CoPs and SIRBs which
have been their job for decades. Before
MARINA took over the SIRB issuance
from the Philippine Coast Guard in
1994, renewing a Seaman’s Book only
took one day and one hour for expedite processing. You went in, filled out
the application, waited a bit and came
home with your document.
Now, it takes an average of
three months – basically 90x longer
than it used to be. Can you imagine
what would happen if the same ineptness is carried over to the processing of
marine engineering licenses, the NTC
licenses, and other documents which
are so vital to the gainful employment
of Filipino seafarers? It would be so
comical if it weren’t so tragic.
As for the draft of the IRR
document per se, we believe (along
with other industry stakeholders) that
it is nowhere close to acceptable. Following the directions of MARINA,
several stakeholders submitted position papers: COMMA, the Philippine
Association of Maritime Institutions
(PAMI), the Philippine Association of
Maritime Training Centers (PAMTC)
and the Joint Manning Group (JMG).
COMMA’s position paper
strongly stated what they thought of
the IRR draft: “inconsistent, superfluous, redundant, (and) lacking in
merits.” Meanwhile, PAMI presented
several suggestions which addressed
fundamental corrections. For instance,
the document did not even provide a
clear definition of the term “conflict of
interest” (a concept which apparently
exists in Tormon’s blind spot?); there
was no distinction between “closure”
and “phased-out” as it pertains to educational programs; and certain pro-
12th Floor, G.E. Antonino Building, T.M. Kalaw corner J. Bocobo Streets
Ermita, Manila, Philippines
Website: www.transtar.com.ph
E-mail: [email protected]
Tel. no: +632 523 8967 - +632 536 6595 - +632 536 6196 - +632 353 2926
Fax no: +632 536 9789 - +632 536 6196
visions that were inconsistent with
those currently implemented, like the
CHED’s Manual of Regulations for
Private Higher Education (MORPHE).
It is not surprising that the IRR draft
lacks several crucial aspects. After all,
it was simply thrown together within a
short period of time without MARINA
feeling the need to ask for input from
those with indispensable knowledge in
the industry. Just to provide a point of
comparison: when Rep. Aglipay filed
for the Magna Carta for the Filipino
Seafarers, country-wide public consultations were held to make sure that the
said law has the foresight and perspec-
tive needed to benefit the interested
sectors. Aglipay sought feedback from
different maritime sectors, unions, and
even international organizations.
What’s with the indecent
haste to pass the IRR? Yes, we recognize the urgent need for STCW-compliance but does that excuse a so-so
execution that will only end up causing more trouble in the long run? It
is this attitude of mediocrity that has
led us to fail numerous EMSA audits.
When will the government officials
learn their lesson? When we have finally been blacklisted?
MARINA has been attempt-
ing to paint UFS in a negative light
because we have always been vocal of
our disgust and frustration at the numerous and multiple kapalpakan that the
Mejia administration has been stumbling into, one after the other. Mejia
had even gone so far as to declare the
UFS-led call for his resignation to be
motivated by a personal agenda. But
now that the industry stakeholders
themselves have started to protest
against the lack of transparency and
poor democratic governance that MARINA has displayed in connection
with the IRR draft, where will they find
a convenient scapegoat now?
JULY - AUGUST 2014
TINIG NG MARINO
23
A Seafarer’s World of Fatigue,
Modern Ship Bridge Technology
by Ryan Anthony Ramos Mercene
E
ighty percent of the maritime disasters are attributed to human error
but it seems that little attention is given
on the cause of human error, particularly fatigue. Perhaps the shipping industry has overlooked designing more ship
bridges with a heart simply because of
the priority on cost savings rather than
the safety and comfort of its crew and
officers to alleviate fatigue onboard.
The 24/7 nature of the maritime industry exposes seafarers to
multiple risks associated with the
degradation of their stamina, endurance, and mental alertness, thereby sacrificing work performance,
personal safety, psychological state,
physical condition, motion discomfort, quality of sleep, food intake,
and stability of the biological clock.
Fatigue is a common problem
among seafarers because of the extended tours of duty and the ever demanding schedules of watchkeeping. Biological clocks automatically switch the
human brain to low levels of alertness
at night leading to low performance,
illness, and eventually reduced lifespan.
The causes of fatigue are
mainly lack of sleep, stress, insufficient
rest, ship movement, noise, incorrect
eating habits, boring and repetitive
tasks, illness, inadequate ventilation,
poor lighting, excessive heat/cold, effects of alcohol, excessive work load,
poor workspace design, long periods
of being far away from home, consistent high workloads, and limited communication with their loved ones, etc.
Various reports related to accidents at sea are caused by fatigue. Ap-
parently, ship groundings and collisions
are usually contributed by the inattention of a crew suffering from fatigue
and lack of sleep because of the tedious
watchkeeping cycle as well as excessive
work load beyond his watchkeeping
duties. Bridge manning and watchkeeping patterns wherein the master is also
one of the two watchkeeping officers
are not proper to the ship operations.
A solution to the issue is
to simply increase manning in order to remove the Captain from the
roster of watchkeeping. However, fatigue is not just a result of minimum
manning and patterns in watchkeeping. It is manifested in various ways
such as environmental, operational, physiological, and psychological
factors which can greatly affect the
health of the crew onboard the ship.
Fatigue management must
be formulated by all designers of
ships, managers, and seafarers. Minimizing or eliminating the effects of
noise, temperature, motion, vibrations, and intensity of lighting must
be the work of the ship designer. On
the other hand, the shipowner/shipmanager must develop a Fatigue Management Plan to guarantee efficient
and correct procedures in ensuring
safety and good health for all onboard.
Seafarers must know how to
combat fatigue by having safety precautions and taking good care of his
well-being. The guidelines on fatigue
mitigation and management of the
International Maritime Organization
(IMO) are comprehensive. The cornerstone in fatigue management literacy
is a well-thought of plan on mitigating the causes and effects of fatigue.
Seafarers can easily mitigate
fatigue by taking breaks between work
periods, getting sufficient sleep, maintaining physical fitness by exercising
regularly, eating well-balanced meals
on time, developing a pre-sleep routine
such as a warm shower before going
to bed or light reading or by simply
even writing up a personal diary, etc.
On the other hand, the Master
can implement the Fatigue Management Plan by allowing time for proper hand over on crew change, giving
adequate rest for joining crews before assuming duties, providing shore
leave and onboard recreation, allowing family communication, arranging
job rotation and watchkeeping schedules, creating an open communication atmosphere in reporting fatigue,
ensuring that adequate sleep and rest
is well received by all, encouraging
napping, having a healthy lifestyle, etc.
Likewise, the shipowner/shipmanager can develop a Fatigue Management Plan by modifying ship designs to
minimize fatigue stressors, providing
adequate and comfortable accommodation including bunks, maintaining
adequate quality and quantity of food
for proper nutrition, and many others.
The naval architect/designer’s
part is minimize fatigue inducing en-
vironmental stressors which include
ship movement, excessive noise, vibration, inadequate ventilation, poor
lighting, excessive heat or cold, too
much/too little humidity, poor air exchange, limited spaces; minimizing
unnecessary sustained physical and
mental exertion in the workplace, etc.
Nowadays, modern ships are
rapidly being developed. The experience gained by a crew on a certain ship
may not be the same as the one gained
from another vessel. Modern ship
bridges are now accompanied by various technologically advanced back-up
systems such as Global Positioning System (GPS), Automatic Identification
System (AIS), Electronic Chart Display
and Information System (ECDIS), Integrated Bridge Systems/Integrated Navigation Systems (IBS/INS), Automatic
Radar Plotting Aids (ARPA), radio navigation, Long Range Identification and
Tracking (LRIT) systems, Vessel Traffic
Services (VTS) and the Global Maritime Distress Safety System (GMDSS).
The crew on the bridge
must be properly trained in handling various situations and the
proper use of these modern tools.
24
JULY - AUGUST 2014
TINIG NG MARINO
Fuel of the Future
by Atty. Elviro C. Perez II
T
he shift from heavy fuel to liquefied natural gas in the maritime industry may take longer
than expected. As the deadline in
complying with European Union
(EU) sulphur directive approaches, the global maritime industry is
nowhere near the halfway mark.
Under the new directive,
all vessels currently operating in
Ship fitted with LNG Fuel system
a sulphur emission control area
(SECA), such as the Baltic Sea, the
North Sea and the English Channel are required to use fuel with a
sulphur content of 1%. This limit
will be reduced to 0.5% on January
1, 2020 and 0.1% in January 2015.
While the goal of such directive is
laudable, there are major issues
that stands in the way towards full
compliance.
Shipowners have to contend with an impending retrofit
revolution that will require considerable investment just to enable
them to comply with the directives.
In an effort to pave the way towards
cleaner emissions, shipowners who
are still dependent on heavy fuel
oil, are leaning on emissions abatement technology or “scrubbers”.
There is a ready stream of “scrubber systems” which help remove the
sulphur from emissions and have
proven to be a more reliable alternative.
Contrary to perceptions,
the delay in adopting cleaner fuel
emissions should not be seen as
an intentional breach on the part
of ship owners. The difficulties in
veering away from heavy fuel oil
are part of the birthing pains during the transition period in the
marine fuel landscape.
The establishment of refueling
points is another factor that is often
overlooked in the equation. According to Patrick Verhoeven, the
secretary general of the European
Shipowners Association (ECSA),
the hopes of shipowners for a more
decisive action on LNG refueling
points were shattered in a recent
JULY - AUGUST 2014
TINIG NG MARINO
27
RP as Emerging Shipbuilder
– A Reality or FantaSEA?
