Marino World July-Aug 2017

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VOLUME XII NO.4 ISSN 1908-0972

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JULY - AUGUST 2017

MARINO WORLD

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COMING CREWCONNECT GLOBAL

Cover Story Maintain Basic Seamanship MODERN TECHNOLOGY INFLUENCE OVER DECISION MAKING

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Shipping DESTROYER VS. CONTAINER

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Governance MARITIME IN 2ND SONA

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PEZA SEEKS INVESTORS

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Content

ABOUT THE COVER Technological advances also create dysfunctions, more so on rushed or early application. Technology could

warp decisions should basic skills are not honed. It’s not back-to-the-basics but backing the basics.

EDITORIAL BOARD Publisher

Editorial Consultant

Lyn Bacani

Creative Director

B. Cortes Lagac

Content Critique

Commo. Dante Jimenez

Eva Tan

Jhon Henson Ong

Legal Counsel

Atty. Manuel Obedoza Jr.

News and Feature Writers Coca H. Strobar

Ligaya Caban

Contributors Ms. Merle San Pedro

RAdm. Adonis Donato

Atty. Cristina Beltran

International Contributors

F R Chowdhury

Mark Millar

Richard Teo

Special Project Manager

Visayas Correspondent

Photographer

Circulation Assistant

Gel Miranda

Joamirica Tud

Boy Ilano

Joana Marie Tud

EDITORIAL OFFICE 1732 Modesto St., Malate, Manila, Philippines Tel. / Fax (632) 521-3633 marinoworldpublication@gmail.com Mobile (63) 906-491-2777

Published by Bacani & Associates Media Services Co. (BASMS) www.marinoworld.com.ph

Publisher Note

Strike while Hot, Prepare For the first time in Presidential SONAs, maritime concerns have been focused on.

Not just to cater to sprinkling of interests nor public relations verbiage, the sitting President is genuinely plying on maritime issues.

Private sector stakeholders are also on a high gear, led by the Movement for Maritime Philippines (MPM) crafting a national maritime agenda. MPM takes moral ascendancy as The President has pledged to support even as he was still in the electoral campaign. Fact is, of the five serious presidential wannabes, he is the only one who attended joint maritime fora and gave assurance.

And President Rodrigo R. Duterte is not one to renege on his words.

The country is already the Manning Capital of the world, taking over a third of merchant mariner jobs. China is disputing this, some nations aspiring for it. Bottom line, the Philippines is popular because her seafarers are maximizing (read, cheaper) than sailors of advanced economies.

Time perhaps to upgrade, not unlike the brief try of President Gloria Macapagal to train “super maids” over the prevailing low rates on our domestic helpers. The experiment failed, more on employment agencies and brokers unwilling to risk losing business rather than standing for better salary to fellow nationals.

The market now and the future are optimistic. Even with global business still

keeling, hiring has never stopped. After all, world cargo is moved 90% by water.

More crew are hired by bigger and energyefficient vessels, the change-overs even giving impetus to ship re-cycling (katay) business in Bangladesh where India leads as we covet with our plans in Mindanao.

Of course, there on flies on the ointment, like the mass autonomous vessels which navigate without mortal crews but on digital technology. That may be a long time in coming but should we response when MASS is already standard practice? We are naturals for this, a nation enamored on education, on college degrees (sadly for jobs rather than knowledge). But we also have the weakness for shortcuts, for faking diplomats and trainings. And government always the whipping boy when the private sector is equally at fault, with greed.

Other countries are not coy in competing against us. Vietnam and Myanmar are gearing their seafarers for world duty.

Nigeria is sending maritime scholars to be trained by us. Hopefully, we do not repeat the sad result of being the largest importer of rice from the country we trained in Los Banos, UP-IRRI. The official IMO and the respected BIMCO both report of thousands of ratings and officers needed over 2020 as warm bodies are not boarding as much as old-hands are retiring. The underscoring are for officers, uneasy with our records of degree-holder ratings just 10% opting to move up as officers.

This may be a residual cultural damage, of generations after generations on their knees before colonialists masquerading as Christian crusaders, Democratic saviors or Co-Prosperity partners. But when do we move on? Should we act as children blaming parents for their own faults as parents already?

Let us take lessons from Japan and Taiwan, for example. These nations used to produce weak products at the cheapest price. They moved away from their success to embark on better success: producing great products at their price.

Advanced economies “discovered” our mariners as skilled enough at give-away price. We do not advocate for salary and benefit squeezes but skills upgrade to be more competitive --- for along the way, increase perks and benefits shall come.

A trend that helps us is digital communications on vessels available to crews. This will bridge over loneliness on families, on loved ones which is prime value for Pinoy mariners. A main reason they do not become officers is that instead of studying while ashore, they would rather reunite with their families, with their loved ones, celebrating the bounty of the profession over their usually poor neighbors.

Being home is their parade.

But should we not strike while the iron is hot?

Like preparing instead of just celebrating?

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Capt. Belal Ahmed

MAINTAIN BASIC SEAMANSHIP

MODERN TECHNOLOGY INFLUENCE OVER DECISION MAKING

by Coca H. Strobar At par with being Managing Director of Western Shipping Pte. Ltd., Capt.

Belal Ahmed’s passion is into concerns of the global maritime industry. His vision often overarches those of personal interests; his mission, to cascade standard of competence to policy makers, to users and to doers, ultimately.

Alongside, to State regulators to mandate objectives and requirements, give pangs to regulations and implementation. His

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dedication to industry is reflected in his work in various industry forum include as on officer of IMEC for over a decade.

Wary.

Arguably, Capt. Ahmed keeps cadence with technological developments. But he is cautious on applications, particularly digitalization, in that mariners tend to lose basic seamanship resulting to accidents, collisions, and similar problems.

He is all for the new drive but the overdrive that compile new things may put to risk tested methods. When slips pile-up, then accidents happen. The Captain notes this year, the industry has yet to face up to the problems, seeping even into small companies.

Hence, we see Capt. Ahmed present and eagle-eyed during the two-day WESTSHIP Safety Seminar dubbed “Safe Navigation, Ensures Safe Voyages”

Cover Story

with its Philippine manning partner Western Shipping Southeast Asia. This was last July 13 at the Marco Polo Hotel, Pasig City and July 14, at the Prestige Tower, Ortigas, Pasig City.

WESTSHIP Maragkousis with WSSAI Manny and Mariel David.

He even casually participates, expressing his concern and dedication to safe navigation vis-à-vis the views of the Speakers who are subject matter experts (SMEs): Christos Maragkousis, Deputy Manager, Western Shipping Capt. Niladri Chakraborty, SQA Manager, Western Shipping C/E Edwin Rafon, Superintendent, Byzantine Maritime- Greece Capt. Rainier Jimenez, Training Manager, WSP Maritime Training Center Capt. Alban Castellino, Consultant, WSP Maritime Training Center Examples.

Safe navigation --- just two words but affect worldwide maritime industry, be multinationals, transnationals or small family-owned firms. In parallel with operations are technical innovations, ECDIS for one, Capt. Ahmed points out. These could free seafarers time to do better things. But he questions how do we agree on protocols to implement industry-wide.

He says WESTSHIP is addressing problems industry may be having. While almost all crew and officers stay on with WESTSHIP, some do leave for various reasons. Many will carry knowledge learned from WESTSHIP. But without continuing education and training like WESTSHIP, skills could retrogress and accidents could happen.

Capt Ahmed points out “Every company should campaign that Navigators on board do not rely too much on equipment, to be aware of limitations on ALL digital navigation aids. Be vigilant,

try to apply the navigation rules that has been there for hundreds of years that has never changed. Due to introduction of digital equipment, navigators tend to forget the age-old methods… Overreliance on new digital equipment makes the seafarer over-confident, overcomplacent that may lead… to loss of life, environmental damage.”

Clearly.

He sounds the clarion call: new things must be searched to reduce rising incidents. And more than words, he expect meaningful implementation. He underscores, “Western Shipping is trying to address this” in its regular safety seminars.

The Captain presents views in pragmatic terms, not as spaced-out rocket scientist.

In essence, new solutions beget new problems. He gives examples from daily life: •

On land, mobile apps guide people to destinations on GPS. How many accidents were caused by these

innovations as drivers become complacent with digitalization?

•

On air, a pilot goes to rest at hotels after logging six hours airborne. A seafarer is on the watch four hours, then another four hours, for months on end --- isolated, away from family and friends.

•

As complex as the logistical chain is traffic of the carriers (ships, planes, trucks) over blue waters (warfare, pirates, inclement weather) and limited facilities (berthing, terminal works, Customs formalities). All these affect the mariners, so are the businessmen who also take risks.

Capt. Ahmed recalls streets of Manila are now full of cars, 20 years ago it was not. With increased trade, the Singapore Strait is in the same dilemma: increasing demand that must be served with the same space. He worries, “safety issue has not been addressed” as it should be.

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MODERN TECHNOLOGY INFLUENCE OVER DECISION MAKING

Numbers.

He believes issues affect an increasing number of crew; more importantly, is “the professional attitude of today’s seafarers, how much reliance they have on the technology instead on the basic safety navigation.”

He laments basic rules takes second fiddle to new technology. Basic navigation procedures are ignored.

Instead, there is over-reliance on technology leading to information overload --- then, accidents follow as data banking replaces decision making.

He believes such is also the case in trade, over-automated. The adaptability of the navigators is not maximized, considering there is only one officer (instead of the ideal two for back-up).

When a big tanker is on collision course with your vessel, what do you do? This scenario pushes Capt. Ahmed to bring navigation to the front again, combined with pep talks for mariners to be mentally ready when at sea.

Capt. Belal issues a rhetoric, “What

could be more prevalent to say, a Filipino container ship hitting U.S. destroyer. It’s navigation safety…we’re focusing on navigation and in the rule of the road, each vessel is responsible, you cannot say, sir he didn’t do anything.”

Pampered.

Capt. Ahmed thinks there are only few positives in overall Philippine industry.

It has more simulators than any country in the world. But under-utilized. He thinks this is because the teaching faculty is not bench-marked to international realities. Ambience and atmosphere in Southampton, Amsterdam are quite different from Tarlac, Batangas, Cebu, Davao. Filipino Overseas seafarers should be oriented properly.

Manila has all the resources. Yet, Capt. Ahmed thinks the majority of Filipino seafarers have not leveled up to international competitiveness. He adds, “The number of Filipino seafarers is not going up anymore. Steady, but not going up anymore.”

He observes Philippine economy is doing well. That having a job ashore need not

compel one to go to the sea and leave the family. The attraction of earning more money is fleeting. Something needs to be done by industry as well as by authorities, to keep this proud profession among the Filipinos, continue their service to world of shipping.

Manning agencies process applications for senior officers (i.e. Chief Engineers, Captains) and but a large number do not succeed, even if they are qualified on the very high standards on tankers, LPG carriers. Capt. Ahmed would like to see this change and larger number of Junior officers make it to top management level job on board.

He wishes for more qualified officers, confirming the shortage on officers as announced earlier by the IMO and the Baltic and Intl Maritime Council (BIMCO). He observes Filipino mariners are taken care of like no other seafarers in the world. Industry supports them in their education, work insurance, POEA protection, AMOSUP benefits --- they have everything seafarers should need.

Thus, Capt. Ahmed expects “quality must improve.”

WSPTC Consultant Castellino

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Chief Engineer Sol Yeban sharing his views.

Choice.

Capt. Belal believes having stayed long in maritime in the Industry, “I think the Filipino seafarer has contributed so much and continues to contribute so much.

