MAY - JUNE 2015 - United Filipino Seafarers United Filipino Seafarers

MAY - JUNE
2015
4 NOVEMBER
- DECEMBER
2014 http://www.unitedfilipinoseafarers.com.ph
Vol. XX No. 1
PHP 25.00
Maritime Industry
In Crisis
PAGE 24
UFS Astounded by MARINA’s moves on Licensure‘Leaks’
MAY - JUNE 2015
TINIG NG MARINO
3
Deployment of Filipino Seamen Down by 13K:
What is Ailing the Maritime Industry?
By Chrystal Ventura
T
he numbers are in and
they tell a sobering story:
the Department of Labor
and Employment (DOLE) reveals that compared to 2013,
the number of Filipino seafarers deployed in 2014 dropped
by approximately 13,268. Even more worrisome
is the fact that this decrease is
not at all due to a corresponding waning in global maritime
demands. There are still plenty of work opportunities for
seafarers of all nationalities
but somehow, the Philippines
seems to have lost its grasp on
a significant chunk of the employment market share.
Not even during the
global economic crisis of 2008
did the deployment of Filipino
seafarers decrease by such
degree. What we are seeing
here is, apparently, the direct
implications of the massive
delays and mix-ups in the issuance of official documents at
the Maritime Industry Authority (MARINA).
As thousands of Filipino seafarers experienced
month-long delays with the
issuance of qualifying certificates, it seems that ship owners and manning companies
have turned towards other
nationalities to compensate
for the lack of available Filipinos with current papers.
Members of the labor union
United Filipino Seafarers (UFS)
bitterly point out that this is
hardly surprising: “Ship owners
will not wait for Filipino seafarers to have their papers
in order—they are running a
business after all and cannot
afford a delay in operation.”
In a bid to make the MARINA
more conscious of the seafarers’ plight, the UFS sent an
open letter addressed to MARINA administrator Maximo
Mejia, calling his attention
to this concern. In this letter,
the UFS pointed out that a
decrease in deployment of
such magnitude is an unprecedented event in the history of the seafaring industry,
pointing out that during the
2008 global economic crisis,
deployment only dropped by
3000.
2014 was a year of upheaval for maritime certification. During the first quarter of
the year, MARINA began issuing
sheets of paper instead of the regular
Seaman’s Book because of what MARINA Administrator
Mejia described as
“a disruption in the
supply and schedule of deliveries to
replenish our depleted stocks of
Philippine Seafarers
Identification
and Record Books
(SIRB).”
This logistical foul-up was
an unprecedented one in the
course of modern maritime
trading. All over the world,
Filipino seafarers toting this
sad-looking piece of paper
found themselves having to
explain to shipping companies, employers and immigration authorities how such a
thing could have happened.
For a seaman, the SIRB is
considered the single most
important official document
for professional identification.
The MARINA-issued sheets of
paper which were used as
a stopgap solution obviously
lack the security features that
were incorporated into the
real SIRBs.
In many cases, immigration authorities and shipping companies may not be
quite prepared to trust that
these documents were authentic and not forgeries. After
all, the whole point of presenting official forms and documents is to provide evidence
of bureaucratic certification.
Nelson Ramirez, United
Filipino Seafarers (UFS) president, accurately sums up the
potential problem: “We seamen are worried that when
we reach other countries
to board the vessels we are
enlisted in, we will not be allowed to leave the airport to
go to the port where our ship
is. The authorities in the foreign
country will find MARINA-issued sheet of paper strange
and unfamiliar. And then, if
we do manage to get to our
ships, the captains may not
allow us to embark. This is the
first time in the whole world
that seamen are being asked
to carry sheets of paper incontinued on page 17
MAY - JUNE 2015
TINIG NG MARINO
6
Nelson P. Ramirez Arianne Ramirez JF A. Balbaguio
Myrna F. Virtudazo James S. Mante
EDITORIAL
Executive Editor
Managing Editor
Associate Editor
Assistant Editors
Jiekhem Singcay Layout & Graphic Artist
Kenneth Reynaldo
Rayron Canlas Castro
Rey Sto. Domingo Production Staff
Fr. James Kolin New York Bureau
Engr. Samson Tormis Greece Bureau
Corry Llamas-Konings Rotterdam Bureau
Bob Ramirez
Philip RamirezSingapore
Minabelle Siason Belgium Bureau
Capt. Arturo Cañoza Japan Bureau
Sapalo Velez Bundang & Bulilan Law Offices
Legal Consultants
Tinig ng Marino (Voice of the Seafarer) is published by the United Filipino Seafarers, a
duly registered Philippine maritime union. Editorial office: 4th/F Room 402, Gedisco Terraces Bldg., 1148 Roxas Blvd., Ermita, Manila, Philippines; Telephone nos.: (632) 524-4888;
525-5806; Fax (632) 524-2336; E-mail: ufs_07@yahoo.com; Website: http://www.
unitedfilipinoseafarers.com.ph. Materials published in this paper may be reprinted
provided proper acknowledgment to Tinig ng Marino and the author, if indicated, is made.
The Maritime Industry
is on Crisis
T
he Philippines has been
the world’s leader in terms
of provision of manning
services for the shipping industry,
comprising at least 28 percent of
the total number of seafarers onboard ships worldwide. This fact
puts a heavy responsibility on our
national government, specifically
the agency in-charge of the single administration of maritime
industry – MARINA, as to our
country’s compliance with the
continued on page 25
ON THE HELM
CAPT. JAIME D. QUIÑONES, MM, MA
General Manager, Wallem Maritime Services Inc.
President , The Society of Filipino Ship Captains Inc. (FILSCAPTS)
National Secretary, Masters & Mates Association of the Philippines (MMAP)
The Quest for Excellence in
Maritime Services – Philippine Setting
“
It is the utmost commitment of any manpower supplier in shipping to
provide qualified, disciplined and diligent seafarers to Principals in a timely
manner. To achieve this, customer satisfaction must be sustained along with
compliance to legal and statutory requirements by consistently developing the
CORPORATE VALUES :
The corporate values must
collectively be sustained by people
in an organization and applied in
related processes. It must be spearheaded by a management team that
is tenacious in its thrust to uphold
the company’s uncompromising
commitment to quality services,
safety culture and environmental
conservation. The quality system
must be structurally tailored for
seamless, secure and prompt processing of services to both seagoing
crew and in conformity to the requirement of shipping principals.
It must therefore embody a clear
and specific career development
program for seafarers who consider
their careers as investments and ensuring conformance to the matrix
and criteria of principals. Rearing
human resources, processes and technology and by regularly reviewing the
actual performance against the set of quality standard and objectives – with
the end in view of achieving the continual process of improvement for global
competitiveness in our midst.
”
and molding of maritime professionals from young ambitious cadets and guiding them towards the
assumption of shipboard management positions on board cannot be
understated. We must be constantly
reminded of a popular adage: “If we
are planning for a month – we must
plant vegetables; If we are planning
for a year – we must plant rice, but
if we are planning for a lifetime –
we must train people”. Retention,
promotion, subsidized training and
various assistance/benefits to crew
are but some of the current practices employed by manning companies in fortifying their “culture of
belonging” and instilling “loyalty”
to respective companies.
continued on page 21
MAY - JUNE 2015
TINIG NG MARINO
7
UGONG NG MAKINA AT IKOT NG ELISE
ENGR. NELSON P. RAMIREZ
Most Outstanding Marine Engineer Officer, PRC, 1996
Most Outstanding Student, ZNSAT, 1970
Outstanding Achiever of the Year,
Province of Zamboanga del Norte, 2006
T
inatag ang MARINA noong
taong 1974 upang palakasin
ang ating industriya maritima sapagkat naniniwala ang lahat
na ang isang bansa na mahina ang
industriya maritima ay mahina din
ang ekonomiya.
Sa 40 taon mula nang tinatag ang MARINA hindi natin nakikita na lumakas ang ating industriya maritima. Nandyan pa rin ang
mga bulok na barko, lalong lumiit
ang bilang ng mga Philippine Registered Vessels, ang mga sakuna sa karagatan ay pangkaraniwang nangyayari
at magpahanggang ngayon, wala pa
ring sariling gusali ang MARINA.
Nakakalungkot
isipin
ngunit tanggapin na lang natin ang
Saan Patungo ng Ating
Industriya Maritima?
katotohanan. Ano nga ba ang papel
na dapat gampanan ng MARINA?
