MAY 2012 EDITION

VOLUME VII • No. 5 • ISSN 1908-0972

F U SI ON O F MAR IT IME N E WS & VIE WS

MAY 2012

of PIRACY Death Filipinos

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FUSION OF MA RI T I ME NE W S & VI E W S

MAY 2012

CONTENT Cover Story 5

Piracy on the Eglantine

Shipping 11 Sea Marshals Gain Insurance 13 Securing Fleet, Any Place 14 Opportunities in Military Reforms

Ports 17

ATI Ready for Growth

Education and Training 18 Legacy to the Industry

Government

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19 MARINA Now Single Admin 20 TESDA Passes EMSA 21 OWWA @ 30

No pun, it captures a mix of emotions: pain and rage, relief and worry. We hear words from the survivors; we listen to the aches of widows. And look sadly in the horizon for children without a father, homes without a captain.

And we see an ugly moment of a seafarer’s daring.

Travel 22 Beautiful Hanoi

MAY 2012

FUSION OF MARITIME NE WS & VIE WS

3

PUBLISHER’S NOTE

JUST FOR THE DEAD?

I

ndelibly etched in our psyche was the recollection of a Filipino crewman of the pirate attack on the M/V Eglantine: “We were displayed at a Tehran press conference, before Iranian officials and audience, showcasing their Navy’s rescue of us. And we were “honored” with flowers, traditionally for the dead.”

Thus, death is always etched on the survivors.

that are submitted by the victims’ heirs.

Asked and expected. On a time of grief, of shock. And immeasureable loss.

Even after the two interments and Marino World presstime, benefits are still unissued pending submission of supporting documents.

We are tempted with an outburst, in less polite tone. But with gritted jaws we ask humbly: could government agencies not “advance” benefits much like cash advances to their officials off swivel chairs on trips and seminars and whatsyour-fancy?

We are certain there are no risks for poor beneficiaries to liquidate since there remains a balance to collect. But for superior and powerful bureaucrats, the Commission on Audit has volumes of reports on unliquidated advances – for any Administration.

Oh well, such may be debated as convenience against compliance clouded by emotions during the wake. We could force understanding on that, but for the other issue: benefits for seamen attacked but did not die.

And the spin stories take centerstage.

Philippine media reports speak of immediate assistance for the grieving families of the dead. Right on, in times of need. Checks given at the airport, upon repatriation of the remains of the two victims.

The truth? Not a cent - unless death certificates, certificate this, certificate

Of course, we expect the Philippines on diplomatic ramparts against how viciously the Iranian Navy was ordered to attack, despite. Would they be as brass had the nationalities been Australians, Americans, British? Why our silence of the lambs?

Shipowners value their vessels more than the crew? Manning agencies afraid to antagonize shipowners? Seafarer unions content on just collecting dues?

Or Governments more in treaties and

treatise than lives and lifelines?

We could go full cycle but we continue to ask: what about those who survived the tragedy but were subjected to the same brutality? Will it be just posttrauma counselling and back to the engine room, Mate?

We have seen a Filipino seafarer murdered by pirates off the “official high-risk” area as declared by our Government. Now his benefits may be a lot less because the incident occurred outside of the official grid. Is this fair? Is this not a mockery of our Constitutional protection which is equal and universal?

Do we keep this travesty to our citizens who survived attacks of lawless elements? Do we withold assistance because they did not die? Is this not a perverted mindset, downright inhumane?

In this issue, Marino World reveals the real stories behind the Eglantine tragedy, straight from the sobs of the minds, the pins on the hearts of those who lived to tell the tale. They are not policy makers nor protocol experts. They are plain people, able-bodied seafarers plying the seas to eke out a decent living.

But criminal elements deformed their future with physical marks and trauma of the abuse. Should they not be helped more thoroughly? Should we not shelter them with care as we secure the dead with love?

We do not venture to find faults nor nitpick on shortcomings.

We believe in charity for the dead. But we cry justice for the living.

FUSION OF MARITIME NE WS & VIE WS

Columnists Comm TESS LORA Ms MERLE SAN PEDRO Ms MINDA GOMEZ RAdm ADONIS DONATO Capt RODOLFO ASPILLAGA Capt EDWIN ITABLE Capt Ireneo Delos Santos Capt JONES TULOD Atty DENNIS GORECHO

Editorial Board LYN BACANI Publisher B. CORTES LAGAC Editorial Consultant WALDENGRAFIX Layout & Design

News and Feature Writers COCA H. STROBAR LIGAYA CABAN MICHIKO LARDIZABAL EVA TAN Correspondents ROSVIE CORCUERA CHARITO ABAS

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MARINO WORLD is published by E-Comm Media Advertising Services Philippine Copyright 2011

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FUSION OF MA RI T I ME NE W S & VI E W S

MAY 2012

Editorial Office Unit 7G The Manila Residences Taft Avenue, Malate, Manila Telefax : 254-7408 Tel. : 975-7578 Hotline : 0917-5964526 www.marinoworld.info Find us

cover story

Death of Filipinos

PIRACY ON THE EGLANTINE

By Coca H. Strobar

Special concern.

fter scant public notice and story spins, two Filipino victims of piracy are buried - essentially forgotten.

Perhaps, useful lateras statistics to prop-up interests of business, of governments.

As piracy is clear and imminent danger to our global seafarers, Marino World commissioned a special research on piracy and allied issues. We also conducted spot interviews with survivors in Metro Manila, Mauban, Quezon and in Antequera, Bohol, the latter by our Cebu correspondents.

A

A third victim struggles on for dear life. The ship captain, seriously wounded at the buttocks.

Other survivors are on their own rafts now; paddling, just paddling in circles grappling with the stress of near-death, of shameful treatment. And arguably, a lifetime trauma and disorientation.

For those who did not die, no benefits --- just go back to the rear of the hiring line, please.

Tragic, but that’s how the system works.

Here are detailed accounts from those who lived from the tragedy.

The voyage.

Two Filipino seafarers died when the Iranian Navy carried out rescue operations at the hijacked M/V Eglantine, a Bolivian flagged bulk carrier, 39,424 gross tonnage, 63,400 DWT. Eglantinewas en route to Brazil when hijacked by Somali pirates off the southern Coast of India on March 26, a day before the scheduled Navy escort. After three days held hostage, the Iranian Navy conducted the rescue operations.

Zhyron Encomienda Monzon, 33, oiler from Mauban, Quezon, was hit by a bullet on the head and bits splattered on the face of Rowell Tabag.

Stephen Margate Barbarona, 32, OS from Poblacion, Antequera, Bohol, suffocated at the engine room where he hid shaken and alone, last seen alive by Vicente Amarello Bucash, Jr., AB from Rodriguez, Rizal also hiding nearby.

Eight other Filipino survivors were repatriated 11 April via the Ninoy Aquino International Airport: • Napoleon Asis Flores, bosun, Quezon City • Rowell Magaway Tabag, second cook, Tarlac • Reynante Abo-Abo Lumaad, OS, Caloocan City • Vicente Amarello Bucash, Jr., AB, Rodriguez, Rizal • Diosdado Suarez Jancinal III, second mate, Manila • Rolando Benoza Abare Jr., messman, Nueva Ecija • Ronel Saludar Esclares, AB, Negros; and • Noel Andres Sanchez, fitter, Aklan.

Areas of risk.

The ship has 23 crew members: 10 Filipinos, 11 Iranians MAY 2012

FUSION OF MARITIME NE WS & VIE WS

5

including the Captain, one Ukrainian chief electrician and one Indian 3rd mate.

Confined but unhurt.

Recounts the boatswain Napoleon Flores in Pilipino: “Umakyat ang mga pirata ng March 26... dito nahuli nila kami sa Cochin, India, 300 miles na lang nasa India na kami.

Nung naakyat na kami… minanduhan… ibabalik ang barko papuntang Somalia.”(Pirates climbed on March 26, we were boarded at Cochin, 300 miles from India. When we were boarded (they) ordered to maneuver the ship towards Somalia.)

Kain, tulog na lang kami, di na kami makakilos..di na kami makababa..andyan lagi sila, para na kaming bilanggo…sila sila (pirata) nag-aaway. Meron nga silang sinusuntok na kasamahan nila, saka ginagapos nila yung mga bata na suwail sa boss…(We only ate and sleep, we

Dun na kami sa bridge kakain,samasama na kami… kaldero ang dinadala... nagluluto rin, pinapaluto sa cook, may nagbabantay sa pirata. Laging kanin halo halo na ang ulam.” (We eat at the bridge, all together, bringing the pots… asking the cook to cook for all under pirate guard… viand is pre-mixed with the rice.)

Ordinary Seaman Reynante Lumaad of Caloocan City has his version: “Three days, hindi naman kami sinasaktan, ang kaibahan lang di ka na makakilos ng gusto mo, lahat ng galaw mo, magpapaalam ka, yun lang pagkakaiba nun ng mapirata na kami.