We should not make a dilemma for them.

When you talk about things to improve, we don’t say they are not good, including myself. Some people take it in a negative way. I am one of those that has fundamental trust and faith in Filipino seafarers. And I don’t wish to see this diminish in any way.”

WESTSHIP managed bulk carriers are manned by an all-Filipino crew. Capt.

Ahmed admits “We would love all Filipino.” Unfortunately, not enough is available. But while all Filipinos are prospects, he will not compromise on quality.

An incident could pull down a company that is why there is evaluation on competency, plus double-checking.

Currently, ratings are 100% Filipinos, 60-65% for officers. There remain some 30-35% for senior officers like Masters, Chief Engineers but none yet for key posts.

He thinks there are competitors in the Philippines that catch them before he does. For now, he is investing on career development, like IMEC cadets in MAAP. The company also train seafarers who are recommended by officers or

ratings who are employed in Western shipping managed vessels. This twotrack policy provides options for officer development as well as development of ratings.

State of the Art Training Facility provides hands-on training to all seafarers who are on board as those who aspire to be seafarers. Huge financial commitment for training is an indication of the commitment Western Shipping has for the future of Filipino Seafarers.

Changes.

On top of weak economies, shipowners are saddled by new requirements: water ballast management, fuel and emission regulations, other International Conventions going into force. Shipowners must comply, invest millions of dollars as they agonize for seafarers to also stand up and fulfill their end. Sadly, initial reactions are often negative to shipowners who are blamed for demanding new trainings for new competencies, new certifications.

Capt. Ahmed believes it is “always the responsibility of the shipmanagers to train” the crew. How? Start early, a “good operator will prepare the crew,” he insists.

He adds teaching is not only for the sake of the crew but of the whole industry.

Knowledge imbibed preempts incidents that could crash investors now reeling

with a stubborn business downturn not showing any sign of a faster recovery.

Not lost is the fundamental trust and faith in Filipino seafarers. But its Government must not be complacent, like expanding meaningful services to Cebu, Iloilo, Davao as major sources of seafarers whose inputs to the economy and family must be recognized, clearly acknowledged by way of better services and professional upgrades.

Capt. Ahmed is a straight talker who expresses his thoughts clearly and without worry who might be offended by his views.

His expertise is beyond question, readily sharing it with those in need. In a deeper sense, the Captain is a true friend, realized better in critical times.

Capt. Ahmed feels the stormy economic weather. But still the job must be done; whatever, however. Ever an optimist, he sees the glow even on things he critiqued. Proof is when he warms up with, “K12 is a fantastic thing…this is a positive development.”

(Editor’s Note. Article based on an interview granted by Capt. Belal Ahmed July 14, 2017, at the Western Shipping Southeast Asia offices, Prestige Tower, Pasig City.)

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Capt. Davaris Perspective

TRAINING AND LOYALTY Just as the Philippine infrastructure program is Build, Build, Build, that of Byzantine Maritime is Training, Training, Training as espoused by Capt. Dimitros Davaris, Crewing Manager.

STCW regulations, as amended in Manila.

Certificates of competency and proficiency are on open access, so are for officers.

Master or Chief Engineer licenses are harder, requiring blue waters experience on board.

cargo and lives are in his hands, so much responsibility as a person and as part of a mariner team.

Byzantine Maritime Corporation of Greece is the owner and charterer of 12 bulkers managed by Singapore-based Western Shipping (WESTSHIP). Western Shipping Southeast Asia (WSSAI), Philippines provides Byzantine the all-Filipino crew, ratings to senior offices. There are 24 Filipinos in each Byzantine bulker.

Licenses and experience are also Byzantine mandatory requirements for higher company postings, backed-up with continuous seminars and reviews on safety.

Capt. Davaris agrees Filipino seafarers used to be very good, gathering 80% of jobs in the maritime world. And it was easy for them to open doors from one company to another. But now, Capt. Davaris believes they have lost the control.

WSSAI is an active member at the Filipino Association for Mariner’s Employment (FAME) and the local International Maritime Employers’ Committee (IMEC); participates in industry activities and a consistent sponsor of IMEC cadets at the Maritime Academy of Asia & the Pacific (MAAP).

The mantra on training is both a need and a need to, given the close-quarter combat of cargo carriers in the depressed bulker trade, particularly.

Currently, senior officers could take more vacation, with wages and perks basically steady. But it is a time when company loyalty is at prime, testing opportunists from reliable crew given the rough sailings of the company these days.

Focus.

Capt. Davaris diligently watches the crew officers, the system of the Philippines on

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The company offers a break to those with the certificates and experience claimed. They are trusted to start but are checked and evaluated while on the job. After the evaluation, Byzantine decides whether to accept or reject the applicant.

Prepared.

Business downturn is not made an excuse.

Training continues, as it was in 1960s, in the 1990s and onwards to full certifications.

There are orientations on crewing matters, on accidents, refreshing techniques to avoid more serious incidents.

Capt. Davaris says in the shipping industry or in the office, something new always turns up. No one should be settled, even those with experience. Graduates and young officers must be aware of new twists, of the need for continuous learning at all stages.

When one goes to sea, he leaves his family, his loved ones. Therefore, he must best exhibit seafaring skills and be attentive to safety details and procedures. The ship,

Image.

He thinks the wife decides, does the negotiations as did his wife of more than 20 years.

Davaris says he has no problem with Filipinos, they are his good friends. But Filipinos have started to think differently. The new attitude is losing shipping from Europe which heads to China, Myanmar (Burma) and Vietnam in the Southeast Asian economies.

Filipinos should cultivate loyalty to the company, ply come great or hard times. These are ways to honor the break given which opened career opportunities. On the flipside, it is demeaning to trade that trust for just more dollars or little perks.

His idea of a great professional relationship is simple: principal provides trainings essential to career and safety; crew must be loyal to the job and partners. This could be the core element to mutually survive challenges in the maritime industry of the world these days.

Shipping

ICS SecGen Hinchliffe

IMO ASKED DATES FOR BALLAST WATER The International Chamber of Shipping (ICS) has urged global regulator, the International Maritime Organization (IMO), to define proposals from a broad coalition of governments on the implementation dates for installing new ballast water treatment systems.

2019. This would extend the date by which all ships must have installed a system to 2024 from 2022.

“If this pragmatic proposal is agreed, this would allow shipping companies to identify and invest in far more robust technology to the benefit of the marine environment,” says ICS Secretary General Peter Hinchliffe.

From an environmental protection standpoint, ICS insists there is no logic in requiring ships to comply with more stringent type-approval standards only adopted by IMO in 2016 (yet, about to be included in what will soon become a mandatory Code for Approval of Ballast Water Management Systems).

ICS reminds the IMO Marine Environment Protection Committee meeting on the first week of July to decide on the dates, given it is just two months (by 8 September 2017) before the entry into force of the IMO Ballast Water Management (BWM) Convention.

This will have critical significance on around 40,000 ships as the BWM Convention requires ships to retrofit the complex new systems by their first International Oil Pollution Prevention (IOPP) survey following the entry into force of the new regulations.

Brazil, Cook Islands, India, Norway, Liberia and United Kingdom want to delay implementation by two years or

This proposal is fully supported by ICS and its member national shipowners’ associations.

ICS notes that these more environmentally robust standards will not become mandatory for new system approvals until October 2018 and that only systems being installed into ships from October 2020 will be required to have been approved in accordance with the new Code.

Additionally, because of a lack of confidence in the existing IMO typeapproval process, and the previous uncertainty as to when the Convention would enter into force, very few ships have so far been retrofitted creating a jam in yard capacity.

On top of the possible shortage of shipyard and manufacturing capacity to retrofit around 40,000 systems, ICS is wary many shipping companies are being forced to install expensive new equipment that may not be guaranteed to operate correctly in all of the normal operating conditions they would reasonably be expected.

Worst, if the ships are approaching the end of their typical 25-year life.

Hinchliffe reiterates, “It is vital that IMO makes a definite decision about the implementation schedule at its meeting in July so that shipping companies have absolute clarity and can take sensible decisions about when to install these high cost systems in the best interests of the environment.”

ICS fully supports the BWM Convention to address invasive marine organisms damaging local ecosystems through unwitting transport in ships ballast tanks.

But the entry into force of the BWM Convention presents ship operators with serious challenges because systems approved with the more stringent IMO standards adopted in 2016 are not yet available.

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USS Fitzgerald on Dry Dock 4 at Fleet Activities (FLEACT) Yokosuka, Japan.

(Photo, 1st Class Peter Burghart)

FITZGERALD - CRYSTAL COLLISION

COLREGS REVISIT

by Coca H. Strobar Over two months after the incident, US Rear Adm. Dawn Cutler, Navy Chief of Information, is on the usual bureaucratic posting at the Navy’s official Twitter: “It is premature to speculate on causation or any other issues” as the Navy and US interest are yet to develop a comprehensive picture of the collision.

He further sugarcoats an obligation with magnanimity: “Once we have a detailed understanding of the facts and circumstances, we will share those findings with the Fitzgerald families, our Congressional oversight committees and the general public.”

USS Fitzgerald (DDG 62), an Arleigh Burke-class (Flight I) guided missile destroyer, part of the US 7th Fleet forward-deployed in the Pacific. It has 71 tenant commands, about 26,000 military and civilian personnel.

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The warship collided with ACX Crystal, carrying 1,080 containers on June 17 (01:30-Japan, 12:30-Philippine time).

This was near Shizuoka, Japan, about 56 nautical miles (104 kilometres; 64 miles) south of the Yokosuka Japanese and US naval bases at the entrance of Tokyo Bay. This is nearby the Izu peninsula known for maritime accidents with ships steaming to reach Tokyo by daybreak.

T Truong Huynh, 25, of Oakville, Connecticut •

Gunner Mate 2nd Class Noe Hernandez, 26, of Weslaco, Texas

•

Fire Controlman 2nd Class Carlos Victor Ganzon Sibayan, 23, of Chula Vista, California

•

Personnel Specialist 1st Class Xavier Alec Martin, 24, of Halethorpe, Maryland

•

Fire Controlman 1st Class Gary Leo Rehm Jr., 37, of Elyria, Ohio

Casualty.

Seven US navy sailors died: •

Gunner Mate Seaman Dakota Kyle Rigsby, 19, of Palmyra, Virginia

•

Yeoman 3rd Class Shingo Alexander Douglass, 25, of San Diego, California

•

Sonar Technician 3rd Class Ngoc

Media report Cmdr. Bryce Benson’s cabin was crushed by the impact, sending him hanging outside the vessel superstructure. Two other sailors were injured; Benson was relieved of duty and sent to the hospital.

Shipping

In contrast, all the 20 Filipino crew of ACX Crystal were not injured. Minor damage was on the merchant ship’s port bow and bulbous bow. The Fitzgerald suffered severe damage to her starboard side superstructure and starboard side below the waterline.

ACX Crystal is owned by DainichiInvest Corporation, a Japanese ship investment firm. The ship has been bareboat-chartered to Sinbanali Shipping and managed by Sea Quest Ship Management in Manila. In June 2017, ACX Crystal was employed by NYK on its ‘PX1’ (Phoenix 1) intra-Asia trade line linking Japan, Vietnam and Thailand ports.

As common in the container shipping industry, the ship cargo capacity is shared

by NYK with other lines such as Mitsui O.S.K. Lines, K Lines.

Sovereignty.