Ang pangunahing tungkulin ng
MARINA ay ang pagpalago ng pagawaan ng barko, pagpalago ng pagbaklas ng mga lumang barko, gawin
ang Pilipinas na isang lugar kung
saan ibababa ang kargamento ng
barko ganoon din ang maging lugar
sa paglulan ng kargamento katulad
sa Singapore at Hongkong, maging
lugar din ang Pilipinas ng drydocking
and repairs at ang pagpalago ng mga
barko na nagwawagayway ng banderang Pilipinas.
Nag-umpisa ang problema ng MARINA, nang kinuha nila
mula sa Philippine Coast Guard ang
pag-isyu ng seaman’s book at ang
maritime safety. Kinuha din nila pati
ang pagpatala ng mga libo-libong
maliliit na bangkang ginagamit sa
pangingisda. Simula noon, hindi na
magkaugaga ang tanggapan ng MARINA sa pagpaganap ng kanilang
tungkulin dahil nga sa kakulangan
ng mga tauhan at kakulangan ng espasyo sa kanilang tanggapan. Lalong
lumalala ang trahedya sa karagatan
at ating natunghayan na ilang beses
nilang sinauli sa Philippine Coast
Guard ang maritime safety ngunit
ang nakakalungkot, kung walang
trahedya binabawi na naman nila
ang nasabing tungkulin.
Hindi pa nakuntento sa
kanilang mga nakuhang responsibilidad, kinuha din nila ang pag-
isyu ng Certificate of Proficiency
na dating National Assessment Certificate (NAC) sa Maritime Training
Council.
Para bang may kulang pa
sa bukol na kanilang natamo sa kanilang pagkakauntog, kinuha pa ng
MARINA ang licensure examination,
pag-isyu ng Certificate of Competency at Certificate of Endorsement
mula sa Professional Regulation
Commission. Nilunok ng MARINA
ang sobrang dami ng trabaho kaya
hindi tuloy natunawan.
Ang trabaho ngayon ng
MARINA ay lihis na sa dati at orihinal nilang mandato. Kaya palagi
ko na lang sinasabi na “MARINA
is majoring in minor and minoring
in major” dahil sa naiiba na ang kanilang trabahong ginagampanan.
Maaaring masabi natin
na lumago ang ating shipbuilding
ngunit wala tayong dapat ipagmalaki dahil ang mga pagawaan ng barko
dito sa ating bansa ay hindi pagmamay-ari ng Pilipino. Kung aalis ang
Hanjin, Tsuneshi at Keppel sa ating
bansa, dadamputin sa kangkongan
ang ating shipbuilding. Tinigil na
rin ang shipbreaking sa Balamban,
Cebu.
Alalahanin din natin na
wala tayong nakikitang liwanag sa
transshipment of cargoes. Noong
isang taon, mahigit 25 bilyon ang
nalugi sa mga negosyante dahil sa
sobrang kasikipan ng ating daungan
sa South Harbor.
Ang ating Philippine Registered Vessels ay mahigit 800 na noong
1988 ngunit mahigit na lang isang
daan ngayon.
Sa kauna-unahang pagkakataon, nabawasan ng mahigit
13,000 ang ating mga marino na
naglalayag sa ibayong dagat sa halip
na madagdagan. Saan patungo ang
ating industriya maritima?
8
MAY - JUNE 2015
TINIG NG MARINO
WORKERS’ VANGUARD
CONG. EMMELINE Y. AGLIPAY-VILLAR
Representative, DIWA Partylist
Congress of the Philippines
aglipay.ey@congress.gov.ph
What About the Families of
Our Missing Seafarers?
T
he start of this year has not
been very fortunate for the
Filipino seafaring industry
as it has been struck by two very
unfortunate incidents that saw the
loss and sinking of two vessels both
with Filipino crew members on
board. These are, unfortunately, no
longer unusual for us as we have almost gotten used to these sorts of
news over the last several years. As
a result of these tragedies, some of
our Filipino seafarers have either
perished or gone missing.
However, while the State
mandates compensation in the form
of death benefits and disability benefits, the family of a worker who has
been missing under circumstances
which make his or her death likely – just like when a seafarer is lost
at sea – receives nothing until he or
she is presumed dead under the law.
But what do we mean when
we say “presumed dead under the
law”? Article 391 of our Civil Code
clearly provides, “The following
shall be presumed dead for all purposes, including the division of the
estate among the heirs: (1) A person on board a vessel lost during a
sea voyage, or an airplane which is
missing, who has not been heard of
for four years since the loss of the
vessel or airplane.” This means that
before the lapse of four years counted from the time of the loss of the
vessel, the law treats a missing seafarer as just that – missing. At present, the families of missing seafarers
are not entitled to any compensation benefit.
This glaring flaw in our
system of laws is what we intend
to correct by pushing for a bill providing for benefits to the families
of seafarers who are missing and
in danger of death, even before the
lapse of four years or before they are
legally presumed dead. House Bill
5558, entitled “Missing Employees
Compensation Act”, aims to address
the unfortunate predicament of
families of seafarers who have gone
missing due to work related causes
under circumstances which make
death likely, but not been missing long enough to be legally presumed dead. Under this proposed
compensation program, families
of missing workers need not wait
for their missing loved ones to be
legally presumed dead before they
can expect compensation from the
State.
Just last February 26, 2015,
the Taiwanese fishing vessel Hsiang
Fu Chun, along with its 13 Filipino
crew members, went missing in the
middle of the South Atlantic Ocean.
Less than two months before that,
cargo vessel Bulk Jupiter sank off
Vietnam, resulting in the death of
two Filipino crew members, with 16
others still missing. While existing
laws may be able to provide immediate compensation to the families
of those who have been confirmed
dead, the families of those who are
still missing would still have to wait
for four years before their missing
relatives can be legally presumed
dead. Before that, they cannot legally expect anything from the State.
The least we can do is to make the
families’ waiting less burdensome.
It is unfortunate enough
that these families have to endure
the pain and suffering of losing a
loved one coupled with the emotional uncertainty of hoping for
better news or moving on from the
tragedy, but they would still have
to figure out how to make ends
meet until they are properly compensated for their loss. Under the
proposed bill, the family of a missing employee shall, for each month
until his or her death has been
confirmed or legally presumed,
be paid by the Social Security System an amount equivalent to the
monthly income benefit, plus 10%
for each dependent child, but not
exceeding five.
It goes without saying that
no law could ever erase the pain of
losing a loved one, especially under
circumstances where a loved one
has gone missing with no confirmation of whether he is still living or
already dead. But if the bill passes
into law, not only can we at least
mitigate the anguish and misery felt
by the families of our missing seafarers, but we can also make sure
that the sudden loss of income in
the family can be alleviated by the
State, especially when, as in most
cases, the missing seafarer is the
sole breadwinner in the family.
MAY - JUNE 2015
TINIG NG MARINO
11
Largest Greek SHIPOWNER Visits MAAP;
Sponsors Officers for Onboard Training
A
ngelicoussis Shipping
Group, the top shipping company in
Greece, visits the Maritime
Academy of Asia and the
Pacific (MAAP) last March
14 at Kamaya Point Alasasin, Mariveles in Bataan,
and came up to sponsor officers for shipboard trainings
to go directly on board their
own vessels.
Angelicoussis
Shipping Group is the largest shipping company in
Greece and one of the largest shipping companies in
the world. They have bulk
carriers, tankers, LNG vessels, over 100 vessels of these
types. The said group continues its expansion in the
maritime industry worldwide.
Spearheaded
by
Angelicoussis Group owner,
John
Angelicoussis,
the group was gladly welcomed and accompanied
by MAAP’s Admiral Eduardo
Ma. R. Santos around the
academy.
Commitment at its best
Mr.
Angelicoussis
is very much satisfied of
MAAP’s credibility in producing top caliber officers on
board. He decided to get
officers from MAAP and to
sponsor them some trainings
in preparation for onboard
duties. Twenty lucky MAAP
would be officers have been
granted scholarship programs by Angelicoussis and
supported for on-the-job
training (OJT) aboard. Once
these fortunate cadets get
hold of their respective diplomas, they will be granted
guaranteed jobs on board
by the Angelicoussis Group.
The
Angelicoussis
Group is committed to helping aspiring officers. They
assured the selected cadets that they will be given
a good opportunity as high
performing professionals in
the maritime industry.