(For three days we were not maltreated.

The only difference is you cannot move as you wish but one must seek permission… that’s the only difference when we were pirated.)…hindi naman kami sinasaktan, pinapakain naman kami ng tama...punta sa kabina, minsan di

Impractical.

The crew confirmed they all underwent an anti-piracy seminar at pre-departure orientations. But Napoleon Asis Flores boatswain from Quezon City, points sharply to the inadequacy of the defensive preparations.

“Nakalagay barbwire sa palibot ng barko pero bale wala yun..24 hours may duty na look out at nakita naman talaga na may pirata, malayo pa kita na eh…naitawag na, nakapag signal na rin, nakapag alarm, emergency alarm. (We encircled the ship with barbedwire but that was useless … there is 24-hour duty look-out, pirates were seen, even far away… we called, we signaled and sounded the emergency alarm) Kaso ang ginawa namin nang magemergency alarm, nagsara kami ng main door para di maakyat… kailangan talaga may arm, yun ang pinakaimportante, malaking advise ko ngayon kung dadaan sa lugar na yan, kailangan kahit security guard lang, paswelduhan security guard, kahit dalawalang katao, at least may armas lang, basta may magpaputok lang, hindi na sila makaayat, takot ang pirata basta may armas na… (what we did after sounding the emergency alarm was to close the main door so they cannot board… arms are really needed, that’s the most important. My big advise when passing the area, hire security guards, even at least two, armed. Just fire and they will not board, pirates are afraid of arms) Eh kami kahit anong ipaputok namin, eh wala kaya talagang matapang silang umakyat.Ang teknik niyan pag umagang umaga nagpapakita talaga sila na andyan na sila yang mga pirata na yan para kung may magpaputok sa kanila, makasibat na sila…”(But we don’t have any firepower that is why they bravely climb. Their technique is to be seen very early and if they are fired upon, they scamper away).

A friendship lost, Stephen.

cant move, we cannot go down… they are always there, we are like prisoners... they fight among each other. They slug companions,they tie up youngsters who defy their boss…)

Pag magpaalam kami magpaligo, ayaw kami payagan dahil ang gusto nila… three minutes lang para makapaligo ka sa kabina mo. Halos mag toothbrush nga hindi na eh (When we ask permission to bathe, they disapproved since they just want three minutes to bathe in our own cabin. We can barely brush our teeth).

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pinapayagan, pag pinayagan may oras.. wala namang tensyon noong time na yun bago kami ni rescue, nakakapagbiruan pa kami, laro pa ng baraha, wala kaming problema, hindi kami nakatali, yung three days, normal lang, open na open kami…” ( … we were not hurt, we were properly fed … if one goes to the cabin, sometimes it is denied and when allowed there is time limit... there was no tension before the rescue, we were kidding around, playing cards, we have no problem… we were not tied-up… the three days were normal, quite open).

Flores continues: “Bago dapat pumasok sa area ng napakadelikadong area na yun, dapat talagang handa, may pangontra, may panlaban, hangga’t maaari huwag nilang pabayaang makasampa ang mga pirata sa barko, kasi once na onboard na sila wala ka ng magagawa.” (Before entering the danger area, we must be prepared, with counter-measures, to fight back. Never allow them to board because when they do, we cannot do anything.)

Deadly rescue.

On the fourth day of captivity, Eglantine was steaming towards Somalia for detention. But the Iranian Navy decided to start its two-day rescue operations.

Teary-eyed Napoleon Flores, laments,

nagsakit-sakitan, hinatid yun sa navy ship. Sumama yun parang dako dako nila, tapos bumalik, may negosasyon uli.

May puso din sila, hindi sila papatay.”

(The pirates are kind. The elderly Iranian Chief Engineer feigned sickness and a pirate superior accompanied the old man to the Navy ship and negotiated again.

They have heart, they will not kill.)

Fighting fires.

During the savage exchange of bullets, three fires ignited on board. The crew has to snuff the fires, Flores and Bucash among the firefighters.

Zhyron’s wake before his birthday.

“Ang unang pumasok sa isip ko, SOS na kami talaga, save our souls na talaga… hindi ka na mabubuhay sa ganoong sitwasyon, dahil noong nandun kami na pinagtatali na kami ng mga pirata, hindi kami makakilos, tapos niratrat na kami ng Navy… (The first thing that entered my mind was SOS, save our souls. We won’t live in that situation, we were tied up by the pirates, we can’t move. Then the Navy started firing at will).

Two days ang putukan, nakatali kami, lahat nag iiyakan na..sabi na nga ng iba, Lord huwag mo na muna kong kunin ngayon.” (Two days of exchange fires, we were hogtied, everyone crying… some pleading in prayers, Lord please do not take us now.)

Flores believes, “Doon ang nagiging worse ang sitwasyon nung dumating ang rescue” (The arrival of the rescue worsened the situation).

In fact, the crew were relatively at ease in captivity, playing cards and kidding at each other. But when rescue arrived, they were hogtied and used as human shield in the exchange fires.

Thanks no thanks.

Flores says the Iranian Navy introduced themselves as Coalition anti-piracy naval force.

“Parang wala kaming mapapasalamatan sa lahat ng nangyari na yan… hindi na namin mapasalamatan ang Navy dahil na rescue kami dahil sa kanila…napasama ang buhay namin…

(It seems we cannot thank anyone on the turn of events. We cannot thank the Navy because things worsened with the rescue).

Yung salita na nga ni kapitan sa radyo, umalis na lang kayo dito, at safe naman kami dahil kung magpatuloy kayo, mamamatay kaming lahat…ang sagot

nila na ganun bahala na…sinabi ni kapitan kayo ang terorista…terorista kayo! Kayo ang papatay sa amin...”(As the Captain said over the radio, leave us alone safe because if you continue, we shall all die. The answer (of the Navy) was still gung-ho. The Captain retorted, you are the terrorists. You will cause our deaths…)

Flores compares their case with other pirate attacks. Negotiations usually take months. In this case, the Navy conducted the rescue operation after only three days.

“Walang putukan yun eh, walang giyera… hold silang pirata, naghintay na lang… tubusin ng kumpanya. Once naibigay ang pera, palalayain na.Ang purpose ay hindi paratingin ang barko sa Somalia, papuntana kami eh, kung andun na (sa Somalia) hindi na nila ma rescue…35 million ang negosasyon sa owner.”(In other cases) no exchange of fires, no battles. (Captives) are held by the pirates, waiting and once ransom is paid, they are freed. (But in our case) the objective was to prevent the ship from reaching Somalia since when there, rescue is no longer viable. 35 million is being negotiated from the owners.)

The cook Tabag carries an after-thought :“Sa ngayon masasabi ko sa sarili, malungkot ako na nagpapasalamat, parang mixed emotions dahil kung hindi pa kami na rescue …hanggang ngayon naroon pa kami sa kamay ng mga pirata, bawat araw na lumipas na kapiling sila, mabigat sa kalooban, grabe…”(For now I say to myself I am sad but grateful, with mixed emotions because had we not been rescued we are still in the hands of the pirates, every day with them with heavy emotions…).

Bucash Jr. has a deeper rapport: “Mabait yung pirata, yung Chief Engineer na Iranian na matanda na at may operasyon,

Laments Bucash, “Hirap, nagbarilan na sila, nag firefighting pa kami.”(So hard, they are firing against each other while we fight fires in between them). “… (mga Iranian crew) tumulong lang sila sa paganon ng hose, pero nung nagputukan na naman, nawala na sila sa paligid… Dalawa lang kaming Pinoy na nakatutok sa tubig sa nasusunog…pero nakadapa kami dahil tuluy-tuloy pa rin ang putok eh... (The Iranian crew merely held on the hose but sneaked away when firing resumed… only two Filipinos continued to aim water at the fires… while lying flat on the floor because firing continues).

Running for life.

Tabag was with Zhyron Monzon when Zhyron was hit by a bullet on the head during the second encounter.

“Magkatali kami ng kamay…pinapatayo kami ng mga pirata sa harap mismo ng putukan, dun na kami nakatakbo, sabi ng kasama ko (Zhyron), lalaban na ko, mamatay na rin tayo. Sabi ko wag kang lalaban kasi mamamatay tayo parehas, kalagin natin tali… (Zhyron and I were) tied together by the hands. The pirates ordered us to stand in front of the firings.

This gave us the chance to ran away.

Zhyron said I will fight back, we shall die anyway. I said don’t fight as we will both die. Untie our hands first…) …habang kinakalag ko ang tali, bigla na lang siyang tinamaan, tumba kaming dalawa… Halos walang isang minuto nabawian sya ng buhay sa tabi ko, sa harap ko mismo..una nanginig sya, tapos biglang huminga ng malakas, wala na, saglit lang. (while untying, he was hit, we both fell down. In barely a minute, his life was snuffed. I was beside him… first he shook, then a deep gasp and its over in an instant.)