The Maritime Industry Authority (MARINA) and the Sinbanali Shipping crew confirmed they are finished with investigations, but just on the part of ACX Crystal. Both refuse to release the copy of the report wary this may be onesided as they still await data from the US Navy.

Sinbanali Port Captain Fredie Perez and one from Sea Quest Ship Management boarded the ACX Crystal and interviewed their crew. A panel from MARINA followed last June composed of Jeffrey Bangsa, head of Enforcement Service; Reinier Pascual, Investigator and Capt Renante Ladines, Chairman of the Board of Marine Deck officers.

The MARINA panel was blocked from entering the Fitzgerald, US Navy officers claiming sovereignty given to warships by international law. Bangsa et al submitted their report to the MARINA Administrator early July, facts solely from ACX Crystal being Philippineflagged.

Doing well.

Perez says things are business as-usual for ACX Crystal: her captain home so are

those whose contracts are finished, the vessel dry-docked for maintenance and on operations again.

Perez clarifies they have to wait for the US version for objective and balanced reporting, not based on hearsays nor agitations. To prematurely release the MARINA side sans those of the US may exacerbate things, further stirring confusion. Simply stated, Capt. Perez wants to be fair: two parties are involved so two parties must input. (Even the Japanese Coast Guard report is pending waiting for the report of the US.) After fulfilling visa formalities, the Philippine panel was complete and able confer June 22nd with the Japan Coast Guard, Japan Transport, US Coast Guard for ways and means to board the warship Fitzgerald.

conduct independent investigations, shared mutually for an objective synthesis. This is the ideal but the pragmatic reality is that States will protect its interest and those of its nationals. More so when lawsuits are filed, evidences presented from the investigations (with parties culling only data favorable).

Perhaps, the US Report may be forced into open should the survivors of the casualties file claims against the US Navy and its Government. It may be an intra-US litigation, Filipinos uninvolved having no injuries (except for ACX Crystal).

Ladines explains they are not criminal investigators but limited to conduct a marine casualty investigation. They are not to blame nor judge on any error but just on fact-finding to avoid replication, plus mutual sharing of information with all the parties involved.

The irony is that even Filipino nationals and media cannot access to the Philippine report, officials are all mum guarding on protocols and career. Meantime, the U.S. Navy, U.S. Coast Guard (on behalf of the National Transportation Safety Board), Japan Coast Guard, MARINA are conducting simultaneous investigations. In fact, the US Navy has two parallel investigations running, including a legal inquiry by the Judge Advocate General Corps (JAG).

Diplomacy.

Hanging, too.

The protocol on releases of information is very rigid. The panel has submitted its report to Deputy AdministratorOperations Alfredo Vidal who passed it to the Administrator. Being an attached agency, MARINA must forward its report to the Secretary of the Dept. of Transportation, through channels. In turn, DOTr must abide by the Dept. of Foreign Affairs as the incident has diplomatic implications being in between three States, on foreign waters, involving a craft with recognized sovereignty.

The Associated Press reports on July 24 that Japanese authorities said they were almost finished with their investigation but still haven’t been given access to data from the U.S. side. The ACX Crystal, and most of its crew, were allowed to leave Japan for Thailand after repairs were finished.

As gathered by the Philippine panel, the incident occurred midnight, 1:30am Japan time, an hour ahead of RP time.

This is from ECDIS, recording VDR voice data, radar, and allied operational data similar to the “black box” on airplanes.

Data seen or recorder could be contestable; hence, parties involved may

Yoshinori Fukushima, spokesman for the owner of the freighter, said the captain and some crew members had stayed behind voluntarily for additional questioning.

The crash occurred on June 17 south of Tokyo off the Izu peninsula, within Japanese territorial waters. But the U.S. military holds the right to investigate its naval vessel and has not cooperated with Japan invoking the bilateral status of forces agreement.

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COLREGS REVISIT

Japanese coast guard officials said that they were still discussing possible cooperation with the U.S. side, but that nothing concrete has been decided and they could not say when a conclusion was expected.

A team of experts at the Japan Transport Safety Board is also investigating the cause of the accident. Board spokesman Katsunori Takahashi has said officials may have to compile a report of what caused the accident only with what information they have. There have been past cases in which the U.S. never cooperated, he said.

The USS Fitzgerald, by far the smaller vessel, was carrying nearly 300 crew members when the ships collided. Severe damage to the right side and bottom of the guided missile destroyer flooded the berths of 116 sailors. Navy divers found the bodies of seven sailors in the ship after it returned to the naval base at Yokosuka, near Tokyo.

Views.

Some public posts on the Internet: * Maslow Mama @MaslowMama: US declined to help investigation, because we know it was our ships error. Will we ever learn to be honest and humble? * Lan Huynh @lan__tea: I can’t wait for the answers that we, the Fitz7 family, have been waiting for. No, we will not go gentle into that good night. * @dickiewood: Well, that’s surprising…I hope that they settle (generously) with the families promptly. * Richard Rodriguez @CaptRodriguez: Most here will realize that both parties will be found responsible. Contributory negligence is an important concept. * Carol Caprio: Who cares what the container ship was or wasn’t doing!!!

How in the world can a high tech US Warship, with the most sophisticated radar systems available, not avoid a 730’ container ship plodding along at 12-15 knots??!! Alarm bells should go off when any ship is within 2 miles of a warship.. at that distance, it would take the

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container ship about 10 minutes to reach the Fitz... plenty of time to accelerate or steer clear! I suspect gross incompetence of the Fitz’s night shift crew!!!

(TEU), gross tonnage of 29,060, net of 14,422 and deadweight of 39,565 tons.

* Liberty88 : The sailors/technology aboard the Fitzgerald are trained to see a mosquito on a girl’s buttocks 100 miles away. They couldn’t see a container ship 3 times the size of the Fitzgerald?!

Rule 5 (Look-out) provides every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and or the risk of collision.

A couple of thoughts 1. Did the container ship have some kind of Chinese technology that disabled the Fitzgerald so that they could turn around and ram the warship?

2. Was the Fitzgerald deliberately getting in the way of container ship to engage another war?

3. Why is it that the military declines comment except to say that the other ship was on autopilot - does this mean that the military was on auto-stupid?

4. The ACX Crystal came from the Philippines which so happens to be embroiled in a huge ISIS battle - funded by the CIA. Is this their means of getting back at the US military for its voyeurism?

Collision Regulations.

Filipino maritime experts, veteran navy officers and government officials are unanimous but refuse to be named so as not to preempt the investigation, and the usual caviat on their positions and career.

A retired navy officer says, “When there is a collision both of the ships are at fault. Why? There should be no collision, why did they collide? There is such thing as law of prudence.

He refers to the International Regulations for Preventing Collisions at Sea 1972, also known as “COLREGs”, “Rules of the Road” or “RoR”, prescribing rules to be followed by vessels at sea to prevent collisions.

Some COLREGS.

No way.

Rule 2 (Responsibility):

International media organizations, like CNN and Reuters citing anonymous sources, pinpoints USS Fitzgerald was at fault. But as of our press time, all three States (US, Japan and the Philippines) have neither denied nor confirmed who is at fault.

(a) Nothing exonerate any vessel, or the owner, master or crew thereof, any neglect to comply as required by the ordinary practice of seamen nor by the special circumstances.

Former destroyer commanding officer Joe Bouchard says on 13News, “It mystifies me why they weren’t able to avoid collision…Their lookouts should’ve seen it, large merchant ship.

Merchant ships tend to have lights all over them, very large radar signature, and the Fitzgerald is much more maneuverable.”

ACX Crystal, is 222.6 metres (730 ft) long overall, a beam of 30.1 metres (99 ft) and fully laden draws 12 metres (39 ft) of water. She has a container capacity of 2,858 twenty-foot equivalent units

(b) Due regard shall be had to all dangers of navigation and collision and to any special circumstances, including the limitations of the vessels which may make a departure from these Rules necessary to avoid immediate danger) Rule 7 (Risk of collision): (a) Every vessel shall use all available means appropriate to the prevailing circumstances to determine if risk of collision exists, even with doubt such risk exist. (b) Use radar equipment, including longrange scanning to obtain early warning

Freighter ACX Crystal against warship Fitzgerald

of risk of collision and radar plotting or equivalent systematic observations of detected objects. (c) Do not assume based on scanty information, especially scanty radar information. (d) Factor these in determining risk of collision: (i) If the compass bearing of an approaching vessel does not appreciably change (ii) When an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when at close range.

And more.

He gives parallel examples: You can only have port-to-port if the road is wide. If it is EDSA, yes you can have your keep as there is a drawn lane. None drawn In Tokyo Bay, just as in Manila Bay which is bigger than Tokyo Bay. There are so many ships but if you want to pass redto- red, is there no danger on the other side.

What is unknown is a container ship is huge and draws water when in replenishment at sea. It is not prudent to be besides as the volume will suck you to the point of breaking you up.

A former navy officer and a shipbuilder says If one sees a red light, he is the

burden vessel which must evade, business vessels normally by honking or radar blimps. A US Navy ship has the speed, maneuverable --- so much crew and cutting-edge technology. Big ships has no shift gears, backing down is just by reversing the engine (not literally turning around) and stops a kilometer more than the usual three kilometers.

ACX Crystal main engine, manufactured

by STX, is an 8-cylinder MAN B&W 8K80MC-C low-speed diesel engine with a maximum continuous rating of 28,880 kW (38,730 hp), giving ACX Crystal a maximum speed of 25.3 knots (46.9 km/h; 29.1 mph), a service speed of 23 knots (43 km/h; 26 mph).

Fitzgerald incident shows “they had failed to follow standard navigation procedures.” Again.

The United States has paid nearly $2 million compensation to the Philippines for damage to 25,240 square feet of coral reef that would take a generation to grow back. The USS Guardian minesweeper, a 224-foot warship, had to be cut to pieces to avoid further damage to the UNESCO World Heritage Site in a salvage operation of 10 weeks costing roughly $25 million.

The 79 crew members were evacuated after the ship’s hull was punctured. No one was injured.

National Coast Watch Council Secretariat U/Sec Jose Luis Alano empathizes with parties to the accident, that no one wants it to happen. And since investigations are on-going, he keeps on objective silence rather than spewing perspective not backed by data nor facts.

Washington promptly apologized and issued a report five months later blaming four members of the crew. The US Navy’s Pacific Fleet relieved the four, who included the commanding officer, after it was discovered they have failed to follow standard navigation procedures.

Becoming habit.

The incident stirred nationalist anger against the United States, a former colonial ruler of the Philippines that remains the Southeast Asian nation’s most important military ally.

The collision seems to portent a lackadaisical attitude of US Navy on patrol on international waters, armed with the latest of technology but forbidden to wage wars. This seems to gnaw on macho ego; like, so much muscle ordered to just pedicure.

A former navy official, echoed by mass media security publications, thinks the

The USS Guardian, en route to Indonesia after visiting a northern Philippine port, sailed into a protected area where vessels are not allowed due to ‘poor voyage planning’.

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Manning

WORLD LARGEST & MOST INFLUENTIAL

COMING CREWCONNECT GLOBAL FOR MARINE HR

Teekay John Adams

All roads lead to Manila this November --- CrewConnect Global Conference, the world’s largest and most influential meet for the Marine HR community. Some 600 international participants come to digest views of 80 expert speakers.

Bonus for this year is the CrewConnect Summit, a one-day conference on challenges in the cruise industry.

Whatever the industry, the challenges for HR professionals remain the same: how to attract the best talent, how to provide training which adds genuine value, and how to ensure high levels of staff retention.