Meanwhile, the visitors had a productive stay
at MAAP as a set of activities were lined-up during the
Mr. John Angelicoussis' entering the main campus building.
Mr. John Angelicoussis honored MAAP by planting a tree for his visit.
visit. Mr. Angelicoussis was
introduced to the academy
and visited all the facilities
of MAAP. Moreover, he had
the chance also to meet
some MAAP staff.
Those who joined him
during his visit to the Maritime Academy were his
crew managers from all his
companies including Capt.
Ioannis Kallioras, crewing
manager of Maran Tankers;
Mrs. Natalia Palimantaki,
crewing manager of Marangas (LNG vessels); and
Capt. Nikos Michelogkonas,
crewing manager of bulk
carrier Anangel Maritime.
The Maritime Academy of Asia and the Pacific,
is one of the leading maritime institutions not only in
the Philippines but also in the
Asia-Pacific region. Dr. Conrado F. Oca is currently the
chairman-president, together with Admiral Santos as executive vice president. They
offer excellent maritime education as well as trainings
onboard. MAAP with the
help of Angelicoussis Shipping Group, can definitely
continue to produce professional deck and marine engine officers in the Asia-Pacific region.
-Jonalyn Mae Antonio
12
MAY - JUNE 2015
TINIG NG MARINO
SAILOR’S CORNER
ATTY. AUGUSTO R. BUNDANG
Head, Litigation and Seafarers Department
Sapalo Velez Bundang and Bulilan Law Offices
Substantial Evidence
C
an a seafarer be legally dismissed even if he was not
given a reasonable opportunity to present his side? Yes, for
a just cause shown by substantial
evidence according to the case of
Abosta Shipmanagement Corporation vs. NLRC & Arnulfo Flores
( G.R. No. 163252, July 27, 2011).
Here, the seafarer entered into a
12-month contract with his employers as radio officer for an
ocean-going vessel.
Unfortunately, after less
than six months, he was repatriated due to alleged infractions committed while onboard the vessel.
According to his em-
ployers, he rudely questioned the
crew’s working schedule, caused
unrest, was inefficient, and instigated the crew to rebel against the
authority of the Master, thus making the crew members disrespectful, disobedient and even violent.
The seafarer was then
asked to explain why he should not
be administratively charged but he
was immediately repatriated.
Upon his return to Manila,
he filed a complaint for illegal dismissal before the labor arbiter who
dismissed and the Court of Appeals sided with the seafarer and
found him to have been illegally
dismissed.
The Supreme Court however, found the dismissal to the
legal but awarded the seafarer
P30,000.00 as nominal damages
following the precedent case of
Agabon vs. NLCR [485Phil248
(2004)], for failure of his employers to observe procedural due process in dismissing him from his
employment.
The Supreme Court concluded that he was not given a
reasonable time to explain his side
in writing after captain conducted
his injury.
In finding his dismissal to
be legal, the High Court relied on
a letter of the captain to the agency
as well as the letters of the chief officer and the 1st assistant engineer
to the principal, both prior to the
seafarer’s termination, narrating
the infractions committed by him.
In found the letters to not just
contain a mere accusation of
wrongdoing but rather made direct affirmative statements on the
seafarer’s transgressions which the
seafarer allegedly failed to refute.
The Court considered the letters as
sufficient evidence to support the
dismissal of the seafarer.
The resolution in Abosta
brings to the fore the issue of what
constitutes “substantial evidence”
on the part of the employers to
prove the validity of a seafarer’s
dismissal from employment.
While the said letters of
the captain and the others officers
were already deemed acceptable
in the subject case to establish
the charges against the seafarer,
the High Court ruled, however,
in the case of Centennial Transmarine Inc., et.al., vs. Ruben dela
Cruz (G.R. No. 180719, August
22, 2008), that if the genuineness
of the captain’s report and entry
in a ship’s official logbook as well
as statements of the safety officer
and the chief officer are assailed by
the seafarer, they must first be duly
identified and authenticated in order to be given weight in a illegal
dismissal case.
Suffice it to say that in
the case of Abosta Shipmanagement, the seafarer questioned the
probative value of the statements
In the letters of the captain and
the other officers and contended
that they are self-serving. Needless, the High Court still found
the letters to be compelling and
admissible.
MAY - JUNE 2015
TINIG NG MARINO
13
What is Global Sulphur Gap All About?
By Engr. Rainero B. Morgia, MScEnv
S
hipowners get ready! The International Chamber of Shipping (ICS) said it believed
that worldwide emissions limit is
likely to come into effect in 2020
rather than in 2025. This will be
sooner despite efforts to defer
implementations in response to
concern about the availability of
this compliant fuel – low sulphur
fuel.
This is it. Global Sulphur
Gap is all about the implementation of 0.1 percent sulphur in fuel
requirements for Emission Control Areas (ECA) for all types of
bunker fuels used in ships engine.
The ICS adds that operational problems linked to the
low-sulfur fuel rules are more of an
issue to shipowners than the cost
of fuel or bunkers into the entry
force of Emission Control Areas. It
also voiced its deep concerns at the
EU’s decision to adopt a unilateral mandatory monitoring reporting
and verification (MRV) requirements for individual ship emissions
in advance of IMO completing its
works. Finally, the ICS warned that
the regulations will be used to prejudice shipowners financially.
What is the consequence
after all of these are implemented - environmental protection or
cost of shipping. In a recent study
by Kailili, Karuven et al from the
Univeristy of Turkey on its impact, here are the abstract and
concluding summaries:
On 10 October 2008 the
Marine Environment Protection
Committee (MEPC) of the Inter-
national Maritime Organisation
(IMO) unanimously adopted the
revised Annex VI to MARPOL
73/78 (International Convention
for the Prevention of Pollution from
Ships), which places restrictions on
nitrogen and sulphur oxides emissions from ship traffic. Lowering the
sulphur content in fuels will also be
a way to reduce emissions of particulate matter from shipping. The new
Annex enters into force on 1 July
2010. The sulphur content of fuel
will fall in the special areas (SECA
= Sulphur Emission Control Area),
which are the Baltic Sea, the North
Sea and the English Channel, from
1.5% to 1% from 1 July 2010, and to
0.1% from 1 January 2015. Globally,
the highest permitted sulphur content of fuel will fall, as from 1 January 2012, from 4.5% to 3.5%, and
to 0.5% from 1 January 2020. The
use of sulphur scrubbers will still be
allowed, so that the fuel grades currently in use on vessels fitted with
them can also be used.
For a long time now, large
car and passenger ferries on the
Baltic Sea have been using heavy
fuel oil with a sulphur content of
no more than 0.5 percent. However, there is not enough of it as things
are now – and the situation may not
change in the future either - to meet
the needs of all marine traffic in the
Baltic, North Sea and English Channel. A report by the IMO states that
approximately 0.5 percent of the
fuel currently used by global maritime traffic is heavy fuel oil with
a sulphur content of less than 0.5
percent. According to the report,
the use of heavy fuel oil grades will
mainly need to be abandoned when
the sulphur content limit for fuel is
less than 1 percent, necessitating a
switch to light fuel grades.
Accordingly, it is also difficult to estimate the price that heavy
fuel oil with a maximum sulphur
content of 0.5 percent might be in
the future.
A switch to fuel with a maximum sulphur content of 0.1 percent
will in practice mean that vessels
will have to use gas oil (MGO) as
fuel, which is a lot more expensive
than heavy fuel oils, owing to the
way it is manufactured. It has proven difficult to estimate the availability of low sulphur fuels. Estimates
received suggest that the problems
will not be owing to the demands on
SECA areas, at least not yet, but to
the fact that when light fuels start to
be used worldwide, the oil industry
will have to increase its refining capacity considerably to meet the rise
in demand for light fuel grades.
One should always exercise
caution when predicting future prices for fuels, as there are so many variables involved. Besides, price trends
are not so much based on facts as all
the various expectations and beliefs
concerning the future. Uncertainty
and the massive fluctuations in fuel
prices we have witnessed have led us
in this report to give fuel prices that
are not based on any precise value
but a probable range of variation on
the basis of estimates by the member companies of the Finnish Oil
and Gas Federation.