F
oreign investors of shipbuilders in
the country have practically driven the growth of exports of Philippine-made ships. This was perhaps due
to our government supporting policies and incentives given to the shipbuilding industry citing, among others,
executive declaration of shipyards as
non-public utilities wherein 100 percent foreign equity is allowed, exemption from payment of duties and taxes
from importation of ship’s spare parts,
exemption of payment of 12 percent
VAT and allowing shipyard entities to
be fully owned by foreign investors
To date, Philippine shipyards are now building more ships
of larger tonnage capacities such as
tankers, containers, carriers and passenger ferries. The construction, for
example, of a 180,000 DWT commercial ship by a Korean shipbuilder in
our country shows that we are capable of building a world-class, state
of the art ocean-going vessel. In fact,
we are now the fourth largest shipbuilder in the world next to South
Korea, China and Japan, respectively.
In the next five to 10 years,
given this potential of good management and skilled labor coupled
with matching capital, technology and marketability, the Philippines will become one of the largest shipbuilding nations in the world.
Is this reality? Or is this just
fantasy? Remember the song from the
Queen’s Bohemian Rhapsody… “Open
your eyes, look up to the skies and see,
I’m just a poor boy, I need no sympathy,
because I’m easy come, easy go… Little
high, little low, anyway the wind blows
doesn’t really matter to me, to me” .
THE REALITY SHOW
According to DTI, shipbuilding has a big opportunity in the export
market as shipbuilding is now shifting
to Asia, particularly the Philippines
which specializes in production partnered with their durability and quality. Our country may be the fourth
largest in the world but is NUMERO UNO in SouthEast Asia. The same
source adds that we have the advantage. Our pulling factors are mostly:
•Skilled Manpower
The country has adequate
supply of manpower for shipbuilding and ship repair. They are well
trained for the skills that would fit
the shipbuilder’s requirements and
by Engr. Rainero Morgia, MSc Env.
Hull Erection process on one of the project of Tsuneishi Heavy Industries (Cebu) Inc. at Balamban, Cebu
could be sourced out within the vicinity of the shipyard site. Thanks to
the continuing manpower development
and training by Technical Skills and
Development Authority (TESDA) and
other agencies. With this advantage,
existing shipbuilders find it worthy to
invest in additional technical training capacity to improve performance
measurement
and
competencies.
In fact, Hanjin’s production
force in Subic alone has reached more
than 20,000 workers and is fast approaching up the number of equivalent
workers in the whole South Korea.
•Capability to compete globally
Being the second largest archipelago in the world, our geographic structure and coastal regions are
suitable shipping bases or hub in
Asia. In addition to the existing shipbuilding sites in Subic, Batangas and
Cebu, the establishment of a shipyard
in the Maritime Industrial Park within Philvidec Industrial Zone in the
south within Cagayan de Oro is now
open. The 54,000 hectare business in
Port Irene in the north at Cagayan
Economic Zone Authority (CEZA) is
almost ready and is targeted to be a
country class rated. Of course there
are other private owners, including the
government, whose shipyards are strategically located and are determined
to partner with foreign investors.
•Import liberalization of raw materials
Exemption from paying duties and taxes as well as VAT on all
raw materials, parts and spares re-
lated to shipbuilding is another advantage. Since most companies get
their components and raw materials
from other countries, with this import liberalization, these companies
not only acquire good quality materials but production cost is lowered
resulting to a very competitive market.
•Other government support
Relevant laws and policies
support the development of this industry and improve the capabilities of
local shipyard manpower. In particular,
Republic Act No. 9295 promotes the
development of Philippine Shipbuilding
Industry. It provides incentives to encourage investments and development
of a viable shipbuilding industry. It is
not covered by limitations or foreign
ownership which means that foreign
investors can own their companies 100
percent. More incentives have been
granted such as accelerated depreciation, net operating loss carry-over,
exemption from value added tax on
the importation of capital equipment,
spare parts, life-saving and navigational equipment and other related materials to be used for the construction, repair, renovation or alteration.
On top of these incentives,
projects registered with Board of Investments (BOI) enjoy the following:
income tax holiday, additional deduction of labor expense, simplification
of customs procedure, unrestricted use
of consigned equipment, employment
of foreign nationals, access to bonded
warehouses, and exemption from wharf
dues and any export tax and duties.
THE FANTASTIC FANTASY
For some, The Philippines,
being the fourth largest shipbuilding country in the world, is just a
“fantasea”, something illusory and
unattainable, a delusion, a make-believe. Why? And who are these major industry players? Let’s take a look.
From MARINA, there are 107 registered shipbuilders in the country but the large ones making up
7% of the total are as follows and
in alphabetical order with location, not necessarily in ranking :
1. Austal Philippines Pty Ltd
(Balamban, Cebu)
2. Colorado Shipyard Corporation.
(Consolacion, Cebu)
3. Dansyco Maritime Works and Shipbuilding Corp (Navotas, M)
4. FF Cruz (Iloilo, Visayas)
5. Gensan Shipyard and Machine
Works (General Santos, Mindanao)
6. Hanjin Heavy Industries Corp.
(Zambales)
7. Herma Shipyard Inc.
(MarivWeles, Bataan)
8. Keppel Philippines Marine
(Bauan, Batangas)
9. Keppel Philippines Marine
(Subic, Zambales)
10. Nagasaka Shipyard Inc.
(Consolacion, Cebu)
11. Nautillus Shipyard Repair Inc.
(Navotas, MM)
12.Navotas Shipyard and Fishing
Corp. (Navotas, MM)
28
JULY - AUGUST 2014
TINIG NG MARINO
Chimney emitting black smoke in domestic fleet in the Philippines
from page 24
Fuel of...
agreement by EU member states.
In the new agreement between the
European Commission and the European Parliament¸ EU countries
will only have to ensure that “a sufficient number” of big European
ports have developed LNG refueling infrastructure for maritime
transport by 2025. The European
Union should strive to establish
key LNP refueling points as early as
2020 instead of the proposed 2025
deadline set by the agreement.
The creation of LNG bunkering infrastructure capable of
supporting the demands of the
global maritime industry is expected to be sensitive to fuel costs according to a recent study on LNG
bunkering by the Lloyd’s Register.
Hector Sewell, head of marine business development of Lloyd’s Register stressed that the obstacles to the
adoption of LNG as a marine fuel
are practical and commercial factors, and are not technical.
The results of the study
showed that “there could be as
many as 653 LNG-fuelled ships in
service by 2035—most likely to be
container ships, cruise vessels or
oil tankers. But if LNG costs fall by
25% from current prices, the number could rise to as many as 1,900
ships. Conversely, if the cost of
the LNG increased by 25% against
the current prices, hardly any new
LNG- powered vessels would come
into service.”
If the global maritime
industry is bent on pushing for
zero emissions as mandated by
the sulphur directive, we should
also focus our efforts on innova-
tive designs and renewal energy
sources.
One proponent of alternative fuel resources is Germanischer Lloyds (GL), which
examined the potential of fuel
cells in shipping by developing
the twin concept designs for fuel
cell driven, hydrogen-fuelled
vessels.
In an effort to demonstrate the viability of fuel cell
technology as a viable alternative, the Norwegian classification system (DNV) made 2,000
hours of trials by installing 330
KW fuel cells onboard the offshore supply vessel Viking Lady.
The result indicated a significant
reduction in CO2 emissions, improved energy efficiency while
eliminating the emissions of
harmful substances.
While the outlook for
cleaner emissions seems bright
for environmental advocates, the
stakeholders of the maritime industry need to focus their attention on these issues before setting
their goals towards zero emission.
30
JULY - AUGUST 2014
TINIG NG MARINO
SEAFARER-MAN
The World’s Strongest Superhero
by Guy Concepcion
T
he popularity of comic book
superheroes in the movies is
an all-time high. This past summer alone, we’ve already seen
Captain America, Spiderman,
and the X-men on the silver
screen. These films all have been
advanced in high tech filmmaking, exciting, and entertaining,
that is why audiences cannot
get enough of them. Combined
box-office grosses of these superhero movies are in the billions of
dollars worldwide.
More than the spectacular special effects and the out-ofthis-world stories, what makes
these movies beloved are the
characters themselves. Spiderman, despite his superpowers,
is also very human. He falls in
love. He feels guilt. He can’t earn
enough money. Captain America experiences loneliness. The
X-Men are discriminated against
and misunderstood. Every day,
every person in the world also
goes through what these comic
book characters deal with, maybe even harsher. The real world
may not force us to fight aliens
or killer robots, but our daily
struggles seem like we need
superhuman strength just to
overcome them.
The life of a seafarer is
known to be one of the most
difficult. It is not easy being
away from loved ones for
many months each year. The
mere fact that people are supposed to be on land, not wa-
ter, adds to the difficulty. The actual work takes tremendous skill,
discipline, complete focus, and
teamwork. Any type of weakness in any of these work-related
characteristics not only creates a
negative impact on that person’s
livelihood, but also on the safety of all the crew and cargo. So
sometimes we wish to be bitten
by a radioactive spider so we can
just fly away from the stress and
fear in our lives. If I were a superhero, I can deal with my problems better, right?
Wrong. The movies show
that the more power you have,
the stronger the enemy. The
joker said to Batman: “You created me.” There is no escaping
responsibility. It is how we deal
with the challenges that make us
heroic. In Batman’s case, he took
responsibility for the crimes to
ensure peace in Gotham City.
Often, we see actual leaders deny
that they are indeed accountable
for results. The worst we have
witnessed lately were the Korean ferry officers who were the
first to abandon ship causing the
death of hundreds of innocent
passengers. We all wished there
was a Superman who could lift
the ship and save all those lives.