Nag patay-patayan ako, four hours akong hindi gumalaw para hindi na ko patayuin kasi i-force ka talaga nila ng patayuin eh, tututukan ka ng baril, pag di ka tumayo, papaluin ka ng baril... (I MAY 2012

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acted dead, four hours I did not move so (pirates) won’t force me to stand.

Otherwise, they will threaten you with gun and when you don’t stand hit you with it) Takbuhan sa harap namin, lakad lakad (pirates) sigawan, tawa sila ng tawa dahil may namatay na crew..sabi nila, yes, all crew finish, sigawan sila (para tumigil na magpaputok ang Navy).”

(Pirates were milling around us, yelling and laughing there are already dead crews (so that the Navy will stop shooting).

Tabag heard their Captain shouting “We have already two people dead here, please leave us alone.”

But the Navy retorted. “We have to obey this order. Please tell the pirates all surrender now, we will give you 20 seconds to go out.”

Tabag was thankful their captain went out from hiding. Had he not, anything could have happened without a negotiator. No one can communicate properly due to language barriers.

At press time, the Captain is in critical condition wounded by the buttock.

Flores and Bucash hid with three Iranian crew in the small dock keel, five squeezed tight, standing six hours in neck-deep salt water. Thus, they have to transfer to avoid dying by suffocation or drowning.

Pinoy daring.

Pinoys led the risk, catwalking from pirates towards the bottom of the boat deck, sniffing fresh air on occasion.

Iranians and Ukranian crew joined and trusted their lives on the lead of the Pinoys.

The Iranians are desperate they will be executed for being unable to steer the Eglantine towards Somalia. But they really cannot as the vessel is heavily damaged by the three fires with bullet holes all over equipment.

Hence, the Navy treated everyone as pirates, just to be certain and secured.

armas..ang tagal pa nilang mag usap... tinawagan pa opisyal, nakadapa kami.”

Tabag spoke pidgin Iranian that he is Filipino and a cook. He was lucky to be understood.

(Upon exit, their arms are still aimed at us even if they know we are the crew of the ship and unarmed. It took them long to talk, calling officers, while we lie flat on the floor).

No such break for Noel Andres Sanchez, fitter. He surrendered, declared himself Filipino. He was still hogtied and dragged by the Navy like a pig.

More pirates.

After a two-day battle, the Navy recovered the vessel and captured 12 pirates with two injured.

Flores was seething as he recalls their treatment from the Navy, “Nag surrender ka na, gagapusin ka pa rin…ewan ko kung anong klaseng mga tao itong nag rescue sa amin” (You surrendered already yet they still tie you up… I don’t know what kind of people rescued us).

It took seven days to reach Bandar, Abbas, a port city and capital of Hormozgān province on the southern coast of Iran by the Persian Gulf. The city is strategic on the narrow Straits of Hormuz, and is the main base of the Iranian Navy.

Verbal barriers caused difficulties as the Navy, the pirates and the crew spoke different languages.

“Paglabas nakaumang sa yo ang mga armas, alam na nilang crew ng barko, wala namang armas, nakatutok ang

While the crew is now free and helping on ship operations, they are still guarded.

The area is littered with menacing

The ragtag party went down five floors of the ship, turning, twisting, hurdling - often gasping for air as they go down deeper the vessel. They were in tight spaces from two at dawn until 10 in the morning.

With the Navy.

8

Marks of barbarism.

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Bolivia to be a flag-of-convenience from its earlier Maltese and Cypriot flags.

Bolivian authority was not aware vessels registered over the last few weeks were Iranian. If evidence of sanctionsviolating vessels emerge, Bolivia would remove them from its ship registry.

From Cyprus-flagged, Eglantine (IMO 9193202) was registered by Bolivia on February 23, 2012 with Andulena Corporation as owner.

Not real Sharp?

Lloyd’s List quotes Miguel Rocha, the chief executive officer of CF Sharp, denying legal connections with the Singapore-based CF Sharp.

Mr. Rocha’s CF Sharp company is currently one of the largest manning agencies in the Philippines deploying thousands of Filipino seafarers in the world fleet.

Captain struggles for life.

He explains there is no link between his Philippine company and that of Singapore, created after CF Sharp Shipping Agencies split off in a management buyout in 2000.

“Mr. Rocha claims CF Sharp Crew Management, based in the Philippines, has received a letter from the EU through the Philippines embassy in Brussels saying that CF Sharp Philippines is not subject to sanctions,” reports Lloyd’s List.

CBA perks.

grieve.

Marino World has secured a copy of the Collective Bargaining Agreement (CBA) “IBF PSU-ITF/IMEC TCC Agreement between Philippine Seafarers Union (PSU)-ALU-TUCP-ITF and CF Sharp Group of Companies” represented by Sharpe Sea Personnel covering the KSL vessels effective January 01, 2011 to December 31, 2012.

Some families of the crew confided to Marino World that even before the pirate attack, the company is already delinquent in remitting allotments.

This CBA was received by the Philippines Overseas Employment Administration (POEA) Seabased Projects Accreditation on September 9, 2011.

This may be a reason rumors circulate that Sharpe Sea was already planning to stop deploying crew to Eglantine after its contract with the shipowner.

In the case of M/V Eglantine, the CBA started January 1, 2009, renewed on December 31, 2010 despite delinquent remittance of the shipowner, the latest remittance being November, 2009.

The other cheek: water for a pirate.

pirates on various types of vessels and capabilities. They were watching and poised to board our damaged vessel. But they back-off realizing we are escorted and armed.

Distressed company.

Officials of Sharpe Sea Personnel, the manning agency of the ten Filipino crew, declined Marino World’s attempts to get their side or, at least, provide information on the incident.

As of the burial of Monzon and Barbarona, only their unpaid salaries were given. The families have to shoulder transport costs of the caskets to Quezon and Bohol, respectively.

All other benefits may be claimed with submission of documents as the families

Reports also say the true owner of the Eglantine is the Islamic Republic of Iran Shipping Lines (IRISL) sanctioned by the US, UN, EU and other parties for its role in advancing Iran’s nuclear and ballistic missile programs.

Bolivia could strike off from its national registry 15 vessels, including Eglantine linked to the IRISL which just found

German Pascua Jr., PSU National Vice President says the area where the vessel was hijacked by the pirates was covered by the IBF Extended Risk Zone – West Indian Ocean with main applicable benefits such as: bonus equal to basic wage, payable only when vessel is attacked; double compensations

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Nakasurvive nga kami, kaso, pano kung di na kami makasakay, bumagsak na kami sa medical namin, lahat wala, wala talaga kaming napala…” (For now, I can say I will embark again because I have no work. We survived but what happens when we can no longer be onboard, we fail the medical (exams).We gained nothing, all for naught.)

At our press time, the families of Monzon and Barbarona have yet to receive OWWA financial assistance.

While press releases create impression of immediate assistance to the bereaved, bureaucratic processes still demanded documentations on burial expenses and death certificates.

Monzon was interred on May l, Labor Day leaving a wife, three children ages 9, 7 and an 11-month baby. He died March 31, a day short of celebrating his birthday on April lst. Instead of blowing candles on the cake, the family lighted candles on the casket.

Barbarona was buried May 5th, son of a retired elementary school principal and a teacher. He leaves a sister who is a nurse.

He took up education but shifted to marine transportation at PMI Tagbilaran, Bohol.

Trauma gnaws the person.

for death and disability if occurring on the day the vessel is attacked and increased BMP level.

Article 31 stipulates death from natural causes and death occurring whilst travelling to and from the vessel, or as a result of marine or other similar peril (except suicide) US$89,100 goes to the named beneficiary and US$17,820 to each dependent child, maximum of four under 18 years.

The Company should also transport at its own expense the body to Seafarer’s home at the families’ request and pay the cost of burial expenses.

Article 20, Section 3 (Service in Warlike Operations Areas) states “where a ship enters into an area where warlike operations take place, the seafarer will be paid a bonus equal to 100% of the basic wage for the duration of the ship’s stay area subject to a minimum of five days’ pay. Similarly, the compensation for disability and death shall be doubled.

But with economic sanctions from US, UN and EU, ITF representative e-mailed on February 28, 2012 that “No more CBA’s for the Iranian am afraid” that tightens the nooze on Iranian interests.

Which may explain the Rambo-like, swashbuckling mood of the Iranian Navy “rescue” team.

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Government benefits.

On the local perks, Overseas Workers Welfare Administration (OWWA), says legal dependents of Monzon and Barbarona will receive P220,000 each for death and burial.