The BIMCO/ICS Manpower Report predicts a deficit of 147,500 officers by 2025. The Ocean Policy Research Foundation Report also predicts a shortfall of 364,000 seafarers by 2050.

These reports mean the maritime industry needs to improve performance to avert a manpower crisis.

At the CrewConnect Global conference, marine HR sector leading experts will assess the current state of the industry and its readiness to meet demands of the future.

Some may feel the manpower crisis are a long way, may not even become a reality.

For one, maritime industry is currently experiencing a surplus. Discussions of the maritime industry future very often focus on automation, the role it will play in reducing crew numbers.

But the practicability of autonomous vessels is still very much subject to debate, as is the timeframe over which to expect introduction industry-wide. Only one thing is absolutely certain: demand

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for container transportation will increase, and - at least in the short term – demand for crew members.

There are reasons to be optimistic about the crewing industry ability to meet this rising demand. Recent decades have seen a shift in crew supply away from the traditional maritime nations of Europe, Japan and North America, and towards emerging economies like China, the Philippines and Indonesia.

What make these countries such promising prospects are not only their large populations and growing commercial clout, but the room for improvement in the way their human resources are being utilised. Multicultural and multilingual crew on vessels are now the status quo.

But poor communication aboard these ships means that crew retention is often lower. Increased cultural awareness on the part of shipowners, recruiters and operators will help boost retention from emerging maritime nations, also making the maritime industry a more attractive sell for recruiters.

Another promising opportunity for crewing professionals comes in improving Internet connectivity for vessels at sea. Extended periods of separation from friends and loved ones have long been a source of dissatisfaction for seafarers. This, with long hours and irregular sleeping patterns, makes poor mental health a genuine concern for crew safety and retention.

At present, only 6% of seafarers have sufficiently fast Internet connections to make video calls to their families. But connectivity is rising with continued

investment of shipping companies in their digital infrastructure. This may lift one of the main barriers to an effective crewing strategy. But it will have to be matched by enhancements in cyber security to assuage fears of greater vulnerability to online threats.

Eighty subject matter experts (SMEs) shall discuss these issues and many others. Expected are detailed case studies, engaging industry response panels, inspiring keynote addresses. And more, including the impact of digital disruption, managing crew claims, crew retention & advancement, cyber security and safety at sea.

Speakers for CrewConnect Global include: •

John Adams, Managing DirectorTeekay Shipping; ChairmanBahamas Shipowners’ Association »»

Iris Baguilat, President of Döhle Seafront Crewing

»»

Alex Verchez, President and Managing Director-Teekay Shipping Philippines

»»

Kate Adamson, CEO of Futurenautics

»»

John Gahnstrom, Senior Marine Manager-INTERTANKO

»»

Gerardo Borromeo, Vice President-Philippines Shipowners Association

So much await the professional in Manila this November to upgrade knowledge and compete better. Take a chunk, find out more at https://goo.gl/JR4Ap8.

2ND STATE OF THE NATION ADDRESS

FINALLY, A TOUCH OF MARITIME

President Rodrigo R. Duterte delivered July 24th his Second SONA, with informalities (and occasional swearing) but came across very personal and sincere. More importantly, maritime concerns were shared with some attention, even as collaterals to his roadshow, the Build, Build, Build infrastructure program.

Duterte increases spending on infrastructure, from 5% to 7% of the Gross Domestic Product (GDP) to 2022, costing some P8 to 9-trillion (US$160-180 billion on current currency exchange rates). Arguably, he starts “Golden Age of Infrastructure” to enhance mobility and connectivity, spurring growth and equitable sharing of wealth in the country.

“To improve our sea connectivity, we launched 15 brand new RORO vessels to ply major nautical routes all over the country.

We also opened an ASEAN Ro-Ro Shipping Route connecting the ports of Davao and General Santos, Philippines to Bitung, Indonesia.

To address the congestion of our sea ports, we modernized the Ports of Iloilo, General Santos, Cagayan de Oro and Zamboanga.

We shall complete strategic road and bridge projects and some of the road sections shall be widened and improved to address the worsening traffic.”

He raised eyebrows when he traveled to China in friendship, after a public series of harsh words for the Americans, a traditional partner for decades by all Administrations.

At the SONA, he directly acknowledged and thanked Chinese Ambassador Zhao for China’s commitment to build two bridges to span the Pasig River, free of charge.

The SONA of over two hours, peppered with ad libs the official speech, eliciting a host of

applause, laughter --- grit from some quarters, like the mining industry which received his in-your-face diatribes and warning.

Maritime flavor Ms. Brenda V. Pimentel, Phil-Maritime Research, Studies and Services President, analyses the SONA on a maritime perspective, like The President “made reference to the maritime industry as he highlighted sea connectivity through the nautical highway.” The launching of roll-on roll-off vessels “…is a positive sign he thinks maritime” and tap more activities for local shipyards.

Pimentel notes shipyards here are capable of building ships of 30 meters long, weighing 40 tons to over 400 meters long of over 100,000 tons in weight. Building ro/ro ships here will mean jobs, preserving our dollars, generate taxes and fees for the government. As well, we can show the world the capacity “to produce small and large ships proudly made

by Filipinos.”

The GenSan/Davao-Bitung, Indonesia route that was jointly launched earlier

by Pres. Duterte and Indonesian Pres.

Joko Widodo. The mention in the SONA is proof of the importance the current Administration attaches to the maritime industry. “ It is recognizing the role of maritime by strengthening the sea lanes of communications among member States of the Association of South East Asian Nations (Asean)” as nine of the 10 member-states are connected to the sea.

The first attempt to connect Southern Philippines with Indonesia was in the late 1990s, the same route was opened as part of the Brunei Darussalam-Indonesia-MalaysiaPhilippines East Asean Growth Area (BIMP-

EAGA). However, the shipping operation in the route was not sustained for lack of cargoes and passengers, and harmonization of the countries’ customs, immigration and quarantine regulations.

The matter was further exacerbated by heightened security concerns due to piracy in the Celebes Sea. A parallel route was also opened in the Zamboanga-Sandakan, Malaysia route during the time and to date continues to run.

Pimentel thinks the market for Philippinebuilt ships that cater to the BIMP-EAGA routes has been created. Filipino shipowners should be encouraged to go into shortsea operations that will connect southern Philippines with Indonesia, Malaysia and Brunei Darussalam as no less than The President articulated in the SONA his support.

Davao and GenSan ports could be developed to serve cruise ships, says Pimentel.

The President mentioned the country’s natural resources shall be extracted and processed in the Philippines. Raw materials exported are later imported as finished products. The country should be able to produce its own requirements for the manufacturing and construction sectors, possibly even roll the steel needed for shipbuilding.

Ms. Brenda accepts much work are to be done for the maritime industry to be able to participate and respond to the policy direction of The President. Maritime stakeholders must start serious work; plans and activities must be in the roadmaps of the sectors.

Raise the sails, the SONA has blown great winds to ply to progress!

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Teaming of eagles: KLMA - Phil Capt Baratang, “K” Line C/E Toshio Kanamori, PLSE Chair Supapo

FULLSTEAM EXPANSION

KLMA ACQUIRES TRANSAS SYSTEMS “K” Line Maritime Academy (KLMA) Philippines chooses Transas Maritime Simulation systems for the expansion of KLMA’s Bridge Simulator and Engine Room Simulator Training facilities.

This is part of “K” Line Building Phase 2, with KLMA-Phil also upgrading training facilities to maintain world-class levels for seafarers.

Capt. Eiji Kadono, “K” Line Senior Managing Executive Officer, assures global partners that “K” Line will continue to strengthen relationship, particularly as it approaches 100 Years Anniversary in April, 2019. He adds, “We aim to improve lives of people and their families through our reliable shipping services.”

“K” Line backs verbiage with actual projects, among which is the establishment of “K” Line Maritime Academy Philippines (KLMA Phils) in Pasay City in February 2008. The “K” Line Building Phase 2 project includes a new 11-storey building with additional comfortable accommodations for 250 persons, new offices for Ventis Maritime Corporation, spacious and modern “K” Line clinic space and facilities for “K” Line seafarers, offices for “K” Line Representative Office and “K” Line Marine Ventures as well

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as office spaces for other “K” Line affiliate companies. The “K” Line Building Phase 2 Project paves the way for the expansion and upgrading of KLMA Philippines training facilities to ensure continuous competencybuilding for Filipino seafarers.

This Phase 2 Project is targeted for completion and handover by February 19, 2018. “K” Line and KLMA Phils. are totally committed to continuously level up on their training regimens to produce the best merchant mariners raring and ready for world professional competitions.

Ceremonial ground-breaking was done July 01, 2016 with VIPs from Pasay City Government, maritime and academe, major officers from affiliate ship management and manning companies joined in by senior executives from Japan “K” Line head office.

“K” Line Building Phase 2 was awarded to Taisei (Philippines) Corporation, a leading construction company in Japan.

“K” Line is optimistic the years ahead will offer many opportunities to improve lives of Filipino seafarers and their families, working in partnership for the common goals of providing reliable shipping services to customers worldwide.

Transas simulators.

The president of KLMA-Phil, Capt. Edgardo Baratang, declares the acquisition of Transas simulators as a major component of the expansion and modernization of training facilities.

Through Philippine Life Saving Equipment Inc. (PLSE), KLMA Phils and Transas Simulation Systems signed for the acquisition of Bridge Simulator and Engine Room Simulator, including Marine High Voltage Trainer and Liquid Cargo Handling Simulator --- all for a world-class training facility.

The contract includes: •

Full Mission ERS 5000 Techsim Engine Room Simulator with 12 Local Operating Posts and Instructor Workstation,

•

Navi-Trainer Professional 5000 Navigational Bridge Simulator with one (1) Instructor and four 4 Mini Bridges with Single Visualization,

•

Unit Marine High Voltage Trainer

•

Techsim Liquid Cargo Handling Simulator with one Instructor Station and four Desktop trainee workstations

Training

Cutting-edge.

Navi-Trainer Professional 5000

ERS 5000 TechSim is an advanced version that provides an exact, detailed copy of vessel systems and simulates machinery and engine room compartments. The first version was developed for engineering staff and provides hands-on experience in watch-keeping, troubleshooting and resource management.

This simulator is a solution for training centers, academies, governmental authorities, shipping companies and crewing agencies.

This navigational simulator enables simulator ECDIS training and certification of watch officers, chief officers, captains and pilots on all types of vessels.

Trainee Software features •

Ship’s diesel propulsion paint

•

Ship’s electrical power plant

•

Auxiliary systems and machinery

•

Local control from the engine room

•

Machinery sound imitation

•

Alarm systems with Sound and Visual Alarm Unit

Instructor Software features •

Exercise editor

•

Trainee briefing facility

•

Monitoring and recording the trainees work online

•

Debriefing facility for viewing and analyzing recorded exercises

•

Extended possibilities for exercise data printing

•

E-tutor evaluation and assessment system

•

Integrated communications system

Transas Engine Room Simulators •

Cover essential maritime training areas, in full compliance to STCW 2010 requirements

•

Meet IMO Conventions and Resolutions requirements and IEC standards

•

Approved by DNV (Standard for Certification of Maritime Simulators No. 2.14)

Weakness of Bridge Team Management in bridge organization and management has been cited as a major cause for marine casualties worldwide. Accidents in operations are caused by resource management errors.

Bridge team management reduces the risk of marine casualties by helping the bridge crew to anticipate and correctly respond to changing situations.