But on a day-to-day basis. All we
need is professionalism, competence, and good values.
We should believe that all
seafarers have these heroic qualities. That no matter how hard
our daily grind can become, how
emotional our hearts can get, and
how low our spirits can be, we
have the ability to keep achieving world-class results in the
shipping industry. Why? Because
seafarers are the world’s strongest
superheroes.
Mr. Guy Concepcion is a training consultant of Eagle Star Crew Management
Corporation, where he does in-house training for seafarers in topics such as
Leadership, Financial Management, and Wellness
JULY - AUGUST 2014
TINIG NG MARINO
31
The Treasure of the Seafarer
– It is for the future
by Guy Concepcion
A
lot of children say they want
to become doctors when
they grow up (maybe after they
realize being a Transformer
wasn’t a real job). But now how
many seafarers today back when
they were age 10 or 12, said they
wanted to be a ship’s master or
chief engineer as a profession?
We’d be surprised if we get a
number above one. Yet almost
all incoming ratings and potential officers when asked today
why they chose this career, the
usual answer is they want to see
the world, and most importantly,
they know they can help support
their families financially.
To be a family breadwinner is a noble gesture. There is
nothing more wonderful than to
be a good role model and family leader. No matter where you
come from, rich or poor, if you
can build a strong family bond
and live to see your loved ones
become respectful and respected
human beings, then all the hard
work and sacrifices were worth
it. The blessings of the shipping
industry – high salaries, secure
positions, and yes, seeing the
world – are no secret that is why
so many young Filipinos strive to
have job at sea
Yet why is there a continuing problem among officers and
ratings of keeping their finances afloat? Money earned gets
spent quickly, and most likely,
on stuff they don’t need. Whereas a barber’s haircut was acceptable before, why all of sudden,
grooming needs to be in a salon?
Likewise, family-members get
accustomed to fancier items. The
expectations grow, but the bank
accounts shrink. The sea does
have abundant treasure, but if
wasted, there will be nothing left
for the future.
Has anyone really won-
dered, while you are standing
on-deck looking out at the vast
expanse of the ocean, why it is
referred to as the “open sea?” I
would like to think this means
the possibilities are endless.
The benefits of earning a seafarer’s wages could be endless too, if
money is managed properly.
If I may put this into proper perspective: I spoke to a cadet
who dreams of giving his mother
her own car one day, something
they have never owned. A touching deed by loving a son, but I
asked him what would you do after you have granted your mom’s
wish? He didn’t know.
Doctors, lawyers, businessmen, engineers, actors, and
architects, when they become
successful also buy nice cars. But
they also dream of more than
just Ferraris. They aim for lega-
Eagle Star Crew Management Principals:
• MISC BERHAD (formerly known as Malaysia
International Shipping Corporation)
• AET (formerly known as American Eagle Tankers)
cies. This means they want to
leave something that the future can still use. What could
be the legacy left by our
world-class seafarers? Well,
if a 10-year old kid could one
day say, “Dad, I want to be a
ship captain when I grow
up” – what if more and more
of these kids say this, then
this means the legacy has become strong. This means the
Filipino seafarer has become
a true national treasure. This
future is possible.
32
JULY - AUGUST 2014
TINIG NG MARINO
Marsaman Celebrates
“Simplicity in character, in manners, in style; in all things the
supreme excellence is simplicity,” Henry Wordsworth Longfellow.
S
uch statement of a famous poet
and educator is not far from
the same principle that one notable overseas employment company for Filipino seafarers instills
on the company and its people.
For 25 years, Marsaman Manning Agency Incorporated has been excelling
and yet has remained simple.
Its office is humbly nestled at the T.M. Kalaw Center in
Manila, the major hub of shipping and job-placement activities,
the standby arena of most seafarers seeking overseas employment,
processing their documents, taking up reviews and trainings, professional and medical examinations, and other related concerns.
Marsaman began its opera-
tion on June 28, 1989 and at present,
is serving renowned Greek shipping principals: Marmaras Navigation Ltd., Delta Tanker Ltd., Paschal
Holdings Inc., Venus Navigation
Ltd., Golden Alpha Marine Ltd., and
Spartacus Navigation Ltd., with 45
vessels. It is DNV ISO 9001-2008
certified and has received numerous
nominations as a reputable recruiting agent of sea-based manpower.
Since its modest beginning,
Marsaman has ably attained its corporate mission to the letter. So far,
it has built a long-term partnership
with their principals and has multiplied the number of Filipino seafarers
aboard their vessels. Moreover, the
career of seafarers under its wings has
been uplifted with a competitive salary package, aside from opportunities
for career growth
and development.
It has provided
every available resource to develop
its employees into
individuals with a
high quality of life,
excelling in both
professional
and
personal aspects.
Indeed,
Marsaman
has
helped the government in generating
more employment
by sending top Filipino seafarers to
their
principals,
thus increasing dollar inflow for the
JULY - AUGUST 2014
TINIG NG MARINO
33
of Excellence in Modesty
Owner’s Representative Captain Lakshnan
Krisnan and President
Antonieta C. Mabelo
-Acenas extend to
Captain Arsenio Padilla, Vice President of
EXACT Training Center
their appreciation for
the generous support
and cooperation.
Ms. Tess Sibug, Marsaman Manning
Agency Accountant receiving her
silver award as the Employee
Loyalty Awardee
country’s economic recovery program. It has upheld the competence, good image and marketability of their shipboard personnel to their foreign principals. To date, the Company delivers
top quality services of providing their principals’
manpower requirements within the shortest
time. Proof of this is the over a thousand officers
and crew onboard, with a hundred of them having been awarded for their loyalty as Marsaman
celebrated its silver anniversary.
Mrs. Loreza Sangco Sanchez represents her husband,
Bosun Rodrigo Rodillo Sanchez, in receiving the Loyalty
Award for his 27 years of dedication to the company.
IN-CHARGE
The top person in command of the
organization is an amiable and refined lady,
Antonieta C. Mabelo-Acenas. She is a top student of her class, a 9th placer in the 1992 Customs Broker Licensure Examination, and a
“TEAMWORK
BUILDS SUCCESS”
Mrs. Marina Peralta Cruz receives the Loyalty Award on
behalf of her husband, 3/E Benedicto Cruz, who is onboard. 3/E Cruz has served for the Company for 28 years.
Master’s Degree unit earner in Shipping Business Management. She carries out strategic leadership for the company by working hand in hand with the Board and management to establish long-range plans, goals and policies.
“The agency has a staff and officers of only 10
people (with only two male employees at that) and 98
loyal seafarers, who are staunch employees, dedicated,
and put teamwork as the core of their daily job routine,”
said Mabelo-Acenas. “With open communication, the
staff works efficiently with a light heart and happy disposition. When even the smallest point of disparity is
settled, everyone gets excited to go back to work again
and even extends their time and duties,” she added.
Captain Lakshnan Krisnan, the Owner’s Representative, who has decided to work ashore, is confident and
happy for having a good set of loyal staff and seafarers. He
also pointed out that working on simplicity at its own pace
has challenges but “stay focused on the job.” One major
key that the company keeps is fairness, which Capt. Krisnan considers to result into loyalty. His advice to seafarers,
“Marsaman treats the seafarers as valued clients as well.
Be honest, work hard and success will come.” (Mia Lapis)
34
JULY - AUGUST 2014
TINIG NG MARINO
DMMA Simulator and
Engine Laboratory
Blessing Ceremony
T
he DMMA College of Southern Philippines
turned another leaf in the school history when
its new Simulator Building and Engine Laboratory
was blessed on April 10, 2014. Partner industries
from shipping companies, government agencies
and public officials, including the college incorporators, contributors, faculty and staff, and local
media graced the event. For the first time, both
infrastructures including the equipments and facilities were opened to the public as it kicked off
its full operations in the summer of April 2014.
The two-storey Simulator Building which
houses both Deck (on the second floor) and Engine
(on the first floor) is furnished with state-of-the-art
equipments and modern facilities in line with the
STCW Standards Manila Amendment 2010. Both
simulators make use of plasma flat screen/monitors
as visual aid for the delivery of instructions and provide exercises that are based on real life scenarios.
Both have programs synchronization
wherein all bridges are connected to the initiator
to track down all conducted practical hands-on
exercises. The Main Bridge has five 51-inch monitors, two radar consoles, two ECDIS (Electronic
Chart Display Information System), two plotting
tables and upgraded consoles with overhead panels and binocular views. The Mini Bridge, on the
other hand, comprises hardware and software consoles. Well ventilated to ensure safety, both bridges
have security features including CCTV cameras.
The Engine Laboratory is a premium
workroom that houses practical machineries,
tools and equipments used for actual hands-on
training. Gone are the days when students listen
to lengthy discussions
such as the seven sections of the Engine Laboratory: (1) Main Engine
Area; (2) Steam Boiler Area; (3) Machine Shop Area; (4) Welding Area,
(5) Engine Assembly; (6) Disassembly Pneumatic
Laboratory; and (7) Marine Electrical Laboratory,
with Auxiliary Machineries that are fully functional; Main Diesel Engine; Lathe Machines; Gas Welding Stations; Grinding Area; and a Control Room.
With the rise of these developments, students
and trainees have the edge to accept globally competitive instructions and trainings. DCSP is geared
towards the globalization of maritime education and
is continuously revisiting its development Plan. Expect more years of advancement as DCSP is committed to set international standard for its clientele.
BSMT Cadets on their new Ship’s Bridge Simulator.
Be a DCSP Scholar:
A Great Leap For
Maritime Career
Formation: DMMA NSA scholars attentively stand during their morning colors.