The families of the two seafarers may also avail OWWA’s Education and Livelihood Assistance Program (ELAP) and scholarship program.

Justice?

We add the Eglantine deaths to that of January 2011 when Filipino boatswain FarolitoVallega died and Elviro Salazar declared missing in a so-called “disastrous attempt” to free the Beluga Nomination hijacked by Somali pirates in the Indian Ocean.

No rescue teams were dispatched to the Seychelles when the Nomination made emergency calls.

Napoleon Flores, 52, onboard for more than 20 years asks OWWA what support is there for survivors. OWWA comes flat: none for survivors. Even with actual damage when pirates ransacked their cabins and personal belongings.

One pirate was shot by the would-be rescuers Seychelles Coast Guard and Royal Danish Navy. The pirates then reportedly shot and killed the boatswain in revenge.

Flores was on his end of contract (9th month) when the incident happened.

He got only the remaining portion of his salary for one month and the double compensation.

Filipino lives wasted in two “disastrous attempts”, for two straight years now but nary a buzz from our home government.

Yes, what’s four deaths from a pool of over 300,000 Pinoy seafarers plying worldwide?

Tabag (on his 3rd month contract) expresses disappointment: “...makasampa man kami, di namin alam kung kaya naming matapos ang kontrata… dun namin maramdaman ang trauma… (we may be onboard again but we are uncertain if we can finish the contract… we might feel the trauma there…)

Sa ngayon, masasabi kong sasakay pa ko, kasi wala pa kong trabaho.

Incidents decrease.

But POEA confirms Filipinos victimized by pirates: in 2009, 222; in 2010, 167; in 2011, 152 and from January to April this year, 31 already.

Not-to- worry, still the ratio is minimal.

Until maybe, they are your sons. Your brothers.

shipping

P

ATOBVIAC: PREVENTION BETTER

iracy attacks are becoming more audacious and methods to combat are becoming more extreme. Local restrictions often mean that ship owners cannot always obtain reliable armed protection.

Attacks are now expected up to 120 nautical miles off the coast of some areas and concern exists over moves to ban ransom payments - the choices for operators are fraught with difficulty.

AtoBviaCPlc has recently introduced an anti-piracy routeing tool in the BP Shipping Marine Distance Tables which allows ship operators to make informed decisions on voyages to avoid piracy areas.

Says Captain Trevor Hall, Director of

AtoBviaC, “With the amount of uncertainty in the industry and the depressed freight rates… the implication of avoiding piracy has to be carefully measured.

The AtoBviaC tool enables the ship operator to select routes based on the most current intelligence, and accurately calculate the time and fuel implications of the voyage… this can work out to be considerably more accurate… and provides a level of selfdetermination that is missing from other solutions.”

Anti- Piracy Routeing from AtoBviaC within the BP Shipping Marine Distance Tables is based upon information on piracy activity obtained on a regular basis from Joint War Committee bulletins, and from specific

routeings requested by ship operators.

All routes calculated are navigable, taking account of the need to keep suitable distances off shoals, wrecks, coasts and obstructions and also avoid oil field development areas.

The routes are reviewed weekly and updates are issued at two monthly intervals or more frequently if significant changes need to be made.

The BP Shipping Marine Distance Tables are widely used within the marine industry and contains all ports, offshore terminals and transhipment areas needed by its many users, particularly: Worldscale; oil tankers; gas carriers (LNG & LPG); the container trade and the bulk shipping of coal and ore.

“Suez to Singapore – Products Tanker - Photo 1 - Piracy control on/Photo 2 – Piracy control off Increase in distance 484 miles equates to an increase in FO of 40 tonnes additional fuel cost of $28,000”

SEA MARSHALS GAINS INSURANCE Maritime security specialist Sea Marshals gains insurance coverage – the first in the industry -- that complies with BIMCO’s new Guardcon standards.

BIMCO’s Guardcon provides an industry standard contract for the employment of security guards on ships. In particular, it addresses concerns over the relationship between the Master and the Head of the Security team on board.

Having complied with the new Guardcon standards, Sea Marshals has become the first security company to obtain an insurance policy on the new requirements.

The company have signed for the insurance policy to ensure it was already with Guardcon before industry launch.

Thomas Jakobsson, Chief of Operations

for Sea Marshals says, “Sea Marshals has worked hard to make sure we comply…

Guardcon gives the whole industry a standard contract when using guards on board ships.

It specifies many things that a security provider has to live up to and has set a minimum standard for insurance. This ‘minimum standard’ is much higher than most security providers currently offer.

Sea Marshals is pleased to have secured insurance to make sure it complies with all the regulations in the new Guardcon contract from day one.

Sea Marshals Ltd provides armed and unarmed security teams for vessels transiting pirate-infested waters. The company owners have vast experience in the security sector.

As ship owners themselves, they have insight to the issues surrounding the provision of top quality security services for the shipping industry.

With 24/7 Operations Centre in Cardiff, UK, Sea Marshals is fully licensed in Djibouti, Sri Lanka, Oman and South Africa for the use of military grade weapons and embarkation and disembarkation of security teams.

In addition the company has its own floating base in the Red Sea from which it can service major routes through a sister company.

This is Naval Guards which owns a fleet of ex-navy ships operating as dedicated escort vessels to support missions and supply service to external security companies.

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ANTI SHIP ENTRY SYSTEM M

aritime trade routes are today insecure and the number of pirate attacks is continuously increasing.

Help could now be on the horizon with a new world-wide unique hydraulically operated mechanical anti ship entry system coded as ASES.

plastic chains capable of withstanding fire power. Plastic chains are particularly suitable for tankers to protect against sparks flying onto the deck of the ship.

All parts are sea water resistant, the hydraulic motor capable of being used under water.

It is now on proto-type development by Heinz Weiss, engineer and inventor from Heidelberg, Germany.

when under attack a large proportion of oncoming bullets will be deflected.

The danger of cross attacks still remains, however.

By means of the fictitious steel disc of chains which is between 5 and 30 m from the side of the ship, the success of

Barbed wire, grease, electric fences, water hoses, spot lights or safety personnel are the current ways of fighting pirates. These are costly with low success rate, as trade routes are still today insecure and pirate attacks increasing.

The ASES idea came to the inventor while driving on the German Autobahn.

He noticed work being carried out using a motor trimmer to cut grass around signs and the central crash barrier. The centrifugal force of the rotating cord brought him the idea that this principle could also be used using chains mounted on a high speed rotor, which would be able to deflect oncoming fire power.

The new system operates fully automatically, does away to a great extent with the need for expensive safety personnel and out classes any attempt to protect ships using water hoses etc.

Profile.

ASES is of five components and weighs around 800 to1200 kg: 1. Adaptor plate/quick change system fixed to the ship 2. Swivel boom/quick change system (Rotor head fixing) 3. Hydraulic motor with chain wheel with chain head and chain quick change system.

4. Hydraulic drive control block and valves 5. Electronic control system with monitoring The swivel boom is made of N-A-XTRA / XABO steel which helps to reduce the weight of the steel construction. The construction is zinc plated and painted with a marine paint with Nano protection against sea water and salty air.

The rotor head and chain wheel with chains are made from stainless steel or

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MAY 2012

Operation.

During normal operation of the ship, the swivel booms with installed ASES remain in the transport position so that normal operation and work on deck can be carried out without being hindered.

During fog or at night the ASES can be kept in the half load position using sensors.

Therefore, alarm readiness is ensured against surprise attacks.

With impending pirate attack, the ASES is activated using a push button on the control panel on the bridge or from the deck. Reaction time at the bow or the stern is around three minutes and on the port and starboard around six to eight minutes.

ASES protects from all directions.

The possibility of the hi-tech pirates landing from a helicopter is impossible because the ASES can also be held in the horizontal defense position.

In the case of rough seas all ASES are kept in the horizontal position at high speed above the water, the booms move in the upwards and downwards direction to compensate for ship movement.

Withstand.

A direct hit is also not a problem. By means of the contra-rotating high speed chain wheels and the number of chains used, an almost impermeable chain wall is produced. In an emergency situation,

a potential attack using weapons such as anti tank rocket launchers becomes questionable.

An anti-tank rocket travels at a speed of 180 – 240 m/sec and the rotating speed of the ASES is around 280 m/sec so that deflection or disturbance of the ballistic trajectory of oncoming bullets is almost certain, the destruction of the bullet by the contra-rotating rotors is possible.

The psychological effect of the system should also be considered. Pirates who see a ship hidden behind wall of contrarotating chains producing a high shield of spray water will think twice about making an attack.

New or retrofit.

The ASES is suitable for all high sea ships and can be fitted during new build or retrofitted to existing ships, the system can also be transferred from one ship to another. In this case adaptor plates have to be fitted to the ship.