The expert views received
from shipping companies and Confederation of Finnish Industries asso-
ciations suggest that rising fuel costs
will, in time, be incorporated in their
entirety in sea freight costs. As a result, sea freight charges will increase
considerably when the stringent regulations on maximum sulphur content take effect. Rising freight costs
will particularly affect sectors that
depend very much on exports and/
or imports.
The total fuel consumption
for ships bound for Finland has
been estimated on the basis of two
scenarios for consumption in 2007,
where maximum consumption is
2.6 million tonnes (scenario 1) and
minimum consumption is 1.8 million tonnes (scenario 2). The estimate is that if vessels bound for Finland were to switch from heavy to
light fuel - in this case gas oil with a
maximum sulphur content of 0.1% the following additional costs would
be incurred, given the differential in
prices for fuel grades:
1) at 111 euros per tonne
the maximum would be 273 million
euros and the minimum 190 million
euros
2) at 480 euros per tonne the
maximum would be 1.182 million
euros and the minimum 823 million
euros. The calculations do not take
account of the savings in fuel costs
through the possible use of sulphur
scrubbers, adapted to deal with the
conditions in the Baltic Sea.
According to the expert estimates of the member companies of
the Finnish Oil and Gas Federation,
prices for low sulphur (light) fuel
grades are and will be higher than
continued on page 53
14
TINIG NG MARINO
The Unholy AllIANCE
MAY - JUNE 2015
Mounting Dubious Maritime Disability Claims Noted
By Carlo Castro
A
barrage of questionable disability claims in the maritime industry involving
Filipino seafarers lodged against
local manning agents and their foreign principals are mounting, with
claims mostly seeking for full payment of disability compensation
based on doubtful and unwarranted allegations.
The United Filipino Seafarers (UFS) is actively campaigning
on all fronts to put a stop to the
abuses made by Filipino seafarers
and cohorts who put at stake the
reputation of the Philippines as a
major and reliable source of manpower in the global maritime map,
while at the same time defending
the undeniable rights of deprived
sailors.
UFS president Engr. Nelson M. Ramirez, a champion of the
cause of Filipino seafarers, had repeatedly warned that dubious maritime disability benefits—which the
UFS coined as the “unholy alliance”
of Filipino seafarers with some lawyers—are threatening the robust
global maritime industry dominated by Filipino mariners.
Take the case of Nilo E.
Elpusan, a Filipino seafarer who
joined M/V Ultra Saskatoon October 12, 2012 as First Assistant Engineer with a basic wage of $1,382
(P61,710 at $1=P44.65) per month
for a period of six months.
Elpusan’s contract would
have lapsed on April 13, 2013—
as stipulated in his contract—but
he filed a complaint against Bouvet Shipping Management Corp.,
claiming he suffered an injury during an emergency fire drill, which
purportedly occurred on March 3,
2013.
On March 4, 2013, while
the vessel was en route to Belfast,
Ireland, Elpusan filed a request for
repatriation in view of the expiration of his contract. Upon arrival at
Belfast on March 14, 2013, he submitted himself for medical exam-
the ship/master’s log of such accident that purportedly happened
on March 3, 2013—as claimed by
Elpusan that allegedly caused injury to him.
Cases like this, Engr.
Ramirez said, must be carefully
reviewed and looked into by the
Labor department to determine
whether lapses were made by the
company or seafarers were just
making dubious claims to further
protect the interests of both parties.
ination due to left shoulder pains.
The Marine’s Sickness Report advised him to apply muscle pain reliever and to see a physiotherapist
after a month.
On April 16, 2013, Elpusan
requested again for repatriation in
view of his contract’s expiration
three days earlier and his need to
seek medical examination because
of pains in his left shoulder. A third
request for repatriation at the nearest convenient port on June 8, 2013
was filed on May 29, 2013 with the
same reasons.
On June 3, 2013, Elpusan
wrote a letter to his principal to
allow his repatriation for his “vacation” and to “settle” his “family
problem.”
On June 21, 2013, the master of the vessel endorsed Elpusan
for medical check-up at Adang Bay,
Indonesia, which recommended
his repatriation. Seven days later,
he was repatriated.
Elpusan reported to Bouvet Shipping on July 1, 2013 and
was referred to the company-designated physician for treatment.
On January 7, 2014, the
company-designated physician issued an assessment of Elpusan’s
medical condition as “disability
grade 11” under the Philippine
Overseas Employment Administration-Standard
Employment
Contract (POEA-SEC). The duration of his treatment lasted for 191
days—counted from July 1, 2013 to
January 7, 2014.
On February 7, 2014, Bouvet Shipping offered to pay Elpusan
$7,465 (P333,310 at $1=P44.65),
through insurer Pandiman Philippines Inc., in accordance with
POEA-SEC, but the complainant
refused.
Elpusan found unsatisfactory his disability rating and sought
a second medical opinion from Dr.
Renato P. Runas, who later declared
Elpusan “unfit to work for further
sea duty permanently.”
To bolster his claim for full
disability compensation, Elpusan
cited Article 28.4 of the International Bargaining Forum-All Japan
Seamen’s Union/Associated Marine Officers’ and Seamen’s Union
of the Philippines-International
Mariners Management Association
of Japan (IBF-JSU/AMOSUP-IMMAJ) collective bargaining agreement (CBA): “A seafarer whose
disability... assessed at 50 percent
or more... shall be regarded as permanently unfit for further sea service in any capacity and be entitled
to 100 percent compensation. Furthermore, any seafarer assessed at
less than 50 percent disability but
certified as permanently unfit for
further sea service in any capacity
by the company-nominated doctor,
shall also be entitled to 100 percent
compensation.”
In responding to Elpusan’s allegations, Bouvet Shipping
said there was no record based on
The verdict
In a decision of the Department of Labor and Employment’s
National Conciliation and Mediation Board-National Capital Region last February 12, 2015 but was
recently obtained by Tinig ng Marino, a panel of voluntary arbitrators dismissed Elpusan’s complaint
and full compensation claims.
“After a judicious and circumspect evaluation of the allegations and arguments, as well as
the evidence adduced on record,
this Panel of Arbitrators find that
the complaint lacks merit,” wrote
the three-member panel led by its
chairman Jesus S. Silo and members Edgar C. Reciña and Leonardo
B. Saulog.
The panel ruled that the
complainant is entitled to $7,465—
as earlier settled by the company
but refused by Elpusan.
“With all due respect, complainant is a contractual employee
whose employment is terminated
upon the contract’s expiration. His
non-rehiring should not be attributed to respondent. To hire or not
to hire complainant is the prerogative of the respondent. However,
please note that the complainant
never presented any evidence to
support his claim that he was refused employment because of his
alleged injury or illness, neither was
there any evidence which shows
continued on next page
from page 14
The Unholy AllIANCE
that complainant was deprived of
the opportunity to work.”
“It is not enough that he
just wiled his way around under
the umbrella of an alleged disability
and proclaim that he is totally and
permanently disable and incapable
of performing the previous job he
had with respondent. Nothing on
record would support the allegation of complainant that he applied
and he was refused employment
by respondent or any other manning agency because of his alleged
injury. Allegation is one thing. Evidence is another. This Panel cannot
subscribe to the bare idea of the
complainant on his alleged permanent and total disability in the absence of substantial proof that he is
indeed deprived of an opportunity
to work,” the panel said.
The panel also sided with
the respondent shipping firm, saying that Elpusan did not mention
about any accident that allegedly
happened a day before his March 4,
2013 request for repatriation.
“Curiously, complainant
did not mention anything about
an ‘accident’ involving him that
occurred on March 3, 2013. Likewise, the ship’s log is bereft of any
record of an ‘accident’ claimed by
complainant. The subsequent requests of complainant dated April
16, 2013, May 29, 2013 and June
3, 2013 failed to mention anything
about the alleged ‘accident.’ What
stands out in complainant’s reason
for his request is the short supply
of his maintenance medicine and
his need for a vacation to settle his
family problem,” the panel said.
“The only piece of evidence
that will tie up the alleged March
3, 2013 accident with complainant
is his own account of the event in a
statement he prepared dated June 20,
2013,” the three-man panel added.
The NCMB panel of arbitrators further disagreed strongly
with the account of Elpusan and
the opinion of Dr. Runas, his chosen doctor who rendered a second
opinion on his medical condition.
What the chosen doctor
of the complainant provided was
“merely a summary of the events
that was obviously narrated by
complainant. Out of which the
conclusion of the unfitness to work
by complainant came to be,” the
panel ruled.