Instructors and students tested machineries and
equipments at the Engine Laboratory.
BSMar E Cadets trying out their new Engine Simulator.
T
he Philippines is known to produce globally
competent marine professionals. Presently,
36 percent of the world’s seafarers are Filipinos.
With the high regard and preference given to Filipinos in the field of maritime industry, countless
scholarship programs have entered the country
offered by both international and local agencies.
Some of these prime scholarships are the Norwegian Shipowners Association (NSA) and the
Development Bank of the Philippines (DBP)
Endowment for Education Program (DEEP).
In the school year 2006-2007, DMMA
College of Southern Philippines was accredited and granted the NSA Philippines Cadetship Program by the Norwegian Shipowners
Association. The cadetship program aims to
JULY - AUGUST 2014
enhance the competency of Filipino seafarers
by providing them with quality maritime education and training in their three years’ stay in
DCSP. With an initial kick-off of 22 cadets, the
program has recorded a great leap as each year
passed by. The program provides scholarship
to deserving students who pass the given academic required qualification of each shipping
company’s demand. There is also an increasing number of shipping and manning companies signifying as industry partner to meet
the demand of seafarers’ worldwide. Presently, the NSA Philippine Cadetship Program has
Meaningful Training: Scholars receive meaningful
trainingduring their stay at DCSP. (Engine Laboratory)
TINIG NG MARINO
35
awarded 318 scholarships to deserving students.
DCSP’s determination and commitment to nurture the Filipino global competency
has also been recognized by the Development
Bank of the Philippines (DBP). In 2009, DCSP
was granted the DBP Endowment for Education
Program (DEEP) as part of DBP’s corporate social responsibility, providing financial assistance
to poor but deserving students whoare taking
up BSMT and BSMarE in DCSP. The best and
brightest Filipino youths from financially challenged families who wish to pursue a degree in
maritime education are the target of this scholarship grant. With only 75 cadets at the time it star
Dormitory: Scholars are housed in a homey, secure anded, DEEP has provided financial assistance to
conducive environment for honing their social involvemore than 560 economically challenged youths.
ment, academicexcellence and spiritual growth.
From both scholarship grants, students are privileged to enjoy the following: (1)
free tuition and miscellaneous fees; (2) free
dormitory, board and lodging; (3) guaranteed
employment; and above all, (4) meaningful
leadership, character and career development
training program. Given these opportunities,
world class seafarers are produced and employed over the years. These scholarship grants
are living testimonies of DCSP’s continuous
commitment to be the center of excellence
and aim to produce competitive graduates.
More
and
more
hopeful
youths are living their dreams into a Holistic Formation: Scholars also receive holistic formationand social activities like community extension services.
reality of being one of the world’s fine seafarers.
36
JULY - AUGUST 2014
TINIG NG MARINO
A call towards
‘High Performance Culture’
by Ruth Cervantes
E
agle Star Crew Management
Corporation, a joint venture of
the leading worldwide petroleum
shipping company AET Shipmanagement and the Philippines’ Parola Maritime Agency Corporation,
sounded the call for its personnel to
live the AET/MISC values towards
what they call “a high performance
culture.”
At the recent MISC and
AET Ratings’ Seminar held at The
City Club Makati on March 13-14,
2014, Eagle Star Director Simon
Heo, told some 56 off-duty Filipino ratings: “We want to align your
goals with the good corporate values
of MISC and AET and align your
personal objectives with the vision
and mission of the two companies.
In that way, you all grow together
with your respective companies.”
Health, Safety, Welfare
The focus of the conference
was on the safety, health and welfare
of Filipino seafarers onboard the
vessels of AET and MISC which, according to AET Owner’s Representative Mr. Lim Poh Wee, “are all of
paramount importance in yielding
high performance.”
According to Mr. Lim,
“safety is very important at sea be-
cause it is directly related to productivity and efficiency. A safe and
hassle-free operation is a productive
operation, which is the foremost requirement of charterers.”
On the other hand, he said
“health is what everyone should be
concerned about all the time; because without good health, we cannot function and work effectively
and productively.”
In terms of welfare, Eagle
Star ensures that there is a “back
office support” which takes care of
Filipino seafarers and their families
through delivery of their competitive remuneration packages and
holistic benefits and other services
and incentives. This results in highly motivated seafarers who are committed to their work.
Among the speakers during the conference were Dr. Jojo
Hosaka of the Notre Dame Medico
Dental Clinic who discussed the
causes, effects, remedies and prevention of one of the most common problems encountered by
seafarers today, gall bladder stones;
and Cmdr. Edgardo Hernando of
the Philippine Coast Guard Training Department gave a talk about
maritime safety and anti-piracy.
Dr. Tomas Octavio of the
Overseas Workers Welfare Admin-
Our Mission
We want to be the
TOP-OF-MIND maritime
manning agency in the
shipping industry by
being, and continuing to
be, a FAMILY, composed of
MARKET-LEADER seafarers and office front-liners,
devoted to high-quality
service, stability, and social responsibility, today
and for future generations.
Our Vision
We will work hard to lead
the market in recruitment,
training and educating,
and taking care of our seafarers, ensuring the most
technically-competent,
culturally-skilled,
and
performance-oriented officers, engineers, and crew
for our partners.
Furthermore, we will incorporate maritime industry
best practices when managing manpower, resources, and facilities, creating
a dedication towards sustainable financial growth,
personnel development,
and the welfare of our surrounding communities.
JULY - AUGUST 2014
TINIG NG MARINO
37
“Safety is very important
at sea because it is directly
related to productivity
and efficiency”
istration briefed participants on the
benefits and services provided by
the agency to its OFW members
while Mr. Khairul Anuar Ramili of
AET gave a presentation on the 10
Safety Rules and Stop Work Policy.
Other speakers included
Eagle Star training consultant Mr.
Guy Concepcion on the company’s
vision and mission as well as leadership and cross-cultural corporate
management; MISC Training and
Development officer Ms. Uma Devi
M.P. Samy on gender environment;
Eagle Star’s Capt. Jerricho Briones
and Donna May Llana on accounting and common operations; and
Mr. Lim who gave a brief insight on
performance management system.
Caring for calamity
victims
E
agle Star’s “high performance
culture” does not only mean
having seafarers who are highly
motivated and conscious of their
safety and health in and out of the
workplace. Part of the culture is
having a caring heart for others, especially the less fortunate.
In this light, the company
recently partnered with the Habitat
for Humanity Philippines Foundation to help build houses for
victims of super typhoon Yolanda under the “Rebuild Philippines
Campaign.” The campaign aims to
help communities in the super typhoon’s worst hit areas by providing poor families with decent and
affordable houses.
The crewing company donated a substantial amount to Habitat Foundation through a memorandum of agreement signed last
February 18, 2014 by Eagle Star
Director Mr. Simon Heo and AET/
MISC Owner’s Representative Mr.
Lim Pho Whee with Habitat Philippine Managing Director and CEO
Mr. Charlito S. Ayco.
The management of Eagle
Star hopes that by setting an example, its crew and officers will imbibe
the spirit of caring and humanitarian service.
The call has been sounded
and the higher standard set. It is
now time for the seafarers to heed
the call towards that higher level of
performance.
Retention and Career
Progression
Presently, Eagle Star deploys some 1,000 Filipino seafarers,
60 percent of whom are ratings, onboard MISC and AET vessels. Mr.
Lim proudly shares that Eagle Star
has a retention rate of 95% of its Filipino officers and ratings, reflective
of the seafarers’ satisfaction with the
MISC and AET. He notes however,
that most Filipino seafarers are content with settling as ratings throughout their seafaring career.
Mr. Lim says that apart
from discussing seafarers’ health,
safety and welfare, the conference
“also aims to change that mindset.
We want all our seafarers to think
about career progression, similar to
our cadets and junior officers, which
follow precise career plans.”
Periodically, AET gives the
ratings career progression talks “to
motivate them into taking the next
step in the shipboard heirarchy,”
says Mr. Lim.
www.eaglestar.com.ph
38
JULY - AUGUST 2014
TINIG NG MARINO
HEALTH TIPS
ELPIDIO C. NOLASCO, MD, FPCS, PACS
General & Cancer Surgeon
Laparoscopic Surgeon
President & Medical Director, Nolasco International Medical & Diagnostic Clinic
ACUTE APPENDICITIS
When to suspect for it?
A
cute appendicitis is an acute
surgical infectious disease that
affects anyone of all ages, creeds,and
races. It is a progressive disease
that will turn worse if not attended or left undiagnosed. It may even
cause the demise of patients when
not treated at the proper time. It
reaches the peak incidence at the
2 and 3rd decades of life, after
which it diminishes in frequency.
The symptomatology of acute
appendicitis begins with poor appetite
(no appetite) and then the occurrence
of pain on the upper, middle abdomen.
The pain will later localize on the right
lower quadrant of the abdomen. This
time it will already be accompanied
by fever, nausea and vomiting. When
you touch the abdomen, there will
be direct and rebound tenderness
on the right lower quadrant area.
The whole scenario will happen in
24-48 hours period and at this time,
the patient should already be at the
operating room for the surgery to
remove the appendix. If this is not
done in two days after the onset of
pain, then complications will come
in. This will involve perforation of
the inflamed appendix and consequently spillage of pus and exudates
to the whole abdomen. This will
lead to paralysis of the whole length
of intestines and formation of abscesses on the abdominal and pelvic
cavities. If the patient reaches this
stage, he will already be in serious
condition and stage of septic shock.