It is essential ECDIS Training be mandatory with introduction of ECDIS for SOLAS vessels. Transas ECDIS Simulator is based on Transas Navi-Sailor ECDIS Multifunction Display MFD 4000 with inbuilt NaviPlanner voyage planning software, both fully compliant with the latest performance standards for onboard navigation equipment.

Techsim Liquid Cargo Handling Simulator These simulators are designed to train and certify crew members of liquid cargo tankers, gas carriers and terminals, as well as other staff responsible for the safe cargo handling and the operation of auxiliary equipment.

Liquid Cargo Handling simulator provides an exact, detailed copy of vessel/terminal systems and compartments. This simulator is an ideal solution for training centers, academies, government authorities, shipping companies, coastal centers and crewing agencies. The simulator also enables onboard training and demonstration of competency.

Reliability in Marine Simulation and Training Transas offers best-in-class navigation systems and integrated bridge solutions, recognized training and simulation solutions.

Transas operates more than 20 proprietary regional offices as well as a network of partners serving Transas customers globally.

Being a trendsetter and visionary for the market over the last 25 years Transas promotes its own concept of e-Navigation as the future model for Marine IT, integrating all elements of the marine industry and all systems into one information environment.

Locally, Transas has delivered and installed simulators to various training centers to improve competence of seafarers here. Rapid growth and development of the Philippine maritime training market has caused a dramatic increase in demand for simulation systems. Transas Simulations Systems are recognized by the Philippine Maritime Industry Authority (MARINA) and used by leading maritime training institutions and maritime higher educational institutions.

PLSE completes teamwork Phil Life Saving Equipment (PLSE) is the exclusive distributor for Transas advanced technical solutions and systems in the Philippines and the Pacific Region (Papua New Guinea and Marshall Island).

PLSE Chairman Dell Supapo is exclusive director with Capt. Bo Caspersen as PLSE Chief Operating Officer and Sales Director for Transas Marine Pacific.

Transas was the first to receive the international ECDIS Type Approval Certificate in 1999.

In 2015, Transas became a member of Intl Maritime Rescue Federation (IMRF). Its ECDIS is used by Maersk Line, world’s largest container company with over 100 vessels. It also bagged the unprecedented multi-million large-scale simulator complex of the Center for Simulator Maritime Training) (CSMART) of the giant Carnival cruise line.

PLSE is a specialist on lifesaving maritime apparatus, world-graded, weather and incident-tested in blue waters of the globe.

Small wonder, PLSE is patronized by major institutions like Magsaysay Training Institute, Maritime Academy of Asia and the Pacific, PHILCAMSAT, Mariners Polytechnic Colleges Foundation-Canaman, Asian Institute of Maritime Studies.

Valued clients also include Midway Maritime Foundation, Cristal-E College, University of Cebu, Visayan Maritime Academy Training Center, WSP Maritime Training Center, Italian Maritime Academy, St Therese – MTC Colleges, and more on line.

PLSE holds offices at the 8th floor of Dohle Haus-Manila, 30-38 Sen. Gil Puyat Avenue, San Isidro, Makati City.

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FAKE SIMULATORS

RISKS TO BOTH LIFE AND BUSINESS

PLSE Chair Supapo

Phil Life Saving Equipment (PLSE) repeats it offers remedial measures, not litigation against those with fake simulators. While some are confusing the issue, PLSE reiterates strongly it is simply offering orientation, not threats.

PLSE is gently persuading a change to licensed products from high-risk pirated ones. Fakes are forever documented, anytime to haunt the institutions and the seafarers. The earlier resolved, the happier for all parties.

The shame is indelible on the national claim as Manning Capital of the World.

What principal or manning agent will source crew from a nation of fakes?

Shipowners and shipmanagement will not risk life, vessel and cargo for crew trained on fake equipment.

support in the fight against fake simulators, himself a victim but now resolved with genuine Transas software assisted by PLSE. MARINA wants PLSE to police as MARINA is not authorized by law to confiscate. It may validate the authenticity, if compliant to IMO on STCW requirements. Schools and training centers using pirated Transas software are victimizing hapless students, a criminal act.

MARINA STCW. Users of fake simulators should remember two MARINA advisories: •

Great offer.

For users of fake Transas simulators, PLSE is prepared to offer remedial solutions, to upgrade at least cost instead of squeezing the guilty. It is genuinely open to team-up in good faith.

A classic transition was that of Commo Dante LA. Jimenez. In 2015 at the Phil Association of Maritime Institutions Convention, Sec-Gen Jimenez expressed

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•

education and/or assessment of seafarers.

Further, MARINA underscores: 1. All Assessment Centers (ACs) and Maritime Training Institutions (MTIs) and other entities shall use (and show ownership) only original and duly licensed simulators, computer-based training (CBT), and other similar equipment, devices or instruments including softwares or hardwares, books and other publications for training, education and/or assessment; 2. AC and MTI in violation shall be immediately closed until proof of ownership has been accepted by MARINA; and

No. 2016-25, “Submission of fraudulent or fake documents or cloned, imitation, or pirated equipment and/or simulators shall be a ground for disapproval of the application for accreditation”

3. MARINA may file administrative and criminal charges for violations of RA 8293.

No. 2016-26, “Use of unlicensed, cloned, imitation, or pirated simulators, computer-based training (CBT), and other similar equipment, devices or instruments including softwares or hardwares, books and other publications for training,

While PLSE is a victim, still it offers a win-win solution. PLSE is ready to negotiate, for a mutually acceptable solution rather than lawsuits. It is even unthinkable guilty parties would not take the opportunity to rectify the error.

Simply stated, the earlier, the better.

DEFINING THE TERMS

BY CAPT. RICHARD BS TEO Challenge.

At the recent meeting of the Nautical InstituteHong Kong SAR, Seaworthiness and the Human Element was the theme of “Crews Control,” presented by Ron Clark, Admiralty Manager of Reed Smith Richards Butler. He spoke on competence and negligence, citing a fire on board a car carrier had led to a total loss of the ship and cargo. Clark claims these could have been avoided if the fire had been contained by the crew, had they been properly instructed and trained.

Most countries train officers and crew in a shore establishment where shipboard work environment attempts to be sufficiently replicated. This deficiency can cause a lack of awareness of any shipborne incident as the various hazards and subsequent risk management and prevention of incidents cannot be fully contextualised.

Although intentions are good, methodology and delivery of the training and instruction remain archaic, instructor-centred pedagogy. Usually the “instructor” follows a syllabus and adheres to the instructions. Voila, “job well done”! Hardly!

I hope to challenge MET trainers to go beyond this premise. Are you facilitating training to competency based standards?

Keywords.

I facilitated training for Master and Chief Mate candidates for vessels over 500GT. They expressed difficulty in obtaining the required sea-time and lack of training on ships they serve on. Despite all the hype on the job learning, it does not appear to be so. There were 35 very intelligent candidates from 7 economies, cultural diversity with different learning styles. All sessions were in English, challenging to most non-English speaking background (NESBs). They serve on various ships, in international and coastal voyages. It is very surprising how little importance is attached to English language skills.

that maritime qualifications are achieved via competency based education, training, learning and assessment principles in accordance with the STCW convention 1978 as amended. All Australian industries education and training adhere to the AQF and the Standards for Registered Training Organisations (RTO), 2015 authorised by the Australian Skills Quality Authority, ASQA. The Australian Maritime Safety Authority accepts these standards for training and certification of seafarers in accordance with the STCW convention.

All industries training and certification in Australia adheres to the Australian Vocational Education and Training, VET system. Training packages are standard for all accredited and recognised qualifications. The Australian Maritime Training Package 2015 (MAR15) exceeds the STCW convention minimum standards.

Delivery.

The learning materials were bountiful, designed to rely on delivery by lectures and memory based examinations and tests to meet academic and higher education (HED) practice. The intended learning outcomes were not fully in compliance with the competence per the STCW table in question and the Training package standard of competence. Innovation was the key word to ensure learning and assessment strategies met the standards. Candidates are judged on having attained the competency standard with these: The standard of competence per the STCW and MAR 15 was identified and mapped

•

Being a proponent for Literacy, language and numeracy (LLN) training for industry and education, I suspect these issues are also apparent in teaching and administration staff, several of whom are also non-native English speakers.

The standard of competence and elements were mapped against the three principle domains per Blooms Taxonomy (updated version), namely, cognitive, psychomotor and affective.

•

This short article touches on work- based learning (WBL) and the application of competency based education, training and assessment (CBETA), on-site (shipborne) and off-site (campus). Some attention to LLN and pluriliteracy during training is also mentioned.

The volume of learning was then determined to provide the learning pathway per the domains, identifying the required, knowledge, skills and attitudes, KSA, for candidates to perform against the criteria for each element

•

Evidence of having demonstrated the required KSA would be adduced from assessment tools to be designed per the performance criteria for the competence.

•

Learning and practice was not conducive and lacked continuity due to time tabling commitments committed to only once a week, non-modular facilitation. To overcome this deficiency,

Australia.

Maritime Education and Training (MET) is supported in vocational education since the fact

o

o

Group dynamics provided keen debate and discourse.

o

The navigation bridge was emulated in the activities that provided the platform for decision making based on facts that were historical, current and predicted scientifically.

The above are by no means the best practice yet in its current innovation. I hope to remodel the existing lecture-based materials to incorporate action learning and action research methodologies so that learners’ participation brings about the experiential learning and practise, missing in most institutions.

Parting shots.

The course and unit outline specified competency based learning. The learning outcome for this article will remain unnamed in accordance with privacy conditions.

•

The key words are: Collaborative learning, WBL, cultural diversity in English language and literacy, pluriliteracy, CBETA, performance standards and criteria, group dynamics, learning styles, teaching styles, facilitator of learning.

Learners then applied collaborative learning, through discovery and discourse led by the facilitator.

“Flipped Classroom” technique was applied so that class room time engaged students-teacher activities.

We are at a turning point in MET. Those still opposing competency based learning methodology will need to address their fears. Many with whom I spoke with have differing ideas and opinions on competence and what it means. Yet, there is truly only one simple premise; this begins by treating learners as adults with responsibility and accountability for managing their learning and doing.

The greatest confusion is derived from IMO model courses, starting with the foundation model course for teacher training 6.09. It fails to identify, describe and suitably quantify and qualify the agreed and determined standards of competence for teachers. Nomenclature for describing competences are erroneous and lack properly described performance criteria for each standard of competence. There is a standard for identifying and writing standards of competence. Many practitioners are quite unaware of this. The course also fails to provide the training and certification to the competency based approach. The mistaken role of facilitating learning and assessment as instructors add to this issue.

“What’s in a name?”. If you name your son Alice or your daughter John, you are going to be in so much trouble, not to mention the kids! With that, I leave you Barista Uno’s Double Shots (2017): “Do grades really matter in developing a ship officer’s full potential? Is the whole system giving too much emphasis on the memorisation of facts at the expense of demonstrable workrelated skills? Shouldn’t the main focus be on competency-based assessment as required by the STCW Convention? Important questions yet few seem eager to ask them.”

The Author is FNI FCILT MAICD, holds MSc MIM GD Bus BTeach (Adult-VocEd) TAE Reg Teacher MM Dip (QA), Business and Education Proponent and Competency Based Education, Training & Assessments.

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OUR POINTS OF VIEW “THE CHIP & THE OLD BLOCK” RADM ADONIS B. DONATO & MS. CHERI MARIE D. VILLASIN Chairman & Vice Chair, OSM Maritime Services

ALL ABOUT PEOPLE EMPOWERING PEOPLE In the midst of rapid advancement in technology and modernization, success is equated with the organic growth of a company and the expansion of business platforms and services. Nonetheless, it is fascinating during this frenzied time that various companies globally, regardless of size and influence, develop a deep sense of social awareness with a burning desire to give back to the community.