While not yet in use, initial tests have already demonstrated ASES could soon be protecting the life of seamen, assuring the safety of ships and helping to make the worldwide sea transport industry independent of third party protection.

The hope remains companies or ship owners develop interest to carry out further practical tests and subsequent operational use.

In HRA Ports, With Top Marsec Companies

SECURING FLEET ANYTIME, ANY PLACE A

rmed Piracy Defense (APD) offers an innovative service that will save money, time and hassle.

It operates in Florida, USA, a command and control center for all maritime security companies world wide; with over 50 1st class selected companies operating between West Africa and Straits of Malaka.

All are members of SAMI and other firstclass accredited companies. When voyage plans change to a new destination or if timing changes for mechanical reasons or a deviation from the original route plan, there is need for armed guards to protect the vessel.

APD claims able to match the needs of ship owners in all HRA with maritime security companies.

Explains APD: “These companies provide us with disembark times and the place of their teams 7 to 8 working days before the completion of a voyage so we can put their team with your vessel when a last minute change occurs.”

It periodically sends information about the availability of armed guard teams in real time at 25 HRA ports to 10,000 selected shipowners, charterers, CSO’s, fleet managers, active Captains and Operation officers world wide.

The Florida Center monitors traffic of security companies to ensure there is seamless transition form one voyage to the next. The end of one mission starts the next.

Many of the teams are multilingual, all speaking English with a variety of other languages including Italian, Greece, Portuguese, German, French, Russian and Spanish.

All team leaders and members are former British, US and European special forces with operational experience and training to combat hostile threats.

All reputable maritime companies are following the IMO and SAMI guidelines to ensure all operatives are of a significantly high standard and proficient in both delivery of BMP and ISPS protocol as well as counter piracy control measures.

APD is essentially a combat trained security service that specializes in the protection of commercial and private vessels traveling south of the Suez Canal towards Sri Lanka and back.

All guards are fully armed and able to board vessels at Malta, Aqaba, Eilat, the Straits of Tiran, Durban, Mombasa, Dar El Salam in Tanzania, the Seychelles Island, Muscat, Fujaira, Jbel Ali and Colombo or Galla in Sri Lanka.

The aim is to secure ships any time at any place.

Northern Star is a joint venture company between Philippine Transmarine Carriers (PTC) and Citadel Commercial (CCI). PTC is a leader in the local maritime industry

Braemar Appoints Director for Far East Braemar Technical Services (formerly the Salvage Association) announces the appointment of Graeme Temple as Regional Director for its Far East region.

Graeme shall strengthen the company’s surveyor network in this region.

He is also expected to further develop relationships with the London and international insurance markets as well as Singapore and Far East insurance markets.

The focus in this region is on Braemar’s traditional hull and machinery business and also on the expert marine consultancy services that it provides to P & I clubs and marine lawyers.

“The Far East region is a key global hub for our business” says Nigel Clark, Managing Director.

“Graeme’s practical knowledge of the region gained over a number of years, his significant experience of hull & machinery surveying and his proven reputation for providing expert marine consultancy advice make him ideally qualified to further develop our business in this region.

From left: Juan Miguel T. Delgado, GM-Northern Star Energy and Fuel Distribution, Jim Meynink, CMgr-Chevron Philippines, Gerardo A. Borromeo, Chairman-Northern Star and Meldin Al G. Roy, Pres-Northern Star.

Chevron Philippines (Caltex) recently designated Northern Star Energy and Fuel Distribution as Branded Marketer to support partner retailers in the management of service station operations including the supply and resale of Chevron-Caltex fuel products.

Director Graeme

with one of the largest crew management; CCI is a pioneer in fuel distribution with over 60 years in the business.

Northern Star aims to grow network sales by 50% in the next five years by strengthening market presence in specific areas in Northern Luzon. Northern Star currently services 17 CALTEX outlets in La Union, Ilocos Sur and Abra.

His role will include the technical guidance and management of our personnel and operations based in our offices located in Japan, Shanghai, Hong Kong and Singapore.

I’m delighted we have been able to secure the services of such an able and experienced marine professional for one of our most senior positions.”

Graeme is a Marine Engineer with a Class 1 Certificate of competency and he sailed as a chief engineer for 15 years. Graeme gained experience working with general cargo, container and LPG carriers as well as modern anchor handling vessels.

Since moving into marine consultancy and surveying Graeme’s core expertise includes hull and machinery damage surveys, expert witness work, expert marine engineering consultancy, bunker dispute advice, towage approvals, general marine surveying and pollution advice.

MAY 2012

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OPPORTUNITIES IN MILITARY REFORMS

By Ligaya Caban

T

he Philippine military command is poised to revive the Self-Reliant Defense Posture (SRDP), a program of then president F.E. Marcos which achieved great strides in military armament but was blasted by political implosions.

Under-secretary Fernando I. Manalo has recently convened a round table discussion to appreciate views and proposals of the private sector on the issue. He is the undersecretary for finance, munitions, installations and materiel of the Department of National Defense (DND).

Among priorities is to develop the Government Arsenal estate in Limay, Bataan into a defense industrial complex.

This is predictable given the pace of modernization of the Arsenal as managed by its director, M/Gen. Jonathan C. Martir.

The retired marine general streamlined operations and inculcated better work ethics resulting into major increase in production even with aging machinery.

More importantly, he invokes legal mandates which position the Arsenal as a primary step in the procurement process of military logistics.

Fact is, Government Arsenal products were rated better than those used by American troops in the recent Balikatan joint military exercises. In a matrix of parallel ballistics test results of 5.56mm BALL M855, Government Arsenal products were far superior from a batch produced by Lake City Army Ammunition Plant of the US.

We are more accurate at 200 yards, both horizontal and vertical evaluation.

nationalism being the last of the pioneers of the SRDP…”

For penetration at 67meters, 1 out 3 shots of the Americans failed to pass through the second target plate. All shots of the Arsenal products passed through the target plates.

The RRG is currently being used by the Armed Forces (AFP) and has passed product demonstration with the national police (PNP). The Coast Guard (PCG) has shown interest but has yet to schedule tests owing to command turnovers.

On visual inspection in accordance with Military Standard 636, 75 rounds of the Americans were found dirty and six rounds with dented case while absolutely none of these in the Filipino ordnance.

Windows open.

Maybe, may be.

The acceleration of reforms may be a response to the stand-off with the Chinese military at the Scarborough shoal which exposed weakness in our defense capabilities. Whichever, it shows political will to stand by the Flag, digging deep even into precarious political implications such as the SRDP.

A bigger market for the RRG is the over-arching demand for armed security escorts against piracy on international waters of merchant ships. It is almost the ordnance, making riflemen instant grenadiers --- truly a force multiplier!

The moves give fresh infusion into the viability of local ordnance manufacturers, even opening windows into international opportunities. A good example is the patented retractable rifle grenade (RRG) of Creser Precision, an original SRDP firm.

As earlier featured by Marino World: “Developed… for the Philippine military… Patented and field-tested by hardcore troops. Earned top honors from the Department of Science. Fueled by 100% Filipino mind and money; powered by

From 1981 supplied DND 60mm and 81mm MORTAR FUZE.

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FUSION OF MA RI T I ME NE W S & VI E W S

MAY 2012

The AFP, PNP and PCG are the trilogy of the uniformed and armed protective services of the country.

Maybe the Maritime Authority (MARINA) could influence Philippineregistered vessels (or ships making port calls on our waters) to carry the RRG on board as the United Nation’s International Maritime Organization (IMO) has endorsed such preventive measure.

Maybe the PNP could clearly state what it wishes to control local sale and foreign export of RRG to guide buyers, brokers and marketeers.

Maybe DTI could roadshow the invention as this trade arm of the national government goes around the world.

Maybe even provide the RRG as a counter-trade option as managed by the PITC. And then some. Maybe.

Abstract of a legal treatise

COMPENSATION FOR VICTIMS

A

By Atty. Dennis Gorecho

mode of attack was similar to that used by pirates operating off the coast of Nigeria. The vessels are taken over by the armed pirates and then forced to sail to an unknown destination, where the cargo is discharged into a smaller tanker. And then the vessel is brought back and released. In some case, two or three crew members have been kidnapped and are taken ashore and are held until a ransom is paid.

young Filipino seafarer, Cristopher Ceprado, died on May 8, 2011 aboard the MT Sea King, off the coast of Benin in West Africa; found dead on May 11, 2011. His family is deprived of appropriate death compensation under the government’s “double pay” policy for victims of piracy attacks.

The death of a seafarer during employment makes the employer liable to the heirs. POEA Standard Employment Contract fixes the amount at US$50,000 plus US$7,000 for each child, not exceeding four, under twenty-one years.

In April 2011 in Dubai, Benin Ambassador Pamphile Goutoundji said, “The scourge of piracy is moving to other areas of Africa.