“Notably, however, a perusal of the opinion rendered by
Dr. Runas that complainant is ‘no
longer fit to further sea duty permanently’... impresses that it is derived
on the basis of the job description
provided by the complainant himself,” the panel revealed.
The arbitrators dismissed
Elpusan’s claim of an accident as
“self-serving,” thus he cannot be
entitled to full disability benefits
even as he cited a provision under
the
IBF-JSU/AMOSUP-IMMAJ
collective bargaining agreement.
In concluding Elpusan’s
disability rating, the arbitrators
said a key provision in the POEASEC is applicable under Section
32.1 or the Schedule of disability
or impediment for injuries suffered
and diseases including occupational diseases or illness contracted.
“Shoulder and Arm. Inability to
turn forearm (forearm in normal
position-supination)... Gr. 11.”
“It is the oft-repeated rule,
however, that whoever claims entitlement to the benefits provided by
law should establish his right to the
benefits by substantial evidence,”
the panel pointed out.
For his part, UFS president
Engr. Ramirez said this time, not
only some lawyers have taken advantage of Filipino seafarers’ plight
and came to exploit the maritime
industry, but medical practitioners
as well.
Moreover, Engr. Ramirez
wants to have an investigation on
the records of these ambulance
chasers and doctors who are issuing medical certificate without
havingeven seeing personally the
complainant.
“That is why it is high
time for Congress to pass Senate
Bill No. 2627 and House Bill
No. 5268,” Engr. Ramirez said of
the proposed Anti-Ambulance
Chasing Act which seeks to punish
unscrupulous ambulance chasers
in the maritime industry.
16
MAY - JUNE 2015
TINIG NG MARINO
VAST HORIZON
C/ENGR. RODOLFO B. VIRTUDAZO
Outstanding Seafarer of the Year, NSD, 1998
Most Outstanding Marine Engineer Officer, PRC, 1999
Technical Superintendent ABACUS Ship Management Limited
New Life for the Spirit and Career
O
ur Church is alive and
young. This I get to feel
during Holy Week in our
community, the Our Lady of the
Annunciation Parish along Mindanao Avenue in Tandang Sora.
Just like other churches, it is one
of the busiest seasons of the year.
Personally though, it has a distinct feeling and flavor because it
gives me a chance to be closer to
God in a special way.
Once more, Palm Sunday at the break of dawn offered
me a chance to contemplate with
reverence during the procession
of the men of Jerusalem. It was as
if we were walking with Christ in
His triumphant entry into Jerusalem when we, together with the
women of Jerusalem, converged
at our Parish Church for the
Blessing of Palms.
Holy Thursday found us
waking up very early again to
attend the Chrism Mass. At 12
noon, I practiced with the Ministers of the Holy Eucharist at OLAP
for the following day’s Veneration
of the Cross. On other hand, my
wife went early to the church for
some instructions in preparation for the dramatic Reading.
At that time, altar servers were
asked to assist our parish priest,
Rev. Fr. Jun De Peralta, during the
Washing of the Feet of the 12 apostles during the Lord’s Supper. The
reenactment with the presence of
the women, donning white hood,
together with the apostles in
colored ones helped the faithful to
thoughtfully ponder on the institution of the Holy Eucharist 2000
years ago. The Lay Ministers were
the last to go home during the
vigil that started at seven in the
evening. Arriving home at one in
the morning, I realized that Holy
Thursday indeed is truly a profound religious activity.
I once more witnessed the
people’s esteem for Christ’s Body
present in the consecrated Host
in the Adoration of the Blessed
Sacrament. Earlier, it was carried
in solemn procession to the Altar of Repose, where it would remain “entombed” until the communion service on Good Friday.
No Mass was celebrated again in
the Church until the Easter Vigil.
And finally, there is the continued
Adoration of the Blessed Sacrament by the people during the
night, just as the disciples stayed
with Jesus during His agony on
the Mount of Olives before the
betrayal by Judas.
On Good Friday, OLAP
fixed her gaze on the Cross at
Calvary. During the Veneration
of the Cross, I felt united to our
Savior Jesus Christ being among
those assigned to participate in
this solemn ceremony. OLAP was
stripped of its ornaments, the al-
tar bare, and with the empty tabernacle, as if in mourning.
Once more, I savored
that wonderful feeling of being
with my family inasmuch as I am
land-based already. It was also a
day when the wife did not have to
cook dinner because we usually
went home a little bit late. So, although we had our dinner out, my
wife had to explain to the children
that they should skip or lessen
their favorite orders.
On Easter Sunday, the
procession at four in the morning
was a sight to behold. The image
of the Risen Christ and the image
of the Mater Dolorosa met in front
of OLAP Church. But not before
the Easter Vigil on Saturday night
which has an elaborate and very
rich celebration filled with many
bright liturgical symbols. Together as one Church all over the
world, the parishioners brought
their candles and renewed their
baptismal promises – professing
their faith in God as Father, Son
and Spirit and denouncing Satan
and his works.
Before, I regarded Easter
as just one of the celebrations of
our faith. But now, I realized that
it is the principal feast of our liturgical year, being the greatest feast.
I have even read that Christmas
is celebrated only in preparation
for Easter. It is the center of the
greater part of the ecclesiastical
year. Furthermore, “The order of
Sundays from Septuagesima to
the last Sunday after Pentecost,
the feast of the Ascension, Pentecost, Corpus Christi, and all other
movable feasts, from that of the
continued on page 43
MAY - JUNE 2015
from page 3
Deployment of Filipino
Seamen Down by 13K:...
stead of the Seaman’s Book,
which looks like a passport.
Only in the Philippines.”
And then there was
the implementing rules and
regulations (IRR) for Republic
Act 10635, also known as the
Manalo Law. This legislation
empowers MARINA as the single maritime administration
and enforcement of international convention on Standards of Training, Certification
and Watchkeeping (STCW).
The Manolo Law bestows
to MARINA “all powers and
functions of the PRC, CHED,
TESDA, DOH and NTC, relative to the issuance, validation, verification, correction,
revocation or cancellation of
certificates of competency,
endorsement or cancellation
of certificates of competency, endorsement, proficiency
and documentary evidence
required of all seafarers and
all such matters pertaining
to the implementation of the
oversight in the implementation of the STCW Convention
1978, as amended.”
Administrator
Meija
stressess that the structural
changes brought about by
RA 10635 will significantly minimize the loss of time and efficiency in the implementation
of the STCW Convention. Department of Transportation
and Communication (DOTC)
secretary Joseph Abaya, for
his part, claimed that the said
legislation will mean “less red
tape, less bureaucracy,” adding that this is the government’s
way of making life easier for
the seafarers who, in remitting
a significant amount of money, keep our economy afloat.
And so over the last
year and a half, MARINA
took over the functions of
other agencies such as the
issuance of COPs and maritime safety certificates from
the Philippine Coast Guard
(PCG), and the issuance
of Certificates of Proficien-
TINIG NG MARINO
cy (CoP) from the Maritime
Training Council (MTC). These
responsibilities were added
on top of MARINA’s existing
functions and responsibilities.
While MARINA is no doubt
well-intentioned, the root of
the problem seems to be a
poor grasp of the logistics involved in a successful transition. Stakeholders in the Philippine maritime industry have
long pointed out that the IRR
for RA 10635 overlooks many
of the critical aspects needed
for the transfer of responsibilities such as adequate facilities and manpower to handle
the increased work load.
If past circumstances
are anything to go by, things
are bound to get worse before
they get better. While MARINA
is already drowning under the
weight of bureaucratic issuances, its burden is about to
become even heavier. MARINA took over the licensure
exams for marine officers and
engineers this year, taking over
from the Philippine Regulatory
Commission (PRC).
When the PRC started
conducting these board exams, it took a minimum of two
years to train competent front
liners and develop an official
testing protocol. MARINA is
nowhere near that mark, and
it’s scary to think how such a
state of unpreparedness will
impact future batches of marine officers.
Did MARINA bite off
more than it can chew?
When you have hundreds of
applicants lining up outside
the agency as early as 2:00
a.m., when documents require as long as six months to
be released, and when fixers
are having a field day as they
rake in grease money from
desperate seamen hounded
by impending contract dates,
what other logical conclusion
is there? But this is a rather
moot point -- the more pressing concern is whether or
not MARINA can turn things
around in time to prevent a
repeat of last year’s dismal
statistics.