Evidently in the local maritime industry, Corporate Social Responsibility (CSR) projects are vital to operations, primarily creating balance between business structure and the development of humanitarianism in the whole organization. A concrete manifestation is the strengthening and enhancement of company welfare programs for the seafarers and families, and onshore employees.

OSM Maritime Services has been in the manning and shipping business for 27 years now and for over two decades has attributed success to its primary asset --its people!

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“IT’S ALL ABOUT PEOPLE!” is OSM motto and the guiding light that governs its vision, mission and values. However, this principle could easily be misused and misinterpreted by people who lack the proper understanding of it or even by mere opportunists.

OSM Group Chairman and Founder, Mr. Bjorn Tore Larsen, has explained the context of this principle:, “It’s all about the RIGHT PEOPLE … the right people who live our values, has a passion for what we are doing, has a passion for our service, has a passion for our customers and who really would like to win. We never, ever, really want to give up, and our people really have to have that fire inside.”

With the people at the core of OSM services and business, OSM also prides itself with a strong and extensive Family Welfare Program anchored in promoting the well-being of the family through activities catering to health, financial, values and social responsiveness that had been brought to greater heights through the creation of its very own Foundation.

OSM-ADONIS DONATO FOUNDATION (OSM-ADF) was launched on the 23rd of May 2015 at the ew Lounge of the OSM Building.

It was graced by Chairman Larsen with the top management from Head Office-Norway. It was also witnessed by representatives and guests from the government, the maritime Industry, the press and OSM Manila employees. The program highlighted the inspirational messages delivered by distinguished guest speakers like RAdm Richard Ritual, Pres., Phil Merchant Marine Academy (PMMA); Mr. Jesus Gabriel Domingo, Deputy Administrator, Phil Overseas Employment Agency (POEA) and Mrs. Ma. Alicia Bonoan, Regional Director of the Dept of Social Welfare and Development (DSWD).

OSM-ADF was named after RAdm Donato, OSM former president and one of maritime industry’s prime movers.

OSM-ADF is a tribute and appreciation for his 25 years of loyal and dedicated service to OSM and for his exemplary contributions to the maritime industry.

Deckhand, John Manginsay, Dr. Esguerra

OSM-ADF is an educational foundation with two main programs, education & scholarship and disaster response.

Education & Scholarship support the youth from the poor sectors of the country as well as deserving beneficiaries/children of OSM employees and ratings-seafarers through scholarship program, leadership trainings, skills and values formation, self-empowerment, learning strategies & public schools development program.

The Disaster Response pillar provides assistance to most affected but least assisted community areas.

OSM-ADF marked its 2nd year Anniversary this year with fruitful and worthwhile social development initiative projects accomplished. It has reached the mountains of Kiangan, Ifugao and has sailed across the Lagonoy Gulf to the island of Rapu-Rapu in Albay, Bicol. The team of OSM-ADF brought school supplies to the high school and elementary students of selected public schools, donated desktop computers, overhead projectors and solar panels as tools to assist the students with their learning and development.

Construction of pavement and school grounds including repainting of classrooms were carried out as well.

The Foundation has adopted Comatin Elementary School in Leyte, providing educational program and infrastructure projects. Incidentally, OSM assisted in the reconstruction and rehabilitation of the school after it was devastated by Typhoon Yolanda in 2013.

In Calamba City, south of Manila, OSM has also extended aid to elementary students of Makiling Elementary School by providing school supplies, uniforms, seminars and trainings for both students and teachers and a weekly meal allowance to the scholars.

When the first batch of K-12 students would have completed next year high school education, OSM-ADF is set to

commence its collegiate scholarship for needy but deserving students as well as to those deserving children of OSM employees and OSM seafarersratings. This way they would have the chance to attain a degree and return as professionals. Then, they may give back significant contribution and service to humankind thus making life and the world a little better.

As famous statesman and politician Winston Churchill once said, “we make a living by what we get but we make a life by what we give!�

May we always have enough power to empower others!

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Milestone Cadets show their love

Madame Eliza Lazaro-Jimenez

MADAME ELIZA LAZARO-JIMENEZ

THE INSTITUTION WITHIN AN INSTITUTION On August 12, the pall of gloom starts to cover the Mariners System and allied operations. At 93, Matriarch Eliza Lazaro Jimenez has joined her Creator leaving a legacy of a simple life within a complex of public service and personal charities.

Then, flowers were every where, coming from people whose lives she touched.

The prayers and supplications for her eternal repose in heaven were ever more than candles lit. The school band performed, even her grandchildren. Yes, it was a sad day. But really, a joyous journey.

The wake was extended for thousands of mourners and beloveds. On August 16th, the mortal remain was transferred from Funeraria Imperial, Naga City, to the MPCF chapel at Canaman Camarines Sur campus. On August 21st, a Roman Catholic Mass was offered at the Penafrancia Basilica Minore. Interment followed at the Sto. Nino Memorial Park, Naga City.

At the family mausoleum, Madame Eliza reunites with dearest husband, Commo Jaime C. Jimenez. And beloved son, Engr. Jaime Jimenez, Jr.

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Unique.

far from the sea.

She is mother of six: Dr. Gabriel, Commo. Dante, Engr. Jaime Jr., Dr. Evita, Dr. Marillissa and Ms. Merle. Plus thousands more children from the whole Mariners System she and her husband founded in 1975 on the slogan, “Sarong Marinero sa cada pamilyang Bicolano” (one seafarer for every Bicolano family).

The Mariners System now has three campuses: Naga City, CanamanCamarines Sur, Rawis-Legazpi City, with allied and complementing operations such as the Mariners Polytechnic Training Center (Manila and Cavite), Unlad Ship Manning & Management and Global Manpower & Development both based in Metro Manila.

She was an ‘institution’ within the Institution even after her retirement. In the first few months of this year, she was still attending major school events such as the graduation rites and the first Friday Masses at the chapel of the campus.

She will be missed, lovingly remembered as Educator, Professional, Caring Mother, Loving Wife, and Public Servant --- Madame Eliza Lazaro Jimenez, Chair Emeritus of Mariners Polytechnic Colleges/Foundation.

Hope.

The maritime school started with just makeshift classrooms. But the Founders were adamant, despite the community’s apprehension on a school for seafarers

Through these educational portals untold thousands have graduated; through the allied operations thousands more have jobs and enviable careers. It is not surprising that eulogies speak well of the Institution within an Institution --- Chair Emeritus Eliza Lazaro de Jimenez.

Hon. Fortunato Pena.

The Vice-Governor was also speaking for the Governor of Camarines Sur who is engaged in Manila. While Governor Miguel Luis Villafuerte does not personally know Mam Eliza, he fully acknowledges the reach of her works with Commo. Jimenez in the economic growth of the province, the entire Bicol region.

VGov. Pena expresses gratitude, assures continuous provincial support on MPCF and extended the common condolence of the provincial leadership and entire civil service. More importantly, Pena declares, “We need more Lola Eliza in the province and in the country today.”

Mr Joseph Tabarera, Batch 1988.

Son of a farmer/fisherman from Virac, Catanduanes; an in-house working student trained in all aspects of canteen operations; Madame Eliza even sharing her own baon (food provision) to give Joseph opportunities to excel. He now owns a school in Olongapo City, offering nine CHEd programs and some TESDA courses.

She believes this is now her mission to support another, instead.

be remembered from generation to generations.”

Father Pido recalls Mam Eliza opened opportunities. Aside from maritime careers, she organized the band with majorettes, as scholars of the school.

For himself, Father Pido considers Mam Eliza as God-sent for him to complete the Christian vocation. Not only supporting his material needs, Mam Eliza visits him at the seminary as a mother on a son.

The Siblings.

In a broader sense, Father Pido considers Mam Eliza a hero --- giving hope to those who dream, “a model mother to all of us.”

Gabriel – The eldest remembers Mama expects him to be a priest, his champoy (candy snack) shaped as ostia (Holy Host), rosary included and the mantra never to forget God and the Lady of Penafrancia (Mother Mary of Jesus).

He did enter the seminary but as admonished, “only a few are chosen” to be doctors of souls.

Gabriel admires her mama’s strength, her unquestioned support on Daddy’s dream education liberating the poor of Bicol

Joseph recalls Mam Eliza works in silence; focused, humbly solving problems without the usual babble of superiors. She is a devotee of the Lady of Penafrancia, whose image she carries barefoot during devotional processions.

The four years Joseph stayed on the tutelage of the Mam Eliza defined his future: discipline, clear head in facing challenges. These lessons Joseph cannot define but knows he cannot get even from the best universities of the world.

He sees Mam Eliza when he admits, “I learned to dream something more, aim high!”

Rev. Fr. Alfred “Pido” Baysa.

Now a priest at San Fernando, CamSur, he presided over the Roman Catholic Mass at the wake of Mam Eliza at the MPCF chapel. He was a working student, assigned as gardener, then posted at the canteen; finally, at Mam Eliza home as all-around help.

Mam Eliza always has flowers for the Virgin. Each time she comes home from the office, her first concern was whether everyone has eaten, truly a caring mother. While then on a maritime course, he collected courage to tell he wants to answer the call of the seminary.

Surprisingly, Mam Eliza was even happier as she confesses she had a son aiming for priesthood (now, Dr. Gabriel).

Fare Thee Well, Mother Dear

Judge Freddie Ampuan.

Husband to Mam Eliza’s daughter Marilissa, the Judge believes Madam Eliza is an “enlightened leader, intelligent and zealous in her pursuit of academic excellence in the mariners system.”

He recalls she is fondly called Elising, “Industrious, nationalist and God-fearing.” She and her husband established the first all-Filipino maritime school in the Bicol region. With such, the Judge says, “you will always

from poverty. Indeed, the son finds in his mother the truth of “behind every man’s success is a woman.”

All these efforts for others as we ourselves were facing problems, among which the prospect of stopping in our studies. “She was our strength,” a mother who is also a motivator.

Dante – He finds it so hard to lose his mother, he cries every morning. The sadness is rooted on the fact at three years old, he was still being breast-fed.

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THE INSTITUTION WITHIN AN INSTITUTION

The young honors the Matriarch

It was a stirring moment, seeing the iconic crime and corruption fighter crying as he approaches the casket of his mother. In between sobs, Dante points to the unifying role of Mom Eliza for the family. He accepts the siblings have different advocacy and principles. Yet, he appeals for unity, avoid quarrels --- hoping really to be together, as their common way of saying, “Mommy... I love you so much.”

There may be quarrels and problems.

But the safety net are the traits, the legacy of fine breeding from their parents, more so from the mother. The siblings have common advocacy and also their own. All are strong-willed, with inner strength and assertive, all traits from their parents. Yet, Evita confirms “the one thing that unites us always is love of our people and being deeply rooted with the people.

Evita – The eldest daughter spent most time in the hospital watching her mother, even as she was just hospitalized. She is already a senior citizen, but afforded the chance to payback on her mother’s sacrifices. And she had moments to reflect the what-for and the where-for on the future of the closely-knitted family.

We wish to replicate that unity in our own families. We shall not conjure what more for us or could be. Rather, what more we can do for others as our final homage to Mother dear.

She suspects her mom’s 93rd birthday has a meaning for her, like coming back and pitching in more seriously. Among the siblings, Evita alone was born in Naga City. And she believes, “you are rooted where you are born.”