My country Benin is one of the unknown victims of this unlawful activity. Because of its geographical position, (a large coastal side in the Gulf of Guinea, hub of maritime transportation in West Africa, a port of transit for hinterlands countries), Benin has regularly witnessed piracy attacks and threats in her maritime waters.”

MARITIME LAW

On October 7, 2008, POEA issued Board Resolution No. 4 declaring as “high risk” zone certain coordinates in the Gulf of Aden; also mandates Filipino seafarers will receive double the amount of their basic wage, overtime pay, and leave pay while sailing within the zone. On any death, injury or illness, the seafarers are entitled to a double amount of compensation and benefits.

The WHEREAS clauses of POEA noted that… “(c) the recent spate of piracy incidents of merchant vessels along the Gulf of Aden and the hostage-taking off the coast of Somalia and Yemen of Filipino seafarers on board call for immediate precautionary measures; and (d) there is an urgent need to ensure that Filipino seafarers on board merchant vessels passing through the Gulf Aden are protected… and compensated commensurate to the risk.”

Since the Philippines supplies a third of the world’s seafarers, it among the most adversely affected and seriously alarmed.

In recent years, hundreds have been killed, injured, assaulted, taken hostage or threatened as piracy and armed robbery have increased dramatically.

A ban was proposed in October 2008 but was strongly opposed by local seafarers’ groups and manning agencies saying this policy would be costly on the maritime industry and will force shipping companies to turn to other nations for manpower.

Instead of a ban, POEA compromised with said Resolution 4.

Piracy is not limited to Somalia and the Gulf of Aden. The nonprofit International Maritime Bureau (IMB) warns also of: a.

SOUTH EAST ASIA AND INDIAN SUB CONTINENT Bangladesh, India, Indonesia, Malacca Straits, Malaysia, Singapore Straits, South China Sea, Vietnam: b.

AFRICA AND RED SEA: Nigeria, Benin: Cotonou, Conakry (Guinea), Douala Outer Anchorage (Cameroon), Gulf of Aden/Red Sea. c.

SOUTH AND CENTRAL AMERICA AND THE CARIBBEAN WATERS: Brazil, Peru, Venezuela, Haiti: Port Au Prince. d.

REST OF THE WORLD: Arabian Sea / Off Oman, Indian Ocean/Off Seychelles / Off Madagascar / Off West Maldives / Off Mozambique, Iraq.

The IMB said pirates often sailed hijacked tankers to an area where another tanker waited to collect its siphoned fuel. The

Although Ceprado’s death occurred in Cotonou, Benin which is not within the “high risk” areas declared by the POEA Resolution No. 4, his family is seeking death benefits under the POEA “double pay” policy since he died under the same conditions and circumstances describing piracy. Depriving them is a violation of the “equal protection clause” of the Philippine Constitution.

The Supreme Court has stressed in several rulings that the principle of equal protection is not a barren concept that may be casually swept aside. While it does not demand absolute equality, it requires that all persons similarly situated be treated alike, both as to privileges conferred and liabilities enforced.

Every person under identical or analogous circumstances is protected by Article III (Bill of Rights) of the 1987 Constitution: “Section 1. No person shall be deprived of life, liberty, or property without due process of law, nor shall any person be denied the equal protection of the laws.”

We see this in Abakada Guro Party v. Executive Secretary, 469 SCRA 1, 139; in Biraogo vs. Truth Commission (637 SCRA 78), the Supreme Court says: “According to a long line of decisions, equal protection simply requires that all persons or things similarly situated should be treated alike, both as to rights conferred and responsibilities imposed. It “requires public bodies and institutions to treat similarly situated individuals in a similar manner.

The purpose of the equal protection clause is to secure every person within a state’s jurisdiction against intentional and arbitrary discrimination, whether occasioned by the express terms of a statue or by its improper execution through the state’s duly constituted authorities.”

It, however, does not require the universal application of the laws to all persons or things without distinction. What it simply requires is equality among equals as according to these four classifications, viz: (1) Substantial distinctions; (2) Germane to the MAY 2012

FUSION OF MARITIME NE WS & VIE WS

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purpose of the law; (3) Not limited to existing conditions only; and (4) Applies equally to all members of the same class.

In reply the Philippine Center for Investigative Journalism (PCIJ), Atty. Jennifer Jardin-Manalili, the former POEA administrator, said POEA has adopted policies that “are merely aimed at ensuring that our seafarers are justly compensated for the added risks…”

As a policy, the Philippine government does not negotiate with nor pay ransom to kidnappers, but gives ship owners the free hand in negotiating for the release of abducted Filipino sailors.

Considering that the Philippines provides approximately thirty percent (30%) of the international requirement for seafarers, in all likelihood, every vessel sea-jacked by pirates will have a substantial number of Filipino crewmen on board. Hence, the number of hostages for every vessel captured will have more Filipinos than other nationalities.

Per Philippine Overseas Employment Administration (POEA) data, there were 330,424 Filipino seafarers deployed abroad in 2009 comprising almost 30 percent of the global maritime labor force. Although the number of deployed Filipino seafarers has decreased from 2006 (274,497), 2007 (266,553) to 2008 (261,614), the dollar remittances have been constantly increasing from US$1.9B in 2006, US$2.2B in 2007, US$3B in 2008, US$3.4B in 2009 to US$3.8B in 2010.

Applying this principle of “equal protection clause”, it is unfortunate that the family of the late Christopher Ceprado’s is being denied double compensation under the POEA resolution.

It is undisputed Ceprado is a seafarer, the same category of a person whom the POEA resolution aimed to protect and to receive rightful compensation.

He was a victim of a piracy attack, the circumstance that the

POEA identified as proper for double compensation. The only issue is that he died in a place not identified by the POEA as proper for compensation. If said POEA resolution will not be applied in the case of the late Mr. Ceprado, then there is a clear violation of “equality among equals” principle.

DIWA Party-list Representative Emmeline Y. Aglipay recently filed House Resolution No. 1474 wherein she lamented that only those Filipino seafarers who become victims of pirate attacks in “high risk” zones are entitled to the “double pay” benefits, while those who become victims in other areas are left with no clear recourse.

She underscored that although Ceprado died under the same conditions and circumstances describing piracy, he is not entitled to double compensation and benefits because the pirate attack leading to his death occurred in Cotonou, which is not within the “high risk” areas declared by the POEA. She emphasized that the inadequacy of our piracy laws necessitates additional legislative measures to make them more all-encompassing, so as not to prejudice other Filipino seafarers who are likewise prone to pirate attacks and to ensure that all Filipino seafarers are accorded the equal protection of the law.

_____________________________________________

 Atty. Dennis R. Gorecho – BScience-Economics

(1991, Dean’s Medalist). Bachelor of Laws (1998, UPDiliman). Admitted to the bar,1999. Head, Seafarers’ Division-Sapalo Velez Bundang Bulilan law offices. Lecturer, paralegal seminars on Legal Rights of the Seafarer by the Apostleship of the Sea (AOS). Drafts legal documents like the revised POEA employment contract, the Implementing Rules and Regulations of the amended Migrant Workers Act.

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FUSION OF MA RI T I ME NE W S & VI E W S

MAY 2012

PORTS

ATI ready for growth

By Michiko Lardizabal Asian Terminals (ATI) sees the Batangas Container Terminal (BCT) as an emerging gateway port being within the growth area of the Calabarzon (Cavite, Laguna, Batangas, Rizal and Quezon).

ATI Chairman Kun Wah Wong says its container terminal in Batangas is one of the company’s key sources of business growth in the next few years.

In 2011, BCT handled 12,922 TEUs, far better than the previous years’ container throughput.

“We’re having success lately. Our plan is to turn it into a successful port. Manila is more prominent, as all infrastructures and the population are concentrated here. It takes a little time to further increase the volume in Batangas,” adds the chairman.

Mr. Wong says his management is spending more time, focusing on how to make Batangas port operation a major success.

“We are working to grow our Batangas terminal and we have been pushing for shipping lines to call at Batangas port,” adds Andrew Hoad, ATI executive vice president.

The Magsaysay- owned NMC Container Lines has found Batangas port strategic for its facility in moving Calabarzon goods to the Visayas and Mindanao.

Calabarzon locators have reduced trucking and logistics costs as cargo may be shipped to Batangas Port instead of moving them first to Manila ports.

On top of the advantage of nearness to manufacturing hubs, BCT offers competitive rates in ancillary services like port, storage, stripping and stuffing.

They can also take advantage of faster travel via major expressways connecting the port such as the Southern Tagalog Arterial Road (STAR) and STAR-SLEX which bypasses urban zones.

ATI has teamed- up with the Philippine Economic Zone Authority (PEZA), Philippine Ports Authority (PPA) and Bureau of Customs (BoC) in marketing Batangas port.