17
18
MAY - JUNE 2015
TINIG NG MARINO
PISOBILITIES
FRANCISCO J. COLAYCO
Chairman, Colayco Foundation for Education
Entrepreneur, Venture Developer and Financial Advisor
Gawing Simple ang Buhay
(Ikalawang Bahagi)
I
papagpatuloy natin ang mga tip
para maging mas simple ang buhay at mas lumaki ang ipon para
sa kinabukasan. Ang mga tip na ito
ay galing sa website na Zen Habits
(tingnan sa http://zenhabits.net/
simple-living-manifesto-72-ideas-to-simplify-your-life ) at bibigyan ko ng kahulugan at koneksyon
sa usaping salapi.
Tip No. 7: Limitahan ang
iyong komunikasyon. Napakarami
ngayong paraan ng komunikasyon may texting, email, IM, cell phone,
paper mail, Skype, Facebook, Twitter, Forums, at iba pa. Mauubos ang
buong araw kung pagkakaabalahan
itong lahat. Sa halip, limitahan ang
paggamit sa mga ito. Mag-email
lamang sa takdang oras kada araw,
at limitahan kung ilang minuto lamang ang gugugulin. (Ipinapayo
ko na mag-check dalawang beses
sa isang araw, pero sundin kung
ano ang babagay sa iyo.) Mag-IM
lamang isang beses kada araw, at
magtakda rin ng haba ng oras na
gugugulin. Limitahan ang phone
calls at magtakda rin ng oras ng
paggamit nito. Gawin ito sa lahat ng
paraan ng komunikasyon. Gumawa
ng schedule at sundin ito.”
Mahalagang
manatiling
konektado sa mga pamilya at kaibigan. Pareho itong biyaya at sumpa.
Sumpa rin ito dahil malaking pera
at panahon ang ginagamit natin
para sa komunikasyon. Magandang
payo na limitahan ang oras na ginugugol sa pakikipagkomunikasyon.
Pero kung pera ang pag-uusapan,
ito ang ilang posibleng tips:
Huwag maging sabik na
bilhin ang pinakabagong model
ng mga mamahaling cell phone.
Baka hindi mo naman magagamit
ang mga bagong function ng mga
model na iyon. Nakakalungkot
na ang iba na walang kakayahang
mag-aksaya ng pera ay bumili pa
ng cell phone na nakaka-send ng
MMS, nakakakuha ng pictures, nakaka-record ng video at audio, pero
ang alam lang naman talaga nilang
gawin ay tumawag; kahit nga pagsend ng text ay nahihirapan pa.
Binili lang nila ang cellphone dahil inudyukan sila ng mas batang
kamag-anak na marunong gumamit ng mga nabanggit na hitech functions.
Napakarami na ngayong
plans na mura. Piliin ang talagang
magagamit mo.
Tip No. 8: Limitahan ang
iyong pagtangkilik sa Media. Hindi para sa lahat ang tip na ito. Kaya
kung mahalaga sa iyo ang iba’t ibang
uri ng media, laktawan mo na lang
ito (gaya ng paglaktaw sa ibang tips
kung hindi angkop sa iyo). Naniniwala ako na ang media – TV, radio,
Internet, magazine, etc – ay maaaring
mangibabaw sa ating buhay. Huwag
pumayag na mangyari ito.”
Sa tingin ko, mas mahilig
manood ng TV at makinig sa radyo
ang mga Pilipino kaysa magbasa. Sa
kasamaang palad, mas tinatangkilik
ang mga programang hindi kapupulutan ng halaga. Mas kailangan
ng mga Pilipino ng edukasyon
pero marami ay walang kakayahang
mag-enrol sa mga pormal na kurso. Pero kung gusto talaga nila ng
edukasyon, makakamit naman ito
sa maraming paraan. Medyo babaguhin ko ang tip tungkol sa media:
imbes na limitahan nang husto ang
pagtangkilik sa media, piliin na lamang ang mga programang magbibigay ng kaalaman at edukasyon
sa iyong pamilya. Kung pipiliin
mo ang tamang uri ng media, napakarami mong matututunan at hindi
matatapos ang iyong edukasyon.
Sa Tinig ng Marino pa lamang, napakarami nang artikulo
na kapupulutan ng aral. Bigyang
pansin ang mga ito at idagdag ito sa
iyong kaalaman.
Tip No. 9: Magbawas ng gamit.
Kung pwede kang maglaan ng isang
weekend para alisin ang mga gamit
na hindi mo na kailangan o gusto,
makakagaan ito ng kalooban. Gumamit ng mga kahon at trash bags
para sa mga gamit na gusto mong
i-donate o itapon.”
Magandang tip ito lalo na’t
naghahanda tayo para sa Pasko.
Maaari mong isipin na kapag nakatanggap ka ng regalo na hindi mo
magagamit, malaya kang ibigay na
lang iyon sa taong mas makikinabang doon. Kung ang kaibigan na
nagregalo niyon sa iyo ay tunay na
kaibigan, mauunawaan niya iyon.
Siguruhin lamang na hindi mo iyon
maireregalo pabalik sa kaniya. Sa
ganitong paraan, makakapagpasaya
ka na, maiiwasan pa ang extra clutter sa iyong bahay.
Maaaring i-donate na lamang ang mga gamit na napakinabangan na pero maaari pang ibahagi sa mga nangangailangan. Ito
ang karaniwang patakaran ng pagbabawas ng gamit: kung hindi mo
man lang nagamit ang isang bagay
continued on page 38
MAY - JUNE 2015
TINIG NG MARINO
19
PMMA is NEARING its Second centenary
F
ive years more and the first
merchant marine academy in the Philippines will
celebrate its 200th years. The
Philippine Merchant Marine
Academy (PMMA) is one of
the oldest and most prominent institutions in the Philippines today.
PMMA held its 195th
Foundation Day on April 6-11,
with its theme “Masayang
Pagsasama
sa
Luntiang
PMMA”. The celebration
culminated with the Grand
Alumni Homecoming themed
as PMMA Green and Global
on its last day of the weeklong celebration. Batch 1970,
1975,1980,1985,1990,1995,
2000,2005 and 2010 hosted
this year’s festivities.
Many of the alumni
and their families stayed
in overnight in the school
accommodation where they
shared an evening of family
bonding, fun, food and
friendship.
Yellow
jeepney
provided a free tour around
the school premises. Long
lines of tables under the tents
were set up for lunch.
The most awaited
tradition
of
the
195th
foundation of PMMA is the
Inspection of troops by PMMA
Alumni, led by the PMMA
superintendent Rear Admiral
Richard U. Ritual and the
guest of honor, C/E Guilbert
Llamado, president of the
PMMAAAI.
The ceremony gave
a chance for the alumni
to reminisce their days as
members of the Corps of
Midshipmen
and
drew
inspiration for the cadets. It
also allowed the midshipmen
to render honor for the
members of the Long Blue
Line who are looking forward
to be part of them in the
future.
The PMMA alumni
from Batch 1969 up Batch
2014 actively participated,
adhering to their motto:
Unity, Professionalism and
Brotherhood.
“Homecoming
gives us the opportunity to
reconnect with those who
share our experiences, reflect
on special memories and
unbreakable bond we made
with our bunkmates, seniors
and juniors, including our
former teachers – all of whom
touched and contributed
with our lives in one way or
another for whatever we are
today,”said CE Guilbert B.
Llamado ‘86 and president,
PMMAAAI 2015-2016.
He
extended
his
appreciation to the
host
classes, 1970, 1975, 1980,
1985, 1990, 1995, 2000,
2005 and 2010 headed by
their chairman, Capt. Mike
Magcale of Class 1980, and
vice chairman, Capt. Edwin
Rupido of Class 1985 for a job
well done.
“The tremendous effort
and hard work that they put
in to ensure the success of
our celebration will not go
unnoticed and will be worthy
of emulation by the incoming
host classes,” he said.
The alumni thanked
and congratulated Rear
Admiral
Richard
Ritual
for all the initiatives and
accomplishments
of
the
institution.
The
PMMA
was
created by virtue of a
Royal Decree issued on
January 1, 1820 through
the
recommendation
of
the Spanish Consulate of
Commerce. Its original name
was Escuela Nautica de
Manila, renamed Philippine
Nautical School. Through
Republic Act 3680 In 1963, it
became Philippine Merchant
Marine Academy.