Thus, Evita has decided to return, after doing her things, after serving the movement. She gallantly accepts the demise of her mother for “When something has to go, it will really go.

You cannot cling on.”

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Marilissa - In appreciation of her excellent rearing, Marilissa gave in to her mother’s request for the daughter to assist in developing the family school in Bicol. She loves her job at UST-Manila and not interested on a maritime career nor relationship. Mama reasons Ate Evita is not available, Merle still a student, Kuya Gabby is in Canada and Kuya Dante in the Navy.

Mother never wavered, risking her retirement money from the Dept of Justice as the school struggled with enrollment and nipa-hut “buildings.”

Even with mounting bank loans, she

prodded on, Marilissa staying along-side in deference to her mother’s “love and caring.”

“Mommy is an educator, professional.”

She would share her last centavo on the needs of her children, with still a large space in her heart for the working students in the school.

Merle – “We call her Mommy dear, words of endearment.” She married a strong-willed man of poor lineage, loud and Protestant as she is quiet and devout Catholic. Yet, her quiet ways were her brand of leadership: making the husband embrace her faith, all the children accomplished in their chosen professions.

She is simple but sophisticated with make-up barely there. She has a favorite gown which she wore on her portraiture in UP in 2014. She raised funds for victims of Super-typhoon Yolanda, an activity she loves for it is for the benefit of others.

Merle felt the pangs of separation from her parents when she was 10 and studying in Manila while they were in Bicol. She was searching for them, only able to cope with “really very strong virtues of love for the family” inculcated in the siblings.

Feature

Bell and Gavel jumpstarts her term.

PALMARCO GM LEADS ROTARY

Ms. Sonrisa David takes the presidency of Rotary Club of Makati Buendia (RCMB), part of the international Rotary network under District 3830.

The David family is in the maritime industry, has a strong track record in Rotary work. As Ms. Riza serves for Rotary Year 2017-2018, husband Manny was president (2010-2011) and son Mark (2013-2014), all three terms with RCMB. Manny David is president of Western Shipping Southeast Asia and Western Shipping Philippines Training Center; she is VP and GM of PAL Maritime (PALMARCO) as son Mark is EVP. Sonrisa carries a BS Chemical Engineering degree from the University of Santo Tomas in 1978, passed licensure following year.

She was a process research engineer at Universal Robina while taking a Master

of Business Administration at La SalleBacolod City.

Active entrepreneur, corporate executive, Ms. Riza is a mother of four: Mark, Atty.

Jeff, Atty. Mariel and Matt, all active in leadership groups like Rotary and Junior Chamber Intl (JCI).

RCMB leadership for RY 2017-2018: Sonrisa David, President; Joel Espino, President-Elect; Melito Mabilin, PresidentNominee; Isagani Ramos, Executive Secretary; Raquel Villegas, Secretary; Norberto Tria, Treasurer.

Holding front functions are: Manuel Cantos, Administration Chair assisted by Edith Onglao; Manuel David, Membership Chair assisted by Ulysses Sevilla; Emelito Castro, TRF Chair with Tony Ilagan assisting; Lyn Bacani, Public Image Chair in tandem with Mark David.

Heads of Services are Carlos Mateo (Community); Benito Asuncion (International); Mariel David (Vocational) and Bayani Ramos (Youth).

The 22nd induction of officers was held August 3rd at AIM Conference Center, Makati City, by District 3830 Governor Edwin Afzelius, Jr. Among prominent guests are PDG Lito Colona, DGE Al Montecillo, DGN Ador Tolentino and PP Chacha Camacho.

Chartered in June 12, 1996. RCMB has produced an outstanding breed of Presidents, harvesting honors in civic work and social commitment, earning highest citations from Governors and Presidents, Outstanding Club, biggest matching grants from the Rotary Foundation.

Reeving and ready for Rotary.

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Feature

DOTr U/Sec. Judan reaches out.

WIMAPHIL MILESTONE @ 10 The Women in Maritime Philippines celebrated 10 year anniversary last July 7th, starting with a thanksgiving Mass in the morning at the Asian Institute of Maritime Studies in Pasay City.

There were WOW orientation, exhibit booth, tour to AIMS maritime museum, fellowship.

Gala Night was at the Ramon Magsaysay Hall, Roxas Boulevard, Manila replete with inspiring messages, song renditions, raffles and a photo booth. Awards were given on the Hashtag contest on marine environment protection. The evening wore on with dancing and music.

Hashtag #wimaformarinelife winner is Joanne Marie Solito, part of an environmental protection promotion that ran May 22 to June 15, 2017. A video presentation of WIMAPHIL milestones followed.

WIMAPHIL has three banner programs: •

She to Sea – for women empowerment to promote maritime professionals and gender sensitivity

•

Women on Watch, a campaign for safety and security of ships

•

Protection of the marine environment

These are implemented in five regional chapters like NCR, Western Visayas, Central and Eastern Visayas, Bicol,

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Malacanang of the South Davao chapter.

WIMAPHIL President Merle JimenezSan Pedro said the theme is “WIMA @ 10: WIMake Change Happen” to highlight the partnership with government and the private sector.

These advance WIMAPHIL advocacy in women empowerment, in promoting maritime professionals, on safe and secure ships and the protection of sustainable marine environment.

Ms. San Pedro Atty. Brenda Pimentel, then IMO regional coordinator for Asia Pacific; Ms. Carla Limcaoco as pioneer soul of the organization and Philippine Ambassador Carlos Salinas.

Congratulatory messages came in from various sectors on WIMAPHIL on the first decade of service to industry and community. Among these, Mr. Kitack Lim, Secretary-General International Maritime Organization, read by Pimentel, a founding director.

The integration of women into all levels of political, economic and social development is a major objective of the United Nations; enshrined in the UN Sustainable Development Goal 5, to “promote gender equality and empower women.”

Mr. Lim observes shipping has been a male-dominated industry and that tradition runs long and deep. However, IMO is making a concerted effort to

help the industry help women achieve a representation in keeping with 21st century expectations.

The UN Sec-Gen declared, “One of the main objectives of the IMO strategy is to do something that very few people do in the industry, which is to give visibility to women. If they can’t be seen they can’t be applauded – and they can’t be seen as a resource.”

Over the years, IMO has developed numerous tools to encourage more women to join the maritime ranks.

These include two films on the work of the Organization, and others, to help promote change for the better for women in shipping. The films showcase experiences from those who have succeeded.

An IMO-supported regional conference held in the Republic of Korea, in April 2013, adopted the Busan Declaration to forge partnerships to facilitate the implementation of a Global Strategy for Women Seafarers.

IMO has established formal regional networks between women managers in maritime and port industries as channel for the exchange of information, a springboard for developing regional training opportunities matching needs over requirements and cultural barriers against women.

Mr. Lim is encouraged by the “prolific

work” of WIMAPHIL, “past projects are indeed impressive – covering important issues.” He added, “It is safe to say that empowering women fuels thriving economies… spurs growth and development, and benefits all of us working in the global maritime community as we strive for safe, secure, clean and sustainable shipping.”

DOTr U/Sec Felipe Judan started with platitudes, “(Y)ou are making a big event for the maritime industry… part of the historical improvement of our maritime industry.” Judan implored, “Let us all recognize them to be part and parcel of … development and change.”

MARINA Administrator Marcial Amaro III considers WIMAPHIL “… Symbol of unyielding cooperation of maritime stakeholders with our government in promoting gender awareness … This also reflects your strong determination to create stronger panels of women.”

Amaro even waxed poetical: “(I)t is a torch soul that sets the direction for the next voyage that the women in maritime have sailed in succeeding years … Just

like a big dream that start with a vision it is a journey of a thousand miles that begins with a single step” as China’s Mao Tzedung said scores back.

DENR U/Sec Analiza Rebuelta-Teh saw details of WIMAPHIL efforts “… in reducing marine pollution and protecting marine resources through your coastal and river clean-ups, mangroves and other tree planting activities, information and education campaigns on ecological waste management, climate change and advocacies for safer ships and cleaner seas. Your efforts on the mobilization of volunteers and concerned citizens to monitor and report abuses to the marine environment are also worth noting.”

Ms. Teh pushed further the public-private sector partnerships to, “maximize impact on effective and responsive marine and coastal governance. Let us transform CSR principles into ICM actions.”

DENR invites WIMAPHIL to join the Sustainable Business Network under PEMSEA. History.

industry organized “Women in Maritime, Philippines Association” or WIMAPHIL. The core came from government agencies (Port Authority (PPA), Maritime Industry Authority (MARINA) and Coast Guard (PCG.), including those of the academe, training centers, shipping companies. Chapters were organized, reaching out to coastal communities, local government units (LGUs) and nongovernmental organizations (NGOs).

Membership expanded into the regions and organizations, government and private. Regional chapters in the National Capital Region (NCR), Western Visayas, Northern Mindanao, Central and Eastern Visayas and in Bicol were established.

MARINA and PPA also formed their chapters.

Private maritime enterprises (St. Therese Maritime College, Iloilo and the Archipelago Philippine Ferries) took to organizing campus/company-wide WIMA teams. By press-time, the Davao and southern Mindanao regional chapters would have been established.

On July 7, 2007, ladies in the maritime

Hashtag winner Solito

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Governance

PEZA Director General Charito Plaza

AT THE 4TH PHILMARINE

PEZA SEEKS INVESTORS The Philippines is strategic in the heart of Asia and the Pacific, we are an ideal business hub.

This is the core of the roadshow of Director General Charito Plaza in batting for investors at the Philippine Economic Authority Zone (PEZA). Hers was one of the best-received presentations at the 4th PhilMarine Exhibition and Oil and Gas Phils held July 12-14 at the SMX Convention Center, Pasay City, organized by Phil Maritime League (PML).

PML was joined in by Fireworks Trade and Exhibitions and Conference Philippines, organizing hundreds of exhibitors from different countries, in turn visited by thousands of executives, maritime staffers, educators and seafarers.

B/Gen Plaza took office last September 2016, a former member of the Lower House for Butuan City and one of the authors of the law that created PEZA. She also chaired the committees on tourism and public information, vice-chair of the national defense committee. Plaza was consultant to the Dept of Interior and Local Government, on police and military concerns PEZA is attached to the Dept of Trade and Industry, tasked to promote investments, extend assistance, register, grant incentives to and facilitate the business operations of investors in export-oriented manufacturing and service facilities proclaimed by The President as PEZA Special Economic Zones.

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It oversees and administers incentives to developers/operators of and locators in worldclass, ready-to-occupy, environment-friendly, secured and competitively priced Special Zones.

Ecozones.

Plaza embarks as a soldier bent on revolutionizing PEZA, “by building green economic zones towards building into industrial and smart cities nationwide.”

To align, her programs include building more economic zones in every province and city under Phil Economic Zone Map for Mindanao, Visayas and Luzon. This is handy, investors pick their interest on the map; say, agricultural economic zones will show different areas of the agro industrial economic zone.

So much is necessary as the country has presently just two public economic zones in every region; just four public economic zones administered and owned by PEZA built yet

by President Marcos and under the Export Processing Authority. With these four, PEZA has 368 private economic zones, the types PEZA wants to build nationwide.

Investment mix.

PEZA operations from 1995-2016: 10.97% Information Technology Services

8.81% Metals/Fabricated Metal Products 7.96% Tourism 5.84% Transport (Shipbuilding, Aerospace, Car Parts, Equipment) 4.71% Electrical Machinery and Apparatus 2.15% Medical, Precision and Optical Instruments 1.68% Rubber and Plastic Products 1.21% Medical Tourism 19.51% Other Manufacturers Independent.