The three government agencies are enticing locators to transfer to Batangas which help decongest ports in Manila.

BCT is a state -of- the art port with brand new equipment along berths of 450 meters with 13 meters draft.

Total area is about 162,500 sqm. inclusive of the container yard, working apron, maintenance and control buildings, gates and roadways.

The container yard has 1,900 twenty-foot ground slots equipped with four rubber- tired gantries (RTGs). Ship-to-shore operations are equipped with two quay cranes.

The terminal has ten reefer platforms, a 4,100 sqm. CFS, RFID gate management system, full CCTV coverage and back-up generator sets.

NORTH HARBOR TARIFF HIKE The Manila North Harbour Port (MNHPI) has asked for cargo handling tariff hike of 20%. This is to cover increasing operational expense and ensure funding to improve efficiency in the port.

MNHPI, a major domestic port operator, has already filed with the Philippine Ports Authority (PPA) its petition to increase its tariff.

“MNHPI would like to petition for an interim tariff increase of 20 percent for cost recovery limited to labor, utilities and equipment running incurred during the last two years,” says Richard Barclay, MNHPI chief operating officer.

there have been across the board increase in minimum wage from 2008-2010.

“The economic situation of cargo handling operations (CHO) is also affected by constantly increasing cost of investing in personnel and skilled labor. More than the basic labor cost, CHOs like MNHPI are beset by the ever increasing demands for efficiency and safety in handling which requires skills that are not easily acquired through established institutions,” he clarifies and adds that there are lucrative offers in overseas ports that can entice skilled operators.

However, he qualifies, “the petition is a long way to go and will need to undergo several process before it can be approved.”

Fuel also eats up a large part of the operational expense for the port. The average diesel price in 2011 was P41.78 per liter, up from 2010’s P34.31 per liter, and higher from P27.34 in 2009.

Barclay explains the increasing cost in the economic environment over the last three years, such as the effect on global trade and prices of commodities, affected the cost drivers like labor, fuel and power.

Barclay adds electricity is a major component affecting the business operations for the past two years. The price per kilowatt hour in 2011 was 5.51 from 4.97 in 2010.

Since port operation is labor intensive,

Manila North Harbor, being one of the

busiest ports in the country, also requires efficient cargo handling equipment and port facilities.

Shipping line clients are also clamoring for a more automated operation with the use of terminal operating systems. MNHPI, in turn, implemented the North port terminal operations system (NITOS) and Navis SPARCS which are globally-recognized information systems.

MNHPI is also faced with the challenge of constantly enhancing security inside the port that requires the use of more sophisticated and technology-driven tools and equipment.

“As part of MNHPI’s concession agreement, the company is heavily investing in equipment and information technology, much like operators of international terminals,” he adds.

Meanwhile, Barclay says new cargo equipments worth $10 million will arrive July, this year. They expect the delivery of three quay cranes and three new rubbertired gantries (RTGs) since the port does not have such.

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EDUCATION AND TRAINING

On the 18th Year of AIMS

A LEGACY TO THE INDUSTRY T

he Asian Institute of Maritime Studies (AIMS) held a gala night last March 23rd, a soft launch of its Museo Maritimo, part of its 18th Anniversary celebrations at the Philippine Trade and Training Center (PTTC).

Dr. Arlene Abuid- Paderanga, AIMS president, says the museum will attempt to give composite snapshots of Philippine maritime industry - exhibits on maritime history, the Navy, the Philippine Coast Guard, shipping and manning firms.

There will be aspects of merchant marine education and training, maritime arts, customs and tariff, evolution of ships and fishing technologies.

Paderanga adds Museo Maritimo hopes to make the students gain more pride and honor through heritage awareness and culture appreciation.

“We will display men and women of valor who dedicated their most productive years building an industry which plays a huge part in sustaining economic stability of our country.

These are the people who have shaped our seas and caught the attention of the globe towards the Philippines.

MARINA DA Conti.

AIMS Pres Paderanga.

A sail without its anchor never reaches a destination. It’s a scary statement but it’s true, many of our seafarers or maritime professionals have been lured to dollar earnings as their misson, most of the time when the money is earned heroic sacrifices in building the maritime industry all on its own.

It is lately observed that our young seafarers today no longer bear the loyalty and the soul of the seafaring.

the players of history,” continues the AIMS president.

How can we have a strong sense of certitude if we don’t have a strong reference of our past or affection to

Noble initiative.

Among industry pillars mentioned are Admiral Tomas Cloma for discovering the Kalayaan Group of Islands in 1956 which became part of Palawan in 1972; and Capt Gregorio Oca for advancing the interest of Filipino seafarers employed in the international seaborne trade.

As guest speaker, Atty. Nicasio A. Conti underscores the “very noble initiative of Museo Maritimo,” a major part of the 18th founding anniversary of AIMS. Atty. Conti is Deputy Administrator for Planning of the Maritime Industry Authority (MARINA) and the Spokeman of the Department of Transportation and Communications (DoTC).

“Paminsan-minsan pag mga museum at history ang pinag-uusapan kinukurot din ang puso natin.

Naalala ko ang aking ama na isang marino.”(Sometimes when we speak of museum and history, my heart is pricked as I recall my father being a mariner).

The AIMS Family.

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GOVERNMENT Conti’s father was an able-bodied seaman on board ocean-going vessels for 25 years.

“Sa kagustuhang makapag-aral kaming apat na magkakapatid…ako bunso, yung kontrata noon matagalan, isang taon hindi ka uuwi, o kung bababa ka man, agad sasakay ka… Wala syang na witness na graduation namin…pero lahat kami nakapag-aral. (In the desire for all four of us siblings to study, I am the youngest, the contract then was longer, one year you will not come home, or if you go ashore, you will board at once. He did not witness any of our graduations… but all of us were able to study).

Yan ho ang paghihirap ng marino sa karagatan…Ipinagmamalaki ko na ako ay anak ng isang marino. (That is the hardship of a mariner at sea… I am proud being a son of a mariner).

If we were to look back we have many reasons to celebrate. As a maritime nation, as a seafaring people, as a family, and we have been blessed with rich maritime resources and a great maritime people to be proud of.

May this museum remind us of our great maritime past and help us chart our journey in the years to come,” continues Atty. Conti.

A collaboration.

Museo Maritimo is a collaborative work of AIMS, Philippines Seafarers Training Center (PSTC), Hiniraya Cultural and Heritage Foundation, Philippines Association of Museum (PAMI) and International Council of Museums (ICOM).

The design and concept will be done

by Mr. Doi Rosete, Dean of the College of Industrial Engineering of the University of the Philippines.

The museum will be opened for public viewing on September, in time with the celebrations of National Maritime Week this year at the AIMS Compound along Roxas Boulevard, Pasay City.

Contributions for the completion of the project may be made through the AIMS Office of the President, AIMS campus, Libertad corner Roxas Boulevard, Pasay City.

Ambassador Carlos Salinas (middle, front row) announces the signing of EO 75 as IMO SecGen Koji Sekimizu looks on (at right).

MARINA

SINGLE MARITIME ADMINISTRATOR In an official statement datelined London, United Kingdom, on April 30th (but May lst on the Philippine time zone), the Maritime Industry Authority (MARINA) is now the country’s single central maritime administration.

The Philippine delegation to the IMO Plenary Session of the STW 43 officially announced the signing into effect of Executive Order # 75 by President Benigno S. Aquino creating a single Central Maritime Administration under the Department of Transportation and Communication (DOTC).

Philippine Ambassador to Spain H.E. Carlos C. Salinas made the announcement on behalf of the Philippine government at the IMO Headquarters in London in the presence of IMO Secretary-General Koji Sekimizu and Chairman of STW 43, Admiral Peter Brady of Jamaica.

Ambassador Salinas observes that through this directive, President Aquino has laid the groundwork for the country to proceed immediately and decisively, ensuring full compliance with the STCW Code.

The President expects support

from all government agencies that touch upon the maritime sector like the Department of Labor and Employment and its line and attached agencies; the Commission on Higher Education, the Professional Regulation Commission, Department of Health – as well as the private sector.

“With this announcement… the Philippines reiterates… commitment to move forward and deliver… within the context of the STCW Code, particularly the 2010 Manila Amendments…

This will include the strict monitoring of the education, training, and certification of maritime professionals, as well as, the registration and control of both the Philippine domestic and international fleet,” announces Ambassador Salinas.

MARINA is expected to be fullyoperational in its new role within 30 days from the signing of the executive order.

The next phase is legislation from Congress signed into law by the President to institutionalize the new single central maritime authority.

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TESDA Passes EMSA

T

There were nine accredited maritime competency assessment centers which include the Maritime Academy of Asia and the Pacific, Blue Horizon Maritime Training ad Assessment Center Inc. and Fremarobi Skills Development Center Inc.