The PMMA Alumni
Association Inc.,(PMMAAAI)
was formed in August 1969
by classes 66, 67, 68, and 69,
the pioneer batches during
PNS time. At present, the
PMMA Alumni Association
is a closely-knit power
house of maritime industry
leaders.
-Mia Lapis
20
MAY - JUNE 2015
TINIG NG MARINO
PAULO VILLAVICENCIO
Correspondent, Maritime Piracy
Humanitarian Response Philippines
(MPHRP)
SEACOMS: MPHRP’s Partner in Providing
Service to Seafarers and Families
S
ince the Maritime Piracy Humanitarian Response Programme (MPHRP) regional
office in Manila, Philippines was
set up in 2012, MPHRP has always
been collaborating with its partner
non-governmental
organization
and consultant, SEACOMS Maritime Development International,
Inc., in the implementation of its
programs and services locally.
SEACOMS is a charitable,
non-political and non-profit organization that envisions “to be the leader in providing quality people skills
training and community services for
seafarers and their families,” with its
mission “to add value to the people, to the planet (community) and
to the profitability of our partner
organizations by providing quality
people skills training and services to
the maritime community.”
Contributing to the industry’s offerings on training and development, SEACOMS looks after
the welfare of seafarers and and
their families through people skills
trainings. As MPHRP provides immediate assistance to seafarers and
family in the three phases of piracy
crisis, SEACOMS sees the opportunity to also assist them in uplifting
their lives through education and
training, character building, youth
and family development as well as
health services.
The activities of SEACOMS
fundamentally include training
maritime constituents and their
families in Cross-Cultural Awareness Training, Maritime Leadership
and Values, Enhancing Teamwork
Onboard, Moral Values Formation
and Financial Freedom since 1998.
The organization instills positive
values to people and promotes bet-
SEACOMS executive director Rancho Villavicencio (left, on stage) presents the Moral Values Formation Course
at the Van Oord Crew Conference
Executive Director Rancho Villavicencio (standing, center aisle) discusses the value of integrity at work to 157
ABOJEB participants
ter quality of life through feeding
programs, medical missions and
other charitable programs.
MPHRP Philippines/Southeast Asia Regional Director, Rancho
G. Villavicencio, is also SEACOMS
Maritime Development International, Inc.’s founder and executive director, who steers and manages the
trainings, while the organization is
staffed and assisted by a team of volunteers locally.
Last April 8, SEACOMS
presented its Moral Values Course
Presentation in this year’s Van Oord
Crew Conference in Diamond Ho-
tel, Manila. It also co-organized
and presented a Values Enrichment Seminar-Workshop: How to
Turn Values into Virtues to Achieve
Long-term Success to ABOJEB
Company, Inc. last April 18 at the
Development Academy of the Philippines, Tagaytay City.
Both the presentation and
the training mainly focused on the
essence of integrity in the workplace, being part of the core values
every successful company should
have. The course was well-crafted
and inspirationally delivered to the
company’s crewing executives, sen-
ior managers, managers, assistant
managers and staff.
Not only has SEACOMS
partnered and collaborated with
MPHRP but also with a number of
local and international NGOs including the Sailor’s Society, catering
to the people skills needs of seafarers and families in the maritime industry.
For more details of the programs and services offered, please
contact MPHRP-PH/SEA and SEACOMS Director Villavicencio at 02
514 07 13 or e-mail at mvformation@yahoo.com.
MAY - JUNE 2015
from page 6
ON THE HELM
Noble Achievements
It is now close to six decades since Filipinos have started
serving on foreign going vessels
where our natural flair for seafaring
was initially noted. Coupled with
our persevering nature, hard work,
dedication and English language
proficiency – we eventually became
the “preferred choice in manning”
the global shipping. The rest is history, so to speak. From the humble
beginning of having ratings onboard ocean going ships – we now
have significant number of Filipinos
trusted with positions in the Management and Operational Level as
Masters, Chief Engineers, Chief
Mates, Second Engineers , Junior
Officers and Junior Marine Engineers – representing roughly, about
30 percent of the total world’s seafaring population.
Meeting the Challenges
The ever changing demands in shipping, maritime industry conditions and issues are
demanding endeavor that needs utmost attention for compliance and
guaranteed satisfaction. Challenges
that are ought to be met and conformed – but to the seasoned and
accomplished entities, these challenges are synonymous with opportunities. Most manning companies
are well equipped with experience
and profound undertakings with
astute management system that enable them to ever move forward and
sustain the qualitative advancement
and innovations sought for in modern shipping. It is noteworthy to
mention that most established companies have their own in-house service training center that directly caters to the customized requirement
of their Principals. The engagement
of well-seasoned and experienced
mariners as instructors/trainers are
likewise commonplace – to ensure
quality and outcome based results
in every training regimen.
Mounting Horizons
The current in-house
training programs of most manning companies are supplanted
TINIG NG MARINO
with MOA with various maritime
training centers (MTCs’) and maritime higher education institutions
(MHEIs’) to ensure propagation of
right knowledge, updates, desired
skills and proper working attitude
in consonance to the competency requirements of 1978 STCW as
amended.
Areas for Improvement
While we have modestly
addressed most issues and concerns, specially the STCW matters – we must train our vision and
squarely resolve the following clear
and present situations besetting the
manning sector:
• CAPACITY BUILDING MEASURES – MTIs and MHEIs must
consistently endeavor to sustain the
required qualitative outputs in maritime education and training. The
triangle of education and training
– CURRICULUM, FACILITIES
AND FACULTY – must always be
harnessed and subjected to continual process of improvement, including amendment or revision, as
necessary;
• SHIPBOARD TRAINING OF
MARITIME CADETS – while
MHEIs provided the basic maritime education, it is a common
knowledge that shipboard training of cadets in the country is
very much LACKING AND
WANTING. Cadets are future
sources of marine officers and
engineers. Ironically, less than
10 percent of our annual maritime graduates were accorded
with shipboard posts as cadets.
Immediate action and attention
from the State is highly solicited.
• GOVERNMENT ROLE - The
state must therefore pro-actively take their role not simply as
“policy makers and regulators.”
They must equally “provide
guidance and assistance” in the
above critical issue, if we have
to sustain and enhance our lofty
stature as the “premier supplier of manpower in world shipping.” The state must address
this matter “head on” – being
the signatory of international
laws and conventions including
the 1978 STCW as amended
among others. Effective monitoring and implementation of
designed programs and standards
must likewise be instituted and duly
implemented.
• WORKING ATTITUDE AND
BEHAVIOR – The premium for
highest level of safety, vigilance,
situational awareness, dedication,
team work, harmony, efficiency, etc.
– must be maintained and propagated among our seafarers. The
industry’s best safety and security practices coupled with positive
work attitude and good behavior
at work while serving on board,
must always be manifested by professional seafarer – especially in the
conduct of their routine duties and
responsibilities.
• QUALITY SYSTEM – The series
of processes designed to produce
ideal results and provide satisfactory outcomes must be given primordial consideration. Quality System
can best be vetted looking into the
process control mechanisms and
the application of dynamic elements towards continual improvement. Monitoring, evaluation and
verification processes are therefore,
a MUST in confirming compliance
21
and thorough implementation of
the system. Monitoring and evaluation process will never be enough
to categorically confirm compliance
or rectification of a noted deficiency – this must be complimented by
an effective “verification” of actions
or countermeasures accorded to
a certain deficiency. It is therefore
IMPERATIVE that any noted DEFICIENCY must be promptly and
aptly RECTIFIED.
• INTEGRITY – The state must
maintain the highest level of credibility in the review and approval of
mandated courses; assessment and
evaluation of training results; processing, assessment, evaluation, certification, authentication and issuances
of STCW certificates and documents;
respectable conduct of public services to the maritime sector and manifesting the best of public services,
knowing that “PUBLIC SERVICE IS
A PUBLIC TRUST”. Services must
be rendered unconditionally to the
concerned personalities and entities
without undue favor, bias or selective
preference. Be fair, be efficient – BE
RESPECTED!!!