The situation becomes more
serious when it happens to extreme
of ages, meaning children and elderly.The treatment of acute appendicitis is simple. Once diagnosed, the
patient should already be scheduled
for surgery with the initial treatment of antibiotics. There had been
studies of non-operative treatment
of appendicitis but is has not been
accepted as a standard of treatment.
The difficulty lies in the establishment of the diagnosis especially in far flung areas where the
availability of doctors with formal
training is lacking. In these remote areas you see referrals of neglected disease.If given the right
treatment and caught at an early stage, the patient should only
stay in the hospital for three days.
In medical centers, appendicitis can also be operated through laparoscopic surgery
with good results.This disease remains one of the most common
surgical diseases of our society.
JULY - AUGUST 2014
from page 16
VAST HORIZON
Training Foundation Inc., Mr. Reuben
Romero, Southfield Agencies, Inc. president, asked me to enrol in the Training
Course for Instructors. Our top-caliber
professor at NMP at that time is a graduate of World Maritime University in
Sweden. I really learned a lot. This kind
of initiative improves an instructor’s
capacity to effectively conduct various
training courses, thus the quality of education and training is enhanced.
This is just an example. Maritime schools and training centers
should, first and foremost, improve the
teaching skills of maritime instructors.
Providing them with up-to-date technical information related to their specialty is a big plus. Aside from investing in
new facilities and equipment, teachers
should also be trained how to manage
and maintain them.
The demands of globalization,
information and communication trends
and/or technology, climate and demographic changes add a sense of urgency
to the pressure for quality in education
for they are changing the shipping industry, its work and organization and
employment of on-shore and off-shore
individuals.
For instance, aside from having diagnostic skills and knowledge, a
marine engineer should be customer
oriented, have all the skills of the trade,
must take into account the environment
and ecological effect, and be able to calculate the cost of repair among others.
Personally, education and
training has to be holistic, since there
are many interrelated aspects to quality education and training. Training,
moreover, must be conceived as a system to be effective. For example, to
train only teachers, but not administrators, creates a weak link. And it does
little good to invest in new facilities and
equipment if teachers are not trained
how to manage and maintain them. In
other words, the interventions should
be directed at the system as a whole and
not to a few elements.
According to Dr. Ceballos,
who was our professor in Master in
Maritime Education, “Prevalent modes
of action to develop the capacity, to foster the transfer of knowledge, and to
mobilize learning resources are: studies,
publications, consultations, meetings of
experts, and conferences. Through such
activities knowledge is generated, and
practices and experiences exchanged.
“Other commonly employed
approaches involve training. The training approach can be in the form of the
following:
TINIG NG MARINO
•Experts consultations, national seminars and workshops, sub-regional
and
•Regional seminars and workshops,
and regional and international
conferences.
“The professionals tasked with
assignments to improve the quality of
any dimension of education and training need not grope in the dark in isolation for lack of information about best
practices, lessons learnt, frameworks,
and examples. There are social assets
when it comes to learning. As an authority on education puts it, “We need
to give ‘more brainpower, more organizational capacity and more lobbying
potential’ that can be repositories of local best practices, expertise, knowledge,
and lessons learnt. Important factors
to be successful are a strong national
network, collegiality, trust, knowledge
39
sharing, communication, cultivation
a culture of correspondence, and easy
access to knowledge.”
The active support of the government, particularly CHED, is needed
to build an effective system.
In fact, it has been the advocate
of United Filipino Seafarers to get rid
of sub-standard maritime schools and
training centers that do not conform to
STCW. What have been done so far?
40
JULY - AUGUST 2014
TINIG NG MARINO
How shipping operators forget about safety
An empty commitment to safety and human resources’ welfare
could cost your company millions of dollars in lost asset.
A
major new study by the Seafarers International Research
Centre (SIRC) reveals that while
all shipping operators pay lip service to the importance of safety,
only a few are actually making it a
priority in their day-to-day operation. Even worse, shipping operators do not even realize that they
are actually penalizing employees
who show initiative in this area.
The SIRC study examined company
safety pronouncements against onboard reality. The results were disappointing – and rather worrisome.
The researchers found that
while shipping operators made sure
that risk management was part of
the crew orientation and training
(expending company resources to
maintain dedicated safety committees and produce promotional safety
materials), many employees believed
that this was merely window dressing. The management’s “true colors”
belied what they really valued most:
cost savings over safety. For example, engineers in a large container
shipping company were criticized
for fatigue-related delays after a major repair job while in port—while
said engineers realized that the job
required accuracy and clear-headed
thinking, it would appear that the
management did not share the same
sentiments. In another instance, a
master was actually dismissed because he delayed the bunkering
of his vessel due to crew fatigue.
It is a serious issue that
should be looked at critically; an
SIRC analysis of more than 300 accident investigation reports over a 10year period within the UK, US and
New Zealand showed that one in
three accidents at sea are caused by
factors that are beyond the seafarers’
control or decision. Inadequate risk
management was found to be the
most frequent contributory factor
The SIRC at Cardiff University sought general patterns and
trends from a total of accident
reports over a 10-year period.
The reports were produced by
maritime authorities investigating accidents involving ships
1000gt and above in the UK,
US, New Zealand and Australia.
in many accidents, while fatigue
counted as the second most significant factor in grounding accidents.
Aside from underestimating the significance of crew fatigue,
there are other ways through which
shipping operators chip away at the
safety parameters they themselves
have set. An outcome-oriented
culture has led many seafarers to
be reluctant in challenging unsafe behavior when they encounter it onboard, especially if such
breaches are committed by a superior. Even in meetings, there is a
marked hesitance when it comes to
raising safety concerns, for fear of
being unfairly identified as a troublemaker. This attitude is especially common among crew who are
serving on ‘per voyage’ contracts.
One master voiced his concern
over a management decision which
would save time on repair work at
the next port, but also compromised the watertight integrity of the
engine room. The said master was
told that he was being ‘obstructive’.
While seafarers might not
always express their disapproval to
their employers, it was well-demonstrated that they were nevertheless
aware of the different shortcuts being taken in behalf of cost-cutting.
For example, seafarer respondents
from one company bemoaned the
decision to hire eastern European
seafarers with poor English language skills simply because they
were willing to work for lower pay
even though their communicative
limitations pose a safety risk. Vessels
owned by another company were
manned by a 2nd engineer supported by a 3rd engineer, because the
management did not want to pay
two 2nd engineers as dictated by
industry standards. Even seemingly
trivial opportunities such as providing refreshments to joining or leaving crews did not escape seafarers’
scrutiny—penny-pinching in such
circumstances were perceived to
be indicative of the company’s real
attitude towards its human assets.
SIRC Director Helen Sampson explains that even big companies who invest in safety and risk
management can find themselves
lacking in key areas. Despite sophisticated safety management
systems and teams dedicated to
health and safety issues, shipping
operators still manage to undermine their own policies by making
decisions which raise risks onboard.
Apparently, there’s a big difference between top-down messages
An eye-opening look at what really causes accidents at sea
• One in every three accidents at sea is caused by
factors beyond the seafarers’ control or decision.
• Accidents result when
systems are misused or not applied to its full potential. Technology and equipment was
found to be a key contributory
cause of collisions and contact incidents.
• In grounding incidents, crew fatigue (14.5 percent) was identified as the
2nd most common and immediate cause.
• Alcohol or drugs figured as an immediate or contributory cause in only
2.2percent of all cases—demolishing the
so-called myth of the ‘drunken sailor’.
JULY - AUGUST 2014
TINIG NG MARINO
43
ATTENTION TO ALL FILIPINO
SEAFARERS AROUND THE WORLD!
TINIG NG MARINO on UNTV will be having a new format of our
show. We will include in our episode the greetings of seafarers who
are currently on board. We are inviting you to post a video clip to
my facebook account and pages or send through my email address
[email protected] or [email protected]. Do it this way.
NEW TIME SLOT OF TINIG
NG MARINO on TV is
every Saturday
6:15 to 7:00 P.M.
Channel 9
Channel 58 Channel 92
Channel 37
(1) Batiin ninyo ang ating programa sa television TINIG NG MARINO
at batiin din ninyo ang aking co-host na si Ms. Annie Rentoy at si
Kuya Daniel Razon being the chairman of the UNTV Station na
nagbigay sa atin ng programa.
(2) Banggitin ninyo ang pangalan ng inyong barko at saan kayo sa
mga oras na yan.
(3) Banggitin ninyo ang mga crew ng inyong barko.
(4) Batiin din ninyo ang inyong mga pamilya dito sa Pilipinas.
- Destiny
- Sky
- Cignal
- UHF
Don't fail to watch the UNDISPUTED Maritime Television Show two time “Anak TV
Seal Awardee" TINIG NG MARINO at UNTV every Saturday at 6:15 to 7 P.M.. Channel
37 on UHF, Channel 9 on Destiny Cable , Channel 58 Sky Cable, Channel 92 on Cignal,
Channel 58 on Digibox and millions all over the world are watching via livestreaming on
www.untvweb.com.
IMPORTANT: Ingatan po na huwag gumamit ng masasamang
linguahe. Ang dalawang mapipili ng greetings ay
sasama kaagad namin ito sa aming next episode.
Ang ibang mga video ay sa mga susunod na episode.
Capt. Jess Morales explaining the programs of the Integrated Seafarers
of the Philippines which is focused on financial literacy seminars to the
seafarers and their families.
Ms. Annie Rentoy listens to the explanation og Engr. Ramirez on how
the Magna Carta of Filipino Seafarers was thoroughly discussed by the
Maritime Industry Tripartite Council.