TESDA Director General Joel Villanueva says the European delegation assessed TESDA’s quality standards system and gave the passing remark.

The final audit report on the Philippines’ efforts to continuously improve its maritime education, training and certification system is expected to be released in June or July.

In 2011, TESDA assessed 48,670 deck and certified only 45,425; 28,125 engine ratings were assessed and 26,179 were certified.

Director Villanueva says, “EMSA was really strict. They were looking for certifications and we have it, its

By Michiko Lardizabal he European Maritime Safety Agency (EMSA) inspection team gave a passing mark to the Technical Education and Skills Development Authority (TESDA).

www.mihca.com.ph

Shipboard Training Programs Designed to prepare the student for a shipboard career, these programs are equipped with lectures and hands-on activities in the areas of sanitation, culinary, management and leadership.

CHIEF COOK TRAINING PROGRAM This 10 day TESDA and PANAMA accredited program provides the students with the knowledge and skills required of a chief cook.

CHIEF COOK ENHANCEMENT This four day program further enhances the skills of a chief cook with emphasis on victualing, culinary math, leadership and management.

CRUISE GALLEY TRAINING This five day program orients an entry-level cook with the different kitchen operations.

BASIC MESSMAN COURSE This three day program provides an in-depth lecture on the roles and responsibilities of a messman.

CUISINES With focus on the Western and Asian traditional ingredients and eating habits, this five day program also includes various culinary training in kitchen operations.

PROFESSIONAL MESSMAN COURSE This hands-on five day program prepares the student with the competencies required of a messman.

FOOD SAFETY AND SANITATION Through this program, students will learn about the proper food handling, preparation and storage to avoid food related illnesses.

GALLEY STEWARD COURSE This five day program provides practical knowledge and skills necessary for working in the Galley area. The program also covers topics like application of food safety onboard, garbage management procedures, proper cleaning and sanitation procedures.

SKILLS ASSESSMENT Clients can personalize assessment exams to measure their cook’s knowledge and competencies.

MIHCA MANILA 3/F Times Plaza Building, United Nations Avenue corner Taft Avenue, Ermita Manila Tel: +632.524.9996 • Fax: +632.523.8538 E-mail: admissions@mihca.com.ph

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MIHCA MAKATI 5/F Walter Mart Mall, Chino Roces Avenue corner Arnaiz Avenue, Makati City Tel: +632.887.5329 • Fax: +632.889.1707 E-mail: makaticampus@mihca.com.ph

just that they were using different terms but its basically the same. In the end, they told us, we passed.

There are problems with other agencies and it will definitely affect the overall audit report.”

Unverified sources say EMSA inspectors found deficiencies in the Maritime Training Center (MTC), Commission on Higher Education (CHED), and the Professional Regulation Commission (PRC).

Based on the information, CHED’s monitoring process of maritime schools is not effective. The PRC issuance in the implementation of the Management Level Courses does not ensure compliance to the approved education and training for all deck and engine Management Level officers.

Labor and Employment Secretary Rosalinda-Dimapilis Baldoz earlier said EMSA aired concerns on the monitoring of the maritime schools and the compliance to Management Level Course (MLC). She said corrective measures are being implemented and will be submitted to EMSA before the audit report comes out.

The employment of Filipino seafarers onboard EU vessels which numbered about 80,000 is in peril should the EMSA withdraw the recognition of the Philippine Standards of Training, Certification and Watchkeeping (STCW) certificates.

The five EU member states belong to the top major shipowning countries employing majority of the Filipino seafarers. The number of ships controlled by five EU major shipowning countries have an aggregate total of 10,415 ships with 387,108,661 DWT. Stakeholders in the maritime industry urge the Aquino administration to act immediately to prevent any adverse effect on our Filipino seafarers.

OWWA @ 30: SERVICES CONTINUE The Overseas Workers Welfare Administration (OWWA) bats for loyal and appropriate services as it goes through its 30th year. This commitment is reflected on the theme of the celebrations: “Tatlong Dekadang Serbisyong Tapat at Nararapat” (Three Decades of loyal and appropriate services).

On April 27, OWWA Administrator Carmelita S. Dimzon led some 500 staffers in a mass calisthenics dubbed Siglakas 2012 at the Cultural Center (CCP) grounds, Roxas Boulevard, Pasay City, to kick-off the main celebrations.

As early as 5:00 a.m., participants were already converging, anxious to learn exercise moves and techniques from Dr. Eric Tayag of the Department of Health.

“Mass aerobics dahil ang paniwala namin ay ang isang malusog na empleyado ay productive at masiglang magbigay ng serbisyo sa ating mga OFWs at sa kanilang mga pamilya,” says Administrator Dimzon. (Mass aerobics because we believe a healthy employee is productive and gives cheerful services to our OFWs and their families).

Ms. Dimzon adds, “Siglakas 2012 activity is a manifestation of the Agency’s full support to personnel growth and development in all aspects of their professional career.”

New OWWA facilities such as Board Room, Employees Gym and Employees Clinic were inaugurated in rites led by Labor Secretary Rosalinda DimapilisBaldoz.

OWWA conferred Loyalty Awards to employees who have served 30 years.

A memorandum of agreement between

Tayag of DoH and Dimzon of OWWA lead the mass calisthenics.

OWWA and Commission on Elections on overseas absentee voting was also signed.

(We have many education courses for them… many are availing our education programs, scholarship and financial).

Asked by Marino World on OWWA’s benefit programs for seafarers and their families, Dimzon quickly asserted, “Marami tayong development. Iniexpand natin ang ating mga serbisyo dahil kailangang maging responsive tayo sa kanilang mga pangangailangan. (We have plenty of development (programs), We are expanding services to be responsive towards their needs).

On welfare programs policy, Dimzon assures, “ang welfare kasi wala namang shift yan, kailangan talagang yung mga policies natin ay nakatuon sa mga serbisyo na mas makakatulong sa OFWs.” (… welfare services continue because policies should focus on better assistance to OFWs).

“Marami tayong education courses for them…marami namang nag-a-avail ng ating education programs, scholarship and financial,” adds the Administrator.

Her message to our seafarers: “Kami ay patuloy at committed na magbibigay ng quality service sa inyo lalong-lalo na sa mga seafarers.” (We are continually committed to give quality service to all specially to seafarers).

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TRAVEL

One Pillar Pagoda.

GLIMPSE OF BEAUTIFUL HANOI

By Michiko Lardizabal

Hanoi, the capital of Vietnam, is gifted with ancient architectural features, interesting people and French colonial soul, that whatever interest and whatever budget you have, this place has something to offer.

Hanoi has preserved historic monuments, pagodas, temples - as well as culture and natural resources. At the right bank of the Red River, this city is fast becoming most attractive for investment in the Association of Southeast Asian Nations (ASEAN).

The city is the political, economic, cultural, commercial and tourist center of Vietnam. It was founded in 1010 AD in the reign of King Ly Cong Uan. The most notable lake is HoanKiem which means “Lake of the Restored Sword.” According to the 15th century legend, a young fisherman named Le Loi found a magic sword caught in his net. The lake is a major scenic spot, a focal point to see people relaxing, jogging or just enjoying watching others.

One tourist destination is the Temple of Literature, with large courtyard, lakes and museum. The place is surrounded by beautifully arranged flowers that amaze every tourist and school children on field trips. It honors Confucius which also houses the Imperial Academy, the first university in Vietnam University founded in 1070 dedicated to Confucius, Sages, and Scholars.

Hanoi has preserved the Old Quarter, an area famous for small artisans, silk shops, clothing and souvenirs. It includes St Joseph’s Cathedral, one of the oldest building and Hanoi’s only gothic structure.

If you have US$100 in Vietnam, you are already a millionaire.

This hundred dollar bill is worth 2.076 million VND. Sounds great, eh?

Say, a coffee in a restaurant comparable to Starbucks costs 80,000 VND. I found a nice blouse which costing a million dong which I didn’t buy; preferring a white blouse that costs 200,000 VND. Their currency is named Vietnam Dong (VND) with low exchange value so they use high denomination notes. The price of goods is relatively the same as that of the Philippines.

Some of the Vietnamese’ face looks like Filipinos. Others are a mixture of French and Vietnamese but culture is more of Chinese.

The Vietnamese are hardworking and patient which makes them interesting people.

The One Pillar Pagoda is a historical Buddhist temple, also known as The Perfume Temple. On the other hand, the Tran Quoc Pagoda, is the oldest pagoda constructed in the sixth century during the reign of Emperor Ly Nam De. Ho Chi Minh’s Mausoleum is a must-see for tourists as well as the Hanoi Opera House, one of the grandest building.

The Bat Trang handicraft pottery village, is where high-quality ceramic and pottery products are crafted and sold.

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Opera House.

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