Awaiting Presidential imprimatur is the PEZA-endorsed defense industrial complex, some 300 hectares of public land. The Government Arsenal operations in Limay, Bataan has been praised by NATO and other military experts for efficiency to supply ordnance to the Armed Forces despite limited and aging equipment.

On top of savings, the Arsenal secures the supply of bullets of various calibers for the military and police. This takes more significance given President Duterte’s independent foreign policy. We are shifting mindset by opening doors even for States not friendly with the USA, Philippine traditional military partner for decades.

Executives sharing mutual interests

It is reported presidential visits to the Middle East secured $1-billion investment pledges, not necessarily just from Christians nor Caucasians but from a free mix of businessmen.

Two priorities are aching for the complex: that of milling and that of enhancing prototypes of inventions by the various commands (developed independent of or with the private sector). Milling is the recycling of outdated ordnance like missiles. Caraballo Island by Corregidor was once considered but dropped due to residents, population and tourism centers.

Plaza is not coy on her home-spun logic: We invite everyone to invest here, be it Japan, Russia, China, Israel, USA. Should they be all operating in our economic zones, we can be saved from wars as the protagonists are all here.

Minerals.

Also on the table is a mineral economic zone, processing here ores mined nationwide. As the 15th mineralized country in the world, there is so much local inventory. This may also rationalize protection of the environment, jobs generation and full value on our patrimony as these raw materials are given added value even if exported semi-finished.

Islands cities.

The Government’s Build, Build, Build mantra should improve the infra for logistics: road and bridges, seaports and airports on world standard; warehouses, food storage, container yards preparatory to the world market.

Powered by renewable energy, PEZA dreams of Island Cities --- a Tokyo replicated by the Japanese, a Beijing by the Chinese and so forth. They build the landmarks of their capital cities, the best hotels and tourism

facilities. Definitely the Philippines becomes an international tourism destination.

• Exempt from payment of local taxes and fees

Supply chain.

• Allow the employment of foreigners at 5% of the total labor of a firm; give special visa (multiple entry) including immediate family and their workers.

Plaza says we are among import dependent nations of the world. Hence, she would invite manufacturers of industrial machineries, for example, to complementary industries to complete the supply chain, particularly in basic industries as steel, mineral, bio fuel and basic crafts industries of rice, sugar, coffee, cacao, abaca, coconut, rubber, vegetables.

We cannot even manufacture our own nails, spending $50-billion annually to import steel as our archipelago hides the abundance of nickel, chromite, iron ore.

PEZA wishes our power, water, telecommunications services be stable and of low cost. DoE did an investment–friendly move by charging P2.50 per kw/h for those operating in economic zones in Mindanao.

Incentives.

Those registered with PEZA may qualify on these: • Income tax holiday (ITH), 6-8 years for pioneer projects, 4-6 years for others • After ITH, 5% tax on gross income exempted from all national and local taxes • Tax & duty free import of capital equipment, spare parts, supplies, raw materials.

• Foreign investors are allowed up to 30% local of their total sales. 100% may be exported with some locators exceeding 30% on local sales due to high demand.

• Zero value added tax (VAT) on all local purchases including telecommunications, power and water bills.

• One-stop shop for permits on building and occupancy, on import and export, online import and export procedures and e-payment scheme. A simplified registration process, electronic application from PEZA website, forms are downloadable, 24/7.

There is no red tape in PEZA; instead, red carpet treatment. It is ISO certified for all processes at all levels in all offices. The IFC World Bank exclusively cited PEZA for its best practice among economic zones worldwide.

The Constitution prohibits foreigners from owning Philippine land. In PEZA, foreigners may lease for 75 years; or own land in a joint venture with Filipinos holding 60% of shares.

Workforce.

The local labor force is competitive: young, educated, available. Our OFWs and Seafarers have shown this to the world --- dedicated, skilled, multi-culturally prepared, verbally proficient in American English, both written and spoken.

On top, the PEZA Institute will provide the needed skills training and vocational courses with TESDA. Local universities and colleges per region partner also with the PEZA institute as the latter accredit manpower needs, training centers, manpower agencies, legal services and allied formalities to ensure the growth and sustainability of investors in the country.

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Honors

Seafarer Entrepreneur Bersales

THE 2017 PTC SEAFARER AWARDS

OUTSTANDING GLOBAL MARITIME PROFESSIONALS Philippine Transmarine Carriers (PTC) honored its most outstanding Global Maritime Professionals (GMPs) during the awarding ceremony of the 2017 PTC Seafarer Awards held at the Le Parc Event Hall in Pasay City last June 22, 2017.

The ceremony capped off a six-month long search among PTC’s over 45,000 seafarers and was held in conjunction with the celebrations of the International Maritime Organization’s Day of the Seafarer, hinged on this year’s theme “Seafarers Matter.”

The bi-annual PTC event pays tribute to the exemplary achievements and contributions of its Global Maritime Professionals to the country and the world maritime industry. First launched in 2012, this year’s Awards recognized PTC GMPs of any rank, onboard and onshore, who were nominated in four categories: Outstanding Performance, Heroism and Bravery, Financial

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Management and Community Service.

Honored with the PTC-GMP of the Year Award for Outstanding Performance was Bosun Salvador S. Hechanova Jr. of Reederei F. Laeisz G.m.b.H. (RFL) for exceptional seamanship and dependable leadership he has displayed in his 17 years with PTC and his achievements in entrepreneurship.

The officers and crew of four vessels, MV Astrea (Hydroussa Navigation), MV Fermita (Ugland Marine Management), CSCL Manzanillo (Seaspan Shipmanagement) and MV Norstream (Bore) were recognized with the PTC Bayaning Marino Award for Heroism for extraordinary and valiant efforts in rescue operations.

The PTC Seafarer Entrepreneur Awards were bestowed on Pumpman Serafin T. Bersales Jr. of Ahlers Maritime Services, who currently runs a successful trucking business, and Chief

Cook Reynaldo T. Victor of RFL, a hardworking businessman who manages a personalized cake business, baking supplies store, restaurant and a farm.

Chief Cook Joel D. Urma of RFL was named PTC Seafarer of the Year for Community Service for his commendable efforts in the development and promotion of the footwear of Liliw, Laguna.

Also recognized were the officers and crew of Asiatic Neptune from Asiatic Lloyd for Bravery and Heroism category and 3/O April O. Lopez of Lighthouse Shipmanagement (LHSM) for the Financial Management category.

2/O Aristeo O. Zubia of LHSM and Chief Cook Ramon Y. Tonog Jr. of Euronav, recently retired PTC GMPs, were given special commendations for outstanding work in entrepreneurship.

SALINAS BAGS SEATRADE AWARDS A Filipino diplomat was honored with the Lifetime Award at the 2017 Seatrade Maritime Awards-Asia last June 23rd at the Intercontinental hotel in Hong Kong.

pioneering efforts for the advancement of Filipino maritime professionals, his contributions to the country’s leadership in the global shipping industry.

Ambassador Carlos C. Salinas himself accepted the recognition rooted on being Phil Transmarine Carriers (PTC) Group founder and chairman of this global maritime operations based in Manila.

Earlier, Amb. Salinas received the TIMONEL award the Phil Maritime Industry Authority (MARINA), the highest granted to private individuals for services rendered to government.

This tribute adds an international dimension to His Excellency’s credentials. Two governments officially bestowed to him special honors: the Philippine government, the Order of Sikatuna, Rank of Grand Cross); the Spanish government, the Gran Cruz dela Orden de Isabel La Catolica and now the international maritime community.

The Dept of Transportation and Communications cited him for the promotion of Phil overseas shipping, his assistance in the establishment of the headquarters of the IMO Regional Presence for Technical Cooperation in East Asia.

The Seatrade award recognizes Ambassador Salinas dedication to the development of the Philippine maritime industry over the last five decades, his

In 1992, King Harald V of Norway, conferred upon Mr. Salinas, the Royal Order of Merit with Rank of Commander for contributions to the growth and development of Philippine-Norwegian maritime relations. In 2006, Mr. Salinas

was cited as the Most Inspiring Maritime Service Provider Entrepreneur Award by then Phil President Gloria MacapagalArroyo, for outstanding contributions to the development of the Philippine maritime industry.

He was honored by Lloyd’s Ship Manager of London with a Lifetime Achievement and Leadership Excellence Award for an illustrious career in shipping in 2009; followed by a Special Lifetime Achievement and Leadership Award by the Filipino Shipowners Association (FSA), both specially meaningful coming from his peers and was conferred the Presidential Medal of Merit by the Republic of the Philippines through President Gloria MacapagalArroyo, a civilian honor for his achievements in the maritime sector that have enhanced the prestige and honor of the Philippines both domestically and internationally.

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ports

PPA GM Santiago

PPA TAKES OVER MALALAG Mayor Peter Paul T. Valentin of Malalag, Davao del Sur, has pinned hopes on the Ports Authority (PPA) for his town to be the third major international gateway in the country.

A defining move was formalized, giving PPA again full control over management and operations conditional to upgrading the terminal to international standards.

PPA GM Jay Daniel R. Santiago confirmed the shift, observing, “With PPA now at the helm, much bigger infrastructure development for the terminal is in the offing to spur economic growth not only in Malalag but (also) …

Davao del Sur.” Malalag port was devolved to the local government unit (LGU) in May 2000 but nothing meaningful has been planned nor constructed. With PPA in the act, some P500 million could be expected by year end given the Administration’s Build, Build, Build program on infra-structures.

The MoA signed by Santiago and Valentin coincides with the 50th Founding Anniversary of Davao del Sur. In May of 2000, PPA devolved management and operations of the port to the LGU of Malalag per Administrative Order 02-1998. The LGU operated the

port even if the contract expired on July of 2011.

However, technicals and funding for infrastructure as well as dredging and landside infra remained wanting, prompting PPA to come in again.

Malalag wharf is in the southwest coastline of Malalag Bay, Davao del Sur, 25 kms. from Digos and about 88 kms. south of Davao City.

Cargoes handled include molasses, sugar, steel, vehicles, heavy equipment and general goods.

PPA BIDDINGS ON-LINE The Ports Authority (PPA) has started all its bidding processes to be on live streaming or on-line open to the public with easy access on bidding terms and references.

PPA aired live the bidding for the proposed Abra De Ilog port project for the construction of a Reinforced Concrete Pier, of a Ro-Ro ramp and of Access Trestle to be finished in about 360 days or a year.

PPA General Manager Jay Daniel R. Santiago explains the transparency should stamp-out corruption in both small and big-ticket procurements in the

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agency.

“In order to maintain the integrity and credibility of the bidding process, the PPA is going live for every bidding process the agency is conducting,” Santiago stresses.

“The public can simply log on to our website, www.ppa.com.ph and click Bidding Live Streaming to view, specifically the opening of bids, and help us reduce, if not eliminate, irregular acts during the entire process,” Santiago adds.

Last year, the new PPA administration committed to make the agency

transparent and accessible to the public as much as possible in accordance with the new work culture being installed by the Duterte administration.

This year, the total budget capital expenditure of the agency is at P7.42 billion (only P3.50 billion in 2016) to implement several port projects that include the modernization of Mindanao and Visayas ports like Iloilo, Gen. Santos, Cagayan de Oro and Zamboanga, improvement of all passenger terminal buildings, repair and maintenance and 14 other projects.

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