Capt. Burt Sabay and Engr. Ramirez agree that online application and
verification is the ultimate solution to the long and winding queue in
MARINA
Engr. Ramirez elaborates how ambulance chasing lawyers duped seafarers to file a case of total disability against the manning agency and
shipowners but after getting the reward money continue on sailing
44
JULY - AUGUST 2014
TINIG NG MARINO
from Page 40
How Shipping operator forget...
espousing safety above everything
else, and actual managerial decisions which prove otherwise. Seafarers can readily distinguish whether the company they
are working for is genuinely commitment to safety, or whether they
are simply mouthing empty rhetoric
for the benefit of charterers, clients
and inspectors. Seafarers are uncannily quick to catch on discrepancies
between the two, and they will often sacrifice the former in order to
appease the company’s demand for
the economic bottom line, for fear
of sanctions. And this has a real impact on crew performance and their
readiness to take action when faced
with dangerous circumstances.
The study shows that companies have to do much more than
just produce impressively printed
sets of policies and instructions.
For their crew to really get the message about safety, it is crucial to
take a long had look at their shore-
Food for thought
On June 21, 2008, Sulpicio-owned
MV Princess of the Stars capsized
off the coast of San Fernando, Romblon at the height of Typhoon Frank
(Fengshen). Bound for Cebu City
with more than 800 passengers onboard, only 32 survived. Investigations revealed that the ship sank
because it continued to sail into the
storm rather than seek shelter and
drop anchor—engine failure was not
to blame at all. Vessel captain Florencio Marimon, like hundreds of souls
onboard the vessel, perished in the
side management and operational
decision-making first. The good
news, according to Prof. Sampson,
is that this is not necessarily difficult or cost-intensive. In fact, in the
5-company SIRC case study, it was
a small family-owned company who
was most successful when it came
to convincing its seafarers of its
commitment to safety, not the bigger companies with exclusive staff
teams and state-of-the-art systems.
The harsh truth is that
even with expensive and well-in-
accident and subsequently served
as a convenient scapegoat for the
Go family who owns Sulpicio Lines
(now operating as Phil Span Asia
Carrier). But with Sulpicio’s long list
of sea accidents and fatal mishaps,
is there a more sinister cause at play
here than just an officer’s overconfidence and miscalculation? Was
Capt. Marimon a victim of the savings-over-safety company mentality
that made him fear a reprimand over
wasted company resources if he had
chosen the safe but longer course.
tentioned safety campaigns, all the
talk is for naught unless the company is willing to demonstrate high
safety standards through measures
which demonstrate their commitment to the crew’s well-being, such
as well-defined policies to drop anchor when faced with unfavorable
sailing conditions and prompt responses to requests and recommendations from ship safety personnel.
A non-punitive attitude towards
precautionary decisions on the part
of the crew can also go a long way.
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JULY - AUGUST 2014
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from Page 27
RP as Emerging
Shipbuilder...
13.Ocean Engineering Ship Design
and ShipBuilding (Cebu)
14.Phil Iron Construction and Marine Works (Jasaan, Misamis Oriental)
15.Safii and Signal Marine Shipyard
(General Santos, Mindanao)
16.Subic Dockyard Corp
(Subic, Zambales)
17.Tsuneishi Heavy Industries
(Balamban, Cebu)
18.Hope Marine and industrial
Solutions (Tanza, Cavite)
19.Josefa Slipways (Navotas, MM)
Of these, the largest shipyards
are Hanjin, Keppel, Tsuneishi, Colorado, Herma, Gensan, Subic Drydock,
and FF Cruz. It is a fact that with
Hanjin, Keppel, Tsuneishi, Austal, and
Nagasaka’s presence and ship-building
capacity make around 95 % of the total
ships built in our country. They are 100
percent foreign-owned, not Filipinos.
According to the Editorial Opinion of
Barista Uno, “The plain truth is that
the Philippines’ shipbuilding sector is
squarely in the hands of foreigners –
Hanjin in Subic (and probably soon in
Northern Mindanao as well ), Japan’s
Tsuneishi in Cebu and Keppel of Singapore in Cebu and Batangas. They
are all here because of cheap labor.”
The same opinion says
that the only Filipino shipbuilder
is Herma Shipping but is not considered a major player since it is
only constructing for a sister company engaged in hauling or tankers
and not for a third-party customer.
According to Barista
Uno,
“Even the once-thriving small tug and
fishing boat construction industry in
Navotas is no more – killed by the
lack of government support and the
unbridled entry of second hand vessels
from Japan. The Koreans, Japanese and
the Singaporeans can pack up and
leave tomorrow and the Filipinos will
not be any closer to having their own
shipbuilding industry that would earn
them the title ‘Shipbuilding Nation.’
Those fond of brandishing to describe
the country are seeing a mirage”
BOHEMIAN RHAPSODY
It
has been simply said
and very straight forward. The fact,
based on IHS Maritime issue dated
March 2014, is that the Philippines
remains the fourth largest shipbuilder in the world in terms of “country
of build” and may even surpass Ja-
pan in the next five to 10 years from
now. Whether this will be a reality
or fantasy, it really does not matter.
While brandishing ourselves
as a country of ship builders may only
be partly correct because what is often overlooked is that such rankings
are by country of build (the place
where new shipbuildings are located
or undertaken) – a distinction maintained by Bremen-based Institute of
Shipping Economics in its regular
monitoring of global shipbuilding industry. Ironically, The Philippines is
not even in the top 50 listings as
country of ship owners (source: IHS)
What is more important is not
holding to such unflattering distinction
of how many numbers of ships are
built or owned but how many workers were benefitted. The government
must not only provide more incentives and support to foreign owners
or investors but extend the same to
upgrade the skills of manpower in
the shipping and maritime industry.
While skilled and semi-skilled workers
make up for 80 percent of the total
manpower in the shipbuilding industry, it is disturbing to note that only
6 percent have the managerial capacity.
Most managers are foreigners or expats.
The government should encourage, as well, training and educational endeavor to raise the level of
standards and to provide a competent
crew and officers to manage this continuously growing fleet currently built
up by foreigners in our backyard. After all, they have not yet built up unmanned VLCC’s, containers, tankers,
bulker, RORO or dry cargo vessels.
As
the
lyrics
of
the
song Bohemian Rhapsody goes….
“Is it reality or is it fantasy (sea)…
It does not really matter to me…
It does not really matter to me…
It does not really matter to me...”.
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from Page 23
A Seafarer’s World of Fatigue...
E-Navigation is a concept
developed under the UN’s International Maritime Organization (IMO).
By definition, it is the harmonized
collection, integration, exchange,
presentation and analysis of marine
information onboard and ashore by
electronic means to enhance berth to
berth navigation and related services
for safety and security at sea and protection of the marine environment.
CASCADe which stands
for the model-based Cooperative
and Adaptive Ship-based Context
Aware Design has been launched. It
is a 3-year European Research Project partly funded by the EU. It is created in order to assist the increase of
everyone’s safety onboard vessels. The
general aim is to address the lack of
symbiosis existing between the design
of the current bridge, the operational processes, as well as the end user.
In the maritime environment,
there is a proliferation of an increasingly complex technology. Studies reveal the use of instruments having a
wide range of various user interface
or the provision of too much information which certainly leads to errors
including a reduction in performance.
Basically, CASCADe aims to
develop an adaptive bridge system so
as to recognize, prevent, and recover
from human errors by way of improving the interaction between the crew
and the machines located at the bridge.
The desired outcome is a totally new
human-centered design methodology
which will greatly support the analysis of agent interactions at the early stages of the design development.
Watchkeepers can make better
and safer decisions when ship bridges have evolved to become more ‘human-centered’ in order to prevent more
accidents from happening at sea. Can
you as an individual or an organization
take the challenge in playing the lead
role by contributing to this legacy of
injecting more technological advancements in the maritime industry particularly in the ship bridge to improve the
lives of our dedicated seafarers and help
end the struggle of fatigue onboard vessels for the general welfare of mankind?
JULY - AUGUST 2014
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51
No holds Barred Maritime Radio Program.
Tinig ng Marino on air every Sunday at Radyo Inquirer 990AM band from 10 to 11 am.
The Sunbaggers were the early guests during the blessing of C/E Procis Aquino’s mansion. From left to right: NPR, C/E Edwin Solidum, Capt. Joey Hernandez, C/E James
Morales, C/E Robert Jose Navarro, C/E Procis Aquino, Capt. Armando Morales, Capt.
Jose Vega, Capt. Jess Morales, Capt. Wally Rivas, and Mrs. Marlyn Ruth Ramirez.
UFS Staff Rey Sto. Stomingo (eight from right) during National Anti-Poverty
Commission 3rd Quarter Meeting on Formal and Migrant Workers compose
of public, private and migrant sector at One Tagaytay Palace Hotel.
NPR attending the consultative meeting for the
creation of NCR Maritime industry Tripartite
Council (MITC) at DOLE NCR office in Malate.
Arbitrating maritime dispute at National Conciliation
and Mediation Board (NCMB) at Department of
Labor and Employment (DOLE).
NPR filing Motion for Reconsideration at the
Malacañan for the Nepotism case against
Atty. Gloria Bañas of MARINA.
NPR discusses measures for speedy resolution
with fellow maritime voluntary arbitrators at the
National Conciliation and Mediation Board.
NPR and wife Marilyn Ruth with MARSAMAN Manning Agency executives during
their 25th anniversarry celebration at Bayleaf Hotel, Intramuros.
UFS staffs and volunter cadets during the 8th FAME Fun run held at SM Mall of Asia. Ms.
Ishi Istillore Manlupig ( 3rd from left) bags second place in 3K Female Category.
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MARINA Yesterday, Today
and Tomorrow
VersuS
Waiting for Justice
It’s more already than a year already since the
collision of M/V St. Tomas Aquinas and M/V Sulpicio
Express 7 but until now the families of the victims are
still waiting for the report that MARINA promised to
deliver two weeks after the incident.
Although a prime minister is not directly responsible in any maritime disaster, yet the prime minister of Korea resigned from his post and the Korean
maritime industry was overhauled totally when a Korean vessel M/V Sewol capsized with more than 300
passengers perished.
LTFRB suspended immediately Don Mariano
Transit 30 days after it fell and crashed into a van on
the skyway which resulted to the death of 20 persons.
LTFRB chairperson Winston Ginez immediately issued a press statement that they will closely monitor
the possible attempts of the Don Mariano Transit Corporation to re-register under a new name.
When a Florida bus fell into the ravine in Bontoc, Mountain province, LTFRB immediately ordered
a 30-day preventive suspension and the day that the
30-day preventive suspension order lapsed, LTFRB ordered again a six-months suspension.
Both MARINA and LTFRB are agencies under the
Department of Transportation and Communication
(DOTC) that must look after the safety of the riding
public. While the riding public on land transport was
able to obtain swift justice, thousands of innocent lives
that perished at sea are still crying for justice for years.
TNM cannot understand as to why there is a double
standard of justice in our transport system. Sulpicio
lines just re-applied using another name which is now
called the Philippine Span Asia Carrier Corporation.
The riding public must be warned that it is difficult to get justice if they die at sea. What can you say
Dr. Max Mejia Jr.?
The United Filipino Seafarers was born in
1994 when MARINA took over the issuance of Seafarers Service Record Book from Philippine Coast Guard
in which there was a delay of three months in the issuance of SIRB. Before MARINA took over, the PCG
can release the SSRB in one day and in one hour if it is
expedite processing.
Twenty years later, nothing has changed. The
queue is never shorter and the delay is still the same
as we see the bulletin posted in a conspicuous place in
MARINA building. Some seafarers are even complaining that it took them four months before their SIRB
was released.
There was even a time that the book became a
sheet of paper which is the first of its kind in the world.
The sheet caused a lot of trouble to our seafarers in the
airport immigration officers and port authorities.
Twenty years later the features of the SIRB is
still the same. At one time it has already security features but our current technocrats in MARINA reduced
it to its old form. Nothing is new after all the years.
Hello...
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JULY - AUGUST 2014
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NOTICE TO THE PUBLIC
NOTICE OF REWARD
DECKMASTER MARINE SOFTWARES, INC. is
the registered copyright owner of LoadMan
and BridgeMan computer software 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 sells or distributes
pirated LoadMan and/or BridgeMan Programs.
Persons who purchase, sell or distribute
unauthorized or pirated copies of said
computer software programs can and will be
criminally prosecuted in accordance with
Article 217 of the Intellectual Property Code of
the Philippines.
ALCUDIA LAW OFFICE
Counsel for Deckmaster Marine
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 received shall be treated with utmost
confidentiality.
Please Contact:
Deckmaster Marine
Mobile:
0917 591 6901
Landline: 788 9124
E-mail:
[email protected]
JULY - AUGUST 2014
TINIG NG MARINO
55
Response to and Rescue of MOB
by Ruth Cervantes
T
he thought of falling overboard an
ocean liner or a yacht is terrifying.
An actual experience is worse – one
either survives or doesn’t.
Survivors recount that they
have a hard time staying afloat, especially in dark, cold waters. Phil (not his
real name) said big waves, cold water
and exhaustion were getting the better of him but he tried to stay focused
on surviving. It lifted his spirit knowing that help was on the way.
Another survivor, @Marky,
said he was thankful that
he had safety gear on
when the accident
happened and that
his crewmates
had a strong
searchlight. Rescuers, on the
other hand,
say that time is
of the essence,
as well as the
proper equipment and the know-how
in using them.
What to do when a person
goes overboard
According to the January 2010
CRV Crew Manual, the immediate response taken by the crew member witnessing a MOB (man overboard) or realizing that a crew member is missing
is: (1) shout “man overboard” to alert
all crew to the emergency situation;
(2) throw a “dan buoy,” float ring” or
similar device so that the MOB can
swim to it, and in the event he does
not see it, it will serve as a reference for maneuvering the boat
back to him; and (3) point continuously with outstretched arm at
the MOB (if still visible) or Dan buoy
/marker, ensuring that visual contact is
maintained. This will also indicate the
MOB’s location to the Skipper/helm.
It is imperative that this crew member
does this and nothing else until relieved
from this duty by the Skipper.
According to Shipbusiness.
com, the Master shall make a
U-turn immediately to search the
nearby waters for
the missing person, and send an
emergency message on radio to other ships in the area to
request assistance.
If missing at sea, the shipping company
shall notify the missing person’s family with details about the situation. The
information shall be based on facts only
and not contain speculations of any kind.
( ht t p : / / s h i p s b u s i n e s s . c o m / h a n dling-missing-persons.html)
Response Enhancement
It is always good to enhance
the means and manner of response to
ensure a higher rate of rescue success.
Practicing rescue drills on a
regular basis reduces panic when actual
emergencies happen. It also familiarizes the crew to the location, handling
and operation of equipment. Actually
doing it on a regular basis reinforces
knowledge of what to do.
When a loved one is reported
missing at sea
Families of persons reported
missing at sea should immediately be
notified of the incident by the company.
The company should likewise inform
authorities in the home country of the
missing person. If the family suspects
any foul play, they may file either a
criminal suit against the suspects in the
country where the vessel is registered if
the incident occurred in the high seas
or in the courts of the country whwere
the incident happened in their territory.
For any other claim against the shipping
company, they may file a civil action.
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The ISP SHIP sails on smoothly
by Mia Lapis
T
he free SHIP (Seafarers and their
Households Integrated Programs) of the Integrated Seafarers of
the Philippines (ISP) has successfully
launched its series of worthwhile activities last summer.
On its initial offering to the
seafarers and their families, SHIP
conducted a seminar on how to put
up a business, buying the right franchise and growing one’s wealth. The
first batch of participants was very
glad having learned Cashflow 101
of the world’s best-selling author of
Rich Dad, Poor Dad, Robert Kiosaki.
The second part was held
on June 27, 2014 at the ISP seminar
room at Unit 401 Jemarson Building, 1618 P. Hidalgo Lim St., Malate,
Manila. More than 70 seafarers, seafarers’ wives and other members of
their families received practical tips
and knowledge on livelihood, business and money management. Enthusiastic participants from Metro
Manila and nearby provinces like
Laguna, Cavite, Bulacan, Pampanga
and Rizal came despite the erratic
weather condition.
The seminar focused on
“Entrepreneurship 101,” “Franchising” and “Cash Flow.” There were
also franchisors who shared their
success stories such as Dada’s Litson,
Ninik’s Lechon Manok, Montage
Skin Science and Aesthetics, Nails
Runway and Oh My Lash. They also
presented their business opportuni-
ties, opening doors to those interested and would like to start a business.
An average of seventy regular participants come every month,
and this July, they were did not miss
the lessons prepared by Ms. Florlynn
dela Pena, the Executive Director of
the Center for Small Entrepreneurs
(CSE); various franchisors from RK
Franchise Consultancy such as Frenzy Pizza, Oh My Lash, Nail Runway,
Montage Skin Science and Aesthetics, Kuya Ferdz Sisig and Ninik’s
Lechon Manok & Liempo; Mr. John
Raymond V. Sarreal, the Executive
Marketing Director for the International Marketing Group (on Wealth
Academy); and Realtor Ariane B.
Langit, the President/ CEO of Island
Empire Properties.
The ISP is not only engaged
in the economic well-being of the
seafarers and their families but is also
actively involved in social and civic
activities. With the support of MBC
Radio DZRH and the participation of
the Maritime Clinics and Doctors Association of the Philippines and other
major medical and pharmaceutical
companies, ISP conducted a medical
and dental mission on June 28. More
than 300 residents of Barangay 702 in
Malate, Manila were fortunate to receive free medical and dental services from 17 medical and dental practitioners, along with 21 nurses and
pharmacists. Prescribed medicines
were also given to the patients.
Also last summer, some 150
fire victims of the same barangay
benefited from ISP’s project dubbed
Operation Tulong. They received
clothes, ready-to-eat packed foods
and a week-long feeding program.
Captain Gaudencio Morales, ISP president, is inviting all
Filipino seafarers of all ranks, levels
and positions, sea or shore-based,
to join the ISP. He emphasized that
ISP is NOT a business enterprise, not
a labor movement nor does it have
any political advocacies but rather a
brotherhood association. SHIP conducts seminars every last Friday of
the month.
Those qualified to join are
classified according to the following:
•Regular Members who are the sea-
going members and in active duty,
and the shore based seafarers either
employed or engaged in business.
The benefits of membership are extended to immediate families;
•Associate Members who are private companies and organizations
supporting the thrust of ISP as a gesture of their appreciation and gratitude to the seafarers. They are, manning companies, maritime schools,
training institutions, associations
and labor groups, private companies;
•and Junior Members who are onboard students and apprentices.
This SHIP was conducted
successfully in partnership with the
Center for Small Entrepreneurs, RK
Franchise Consultancy and Island
Empire Properties.
JULY - AUGUST 2014
TINIG NG MARINO
Three crew members die after
falling ill while docked in UK
Arbitration on who pays for
Panama Canal expansion
delays starts late July
Three members of the crew
of the 1,815 dwt general cargoship
Suntis died after falling ill onboard
while their ship was berthed at Goole
docks, United Kingdom.
IMO vows fair treatment for
seafarers figuring in accidents
The International Maritime
Organization (IMO) has agreed that
work should continue to promote the
application of IMO’s 2006 Guidelines
on the fair treatment of seafarers in the
event of a maritime accident, as widely
as possible.
The decision came in the wake
of a survey of The International Maritime Organization (IMO) member
states by Seafarers’ Rights International,which advocates for seafarers’ rights,
asked for information on how the states
had passed the Guidelines into their
laws, or otherwise put the Guidelines
into effect.
The survey found out that
while some countries had passed the
IMO Guidelines, a few of them had still
to act decisively or require more information from IMO to help seafarers.
****************************
Saying goodbye to Panamax
box ships
The picture is bleaker for Panamax box ships as container carriers
increasingly favor a new generation of
fuel efficient ultra large container ships.
DVB Bank MD Richard Horton-Jansen said, “Panamax box ships,
especially those in the 3,000 - 5,000teu
range, aren’t obsolete. But they are definitely an asset class that’s feeling the
squeeze between the geared smaller tonnage and the larger, more fuel-efficient
vessels.”
****************************
57
All three - one German and
two Filipinos, were rushed to hospital
but expired later.
The Mission to Seafarers
rushed to the ship to take care of the
other crew member who fell ill.
****************************
MIAMI - Arbitration on who
will foot the bill for the cost over run in
the $1.6B upgrade of the Panaman Canal will begin in closed-door sessions
in Miami later this month, according to
lawyers.
Carolyn Lamm, an attorney
with White & Case representing the
Spanish-led construction consortium,
said both sides were ordered to submit
July 12 “their terms and draft procedural orders for how things will work.”
****************************
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JULY - AUGUST 2014
TINIG NG MARINO
by Alvin
Patrimonio
MGAP 5th Tournament at
Mount Malarayat
T
he Maritime Golf Association
of the Philippines (MGAP)
held its 5th Tournament at Mount
Malarayat last June 4, 2014.
It was sponsored by
Petro-Bulk
Maritime
Services, Inter-Asia Marine Transport, Inc., Harbor Star Shipping
Service, Inc., and Uniship Inc.
Winners of the tournament are as follows. Class A champion is Nemie Pagtakhan
with
83-14-69
(last nine 9=43) and
runer-up is Jay Viray
with
92-23-69 (last nine 9=47).
Left to right: MGAP chairman Emeritus Oyi Viray ( Sponsor); Director Gil Angles; Jay Vi-
Capt. Wally Rivas on a tee shot during the Sunbag- ray; Ninay; Engel Guzman; Director Jun Geronimo (Sponsor); Guest Caloy Tuazon; VP
gers tournament at Veterans Memorial Golf Course Willie Monillas; Nemie Pagtakhan; Director Dave Reynolds (sponsor) and Bobit Aquino.
Ernie Galang is the Class
B champion with 88-30-48 and
his runner up is Engel Cruz with
91-30-61.
Senior Division champion Gil Angeles with 93-26-67 and
Willie Monillas as runner up with
89-19-70.
Tournament’s guest champion is Caloy Tuazon with 78-8-70.
NOTICE TO THE
PUBLIC
This is to inform the public that
LERMA O. TUGANGI whose picture appears above is no longer connected
with
THENAMARIS
PHILIPPINES, INC. since July 1, 2014.
Any transactions made or entered by her from the date mentioned
above will no longer be honored by
THENAMARIS
PHILIPPINES,
INC.
From left: Rey Amper, Arman Morales, Jaime B. Morales, Rob- Capt. Joey Hernandez on a tee shot
ert Jose Navarro, Guilbert Llamado,Engr. NPR, Joey Hernan- during the Sunbaggers tournament
dez, Jess Morales, Jose Vega, Edwin Solidum and Wally Rivas. at Veterans Memorial Golf Course
60
JULY - AUGUST 2014
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Online
Posted last July 3 and 4, 2014
Happy memories sa barko . Ito ang isa sa mga exciting moments dito sa barko.
Hindi lahat ay mahirap. Ito ang buhay na pinili mo, kaya enjoy ka lang.
SEAFARER’S IDENTIFICATION
Keep a safe voyage.
AND RECORD SHEET
(TEMPORARY SIRB)
From left to right: Redan Fernandez, Richard Abainza, Eliazar Asiong, Matt
Montemayor, Patrick Ian Noble and Andrew Domdom
The Russian Immigration
Authorities did not accept the temporary SIRB issued by MARINA. If
we could not convince the Russians
that this document is valid and legal, our crew will be signed off. The
only option left for the principal is
to apply for Flag SRB.
On Monday, I will come to
see administrator Mejia to request
him to replace all Seaman’s Sheet
with a booklet. Otherwise, we will
be in trouble.
In my last post I only received 4 likes. I wonder, are we the
only one having this problem?
From Capt. Victor Alviola
“Pagmasdan ninyong mabuti mga katrabaho natin. Naulanan na, hindi FleetPro Passenger Ship
Management AG
pa rin pinapapasok, wala nang masisilungan dahil wala nang space”.
TO ALL PLAYERS, LEADERS AND
PRIME MOVERS OF THE MARITIME INDUSTRY.
I received this message. This is the
repercussion of issuing the “Seaman’s
Sheet”.
Victor Alviola Muhamad Suhaimi Bin
Ahmad Edward So 5 More...
Dear Victor,
As per our port agents in Russia,
immigration might not accept temporary SRB issued for crew members
since May. Do you have a bulletin or
announcement from MARINA that
clearly states validity of these? Otherwise we might have to sign off crew
prior to calling Russian ports.
Many thanks & Kind regards,
Janina Jung
Assistant Human Resources Manager
River Catering Ltd
30A Kolonakiou | Ayios Athanasios |
4103 Limassol | Cyprus
Member of FleetPro Passenger Ship
Management AG
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JULY - AUGUST 2014
TINIG NG MARINO
NOT YOUR FAMILY
We are not talking
about your family
here.
All of us are descendants
of adam and eve.
Sir, my parents
tought me that we
came from apes.
INSOMNIA
LOLO FORGOT
...............................................................................................................
Ano naman ang ibig
sabihin ng F?
FASADO SI TONYO
Ahhh, naubusan po ng blue na
ink ang ballpen ng titser, nay.
Ahh, ang ibig sabihin
niyan ay FASADO!
Do you sleep with other women
aside from your wife?
I STAY AWAKE
No, your honor. I sleep only with
my wife but with other women I
stay awake.
Isang SENIOR CITIZEN sitting on a
park bench na tulala!
POLICE: Sir, mukhang may problema
kayo?”
SENIOR CITIZEN: “75 years old ako
at 25 years old ang wife ko. She’s
at home now, beautiful, charming, and so in love with me. “
POLICE: “So what’s the problem?”
SENIOR CITIZEN: “My problem is I
forgot where I live.”
.................................................................
ANONG KALOKOHAN
Bukod sa akin, may nauna ka na bang kinunsulta
sa sakit mo?
Opo dok, nagpunta po ako sa
albularyo
THIRD MARRIAGES
A man went to a Doctor and complained of Insomnia. The Doctor gave
him a thorough examination and found
nothing physically wrong with him.
“Listen,” the Doctor said, “If you expect to cure your Insomnia, you just
have to stop taking your troubles to
bed with you.”
“I know,” said the man, “but my wife
refuses to sleep alone.”
.................................................................
Bakit puro pula ang mga grado
mo Tonyo??
At ano namang kalokohan
ang sinabi ng albularyong
iyon?
Magpunta daw
ako sa inyo.
HINDI KILALA
PACIFIC OCEAN
JUDGE: Is this really your third marriage?
ROGER: Yes, it is your honor.
JUDGE: What happened to your to wife?
ROGER: They died
JUDGE: How did your first wife die?
ROGER:She ate some poisonous mushrooms.
JUDGE: What about the second wife?
ROGER:She died from severe skull fracture.
JUDGE: How did she got a skull fracture?
ROGER: She didn’t eat the poisonous mushrooms.
KILLER: Father, mangungumpisal ako
sa mga kasalanang ginawa ko.
PARE: Sabihin mo lang anak kung
ano ang mga kasalanan mo.
KILLER: Alam mo father, lahat ng
naniniwala sa Diyos ay
pinapatay ko. Ikaw ba father
naniniwala ka ba sa Diyos?
PARE: Ha? Sino yon? hindi ko siya
kilala.
Nay, nasaan nga
ang Pacific Ocean?
Yan na naman! Yan ang problema
sa inyo. Kahit saan na lang ninyo
iniiwan ang mga gamit nyo. pagkatapos sa akin nyo hinahanap!
A Refreshing Addition
to Paco’s Unique &
Dynamic Landscape
RT AT
UNITS STA
4,300
VICINITY MAP
ARTIST’S PERSPECTIVE
H*
PER MONT
With well-designed amenities in a single-tower development, you will have
the right amount of space for you and your family to enjoy. Find solace and
nurture ties in an exclusive and secure environment.
With space to play, space to unwind and space to grow, experience
exceptional condo living at Avida Towers Intima.
Visit our Showroom at:
2ND FLOOR ROBINSONS OTIS
1536 Paz M. Guanzon St., 831 Zone 90, Paco, Manila
You may also view our model units at avidaland.com
(02) 848 5200
avidalandph
HLURB LTS No. 26391
* 10% stretched over 48 months with 10% spot down payment and 80% under bank financing. Until August 31 only.
ARTIST’S PERSPECTIVE

july - august 2014 - United Filipino Seafarers United Filipino Seafarers

Transcription

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