22
MAY - JUNE 2015
TINIG NG MARINO
NSTP-CWTS Memorandum of Agreement Signing
Ceremony Between PCG and ZSMIT
W
ith their primary
concern for the
welfare of the students and to develop a
harmonious and productive
relationship beneficial to
both parties, the Zamboanga del Sur Maritime Institute
of Technology and the Philippine Coast Guard finally
signed the Memorandum
of Agreement for the realization of Republic Act 9163
otherwise known as the
“National Service Training
Program (NSTP) Act of 2001.
The MOA signing ceremony
was held at the ZSMIT-HRM
Function Hall last April 13,
2015 at 10:00 a.m.
The members of the
Board of Trustees, Capt.
Rene A. Maglasang, and
Capt. Allan A. Maglasang,
Coast Guard Auxiliary, were
present during the occasion.
Moreover, the commander of Coast Guard District
Southwestern
Mindanao,
Commodore PabloT. Gonzales Jr., along with his staff,
also graced the said event.
Also present to witness the
momentous occasion were
the Coast Guard Auxilliary,
the personnel of Coast
Guard Pagadian Station
headed by the station commander, Lcdr Dionillet A.
Ampil PCG, 1st District Board
member, Hon. Ernesto Mondarte, and 2nd District Board
member, Hon. Adlaon.
It was stipulated in
the MOA that the PCG and
ZSMIT will work hand-inhand to pursue consciousness and awareness on
disaster risk reduction and
management,
environmental protection, leadership and service among
the youth while helping
them develop their physical, moral, spiritual, intellectual and social well-being. In addition, PCG and
ZSMIT should also inculcate
in the youth patriotism, nationalism, and advance
their involvement in public
and civic affair.
In his remarks, Commodore Gonzales said that
he is grateful to the administration of ZSMIT for the trust
and confidence bestowed
to PCG in handling one of
the components of NSTP
which is the civic welfare
training services (CWTS). He
challenged everyone most
especially the PCG personnel and the Coast Guard
Auxilliary to be forever vigilant in protecting the maritime environment.
In response to Commodore Gonzales, the
ZSMIT
president,
Arch.
Octavio A. Maglasang,
accepted the challenge
and said that the administration would continue to
support the PCG in their
undertakings for the good
of the students and the
community. He also encouraged everyone to join
the Coast Guard Auxilliary
and be a part of the Philippine Coast Guard who are
skillful, knowlegeable and
experts in maritime safety, marine environmental
protection, and maritime
security.
The ceremony was
concluded with a hearty
lunch and fellowship.
MAY - JUNE 2015
TINIG NG MARINO
Manila Hosts 2015 IMO Safety Meet
23
By Chrystal Ventura
IMO Secretary-General Koji Sekimizu speaking before the paritcipants in
IMO Ferry Safety Summit 2015.
T
he International Maritime
Organization
(IMO), headed by Secretary-General Koji Sekimizu,
held its Conference on the
Enhancement and Safety of
Ships Carrying Passengers on
Non-International Voyages
(CESSCPNIV) last April 24 at
the Philippine International
Convention Center (PICC) in
Pasay City. Metro Manila. The
whole-day affair was attended by some 300 local and
foreign delegates, according to the Maritime Industry
Authority (MARINA).
The conference, MARINA Administrator Maximo
Mejia, Jr. explains, “aims to
draw the stakeholders’ attention on imperatives to effectively improve the safety
of ships carrying passengers
on non-international voyages; to consider and make
recommendations in relation
to a number of guidelines
which have been developed
for the purpose of expanding
the already available technical assistance tools. These
[tools] have also been drafted for use by governments,
owners, managers, operators
and masters of such ships, as
well as by designers, consultants and surveyors of ships
concerned.”
One of the more sa-
IMO Secretary-General Koji Sekimizu (right) receiving the Order of Sikatuna from
DFA Secretary Albert F. Del Rosario and DOTC Secretary Joseph Emili Abaya (left).
lient issues discussed in the
conference is the fact that
while the Philippines has the
largest number of seafarers
in the world (most of whom
are widely recognized as
professional, world-class and
competent), many maritime
accidents continue to occur in domestic waters. Statistics presented during the
conference revealed that
over the past 14 years, there
were 17,000 maritime-related deaths worldwide. About
75% of these deaths occurred in only five countries:
Bangladesh, Senegal, Indonesia, Tanzania, and the Philippines.
Administrator
Mejia
delivered the welcome address while Transportation
and Communications Secretary Joseph Abaya delivered the keynote speech. For
the rest of the day, resource
speakers took turns in presenting their pieces. Among
those who addressed the
stakeholders were Abigail
Golden from the Worldwide
Ferry Safety Association who
provided an in-depth analysis of ferry fatalities reported
from 2000-2014; Prof. Dracos Vassalos (United Kingdom), Dr. Luis Guarin (United
Kingdom) and Prof. Jens—
UweSchroder-Hinnichs (Ja-
pan) from the World Maritime University (WMU) and
their presentation on the
“Identification of Hazards to
be Addressed When Regulating FSA HAZID as a Tool”
(this was a fact-finding and
scoping study which used
the Philippines as an example); and Mr. Akihiko Ikeda
of Japan, who discussed the
ASEAN-Japan transport partnership, projects for improvement, and the harmonization
of safety and ship inspection
for coastal vessels. Other
conference presentors included Dr. Yoshitaka Ogawa
of Japan; Mr. Tierry Nervale
of the Pacific community;
Dr. Tom Allan and Mr. Paul
Sadler of the IMO; Mj. Johan
Roos of INTERFERRY; Mr. Mike
Langley of P&O Ferries, UK;
and Mr. Christopher Pastrana
of the Philippines.
The IMO, which is
based in London, is a specialized United Nations agency
tasked to develop a comprehensive regulatory framework
for shipping, protection of
marine environment and safe
ship operations. Membership
in the IMO is by country. It currently has 171 members and
three associate members.
At present, the IMO
has produced around 60 legal instruments guiding the
regulatory development of
its member states to improve
safety of life at sea (SOLAS),
facilitate trade among seafaring states, and protect the
maritime environment. Some
of the recent IMO initiatives
include: upgrading fire protection standards on passenger ships; the international convention on Standards
of Training Certification and
Watchkeeping (STCW); and
the convention on the prevention of maritime pollution
(MARPOL 73/76).
On the same day of
the conference, IMO Secretary General Sekimizu paid a
courtesy call on Malacanang
where he was received by
Foreign Affairs Secretary Albert del Rosario and Secretary Abaya. On this occasion,
the Secretary-General was
conferred the Order of Sikatuna with the rank of Datu in
recognition of his critical role
in adopting amendments to
the STCW, and for his support
of various Philippine initiatives
aimed towards enhancing
the safety and security of
ships and the welfare of Filipino seafarers. Also present
during the conferment were
Administrator Meia and DFA
Assistant Secretary or Maritime and Ocean Affairs Benito Valeriano.
24
T
MAY - JUNE 2015
TINIG NG MARINO
UFS Astounded by MARINA’s move on
Licensure ‘Leaks’
he
45,000-strong
United
Filipino
Seafarers led by its
president, Engr. Nelson P.
Ramirez, commended the
Maritime Industry Authority (MARINA) after its
speedy response regarding
the alleged anomalies in the
licensure examination conducted by the agency after
it was exposed by the UFS
leader.
Many maritime review centers sprouted like
mushrooms in the industry,
claiming that their review
questions are being fueled
by a certain amulet or “anting-anting” and some call it
“ATLAS.”
It is also surprising
that many seafarers who at-
By JF Balbaguio
tended the alleged reviews
centers got a grade of 100
percent, a questionable feat
that has never happened in
the recent history of marine
examination in the Professional Regulation Commission (PRC).
Some review centers
are said to persuade their clients that their review questions are only a few hundred but could guarantee a
100 percent passing mark.
The review fees range from
Php15,000 to Php30,000.
Engr. Ramirez said
that based on seafarers’ complaints, many review centers
are allegedly calling manning agencies and offering
continued on page 28
MAY - JUNE 2015
from page 6
EDITORIAL
The Maritime Industry
is on Crisis
international rules and regulations governing the deployment
of competent, qualified and dully certified seafarers onboard in
a TIMELY, EFFICIENT and EFFECTIVE manner.
With the passing and
implementation of Republic
Act No. 10635, for the first time
in history of a non-recession
world economy, the deployment
of Filipino seafarers suffered
a decline of 13,268 in 2014.
This decline is attributed to
the delays in the issuances of
seafaring documents such as
the Seafarers Identification and
Record Book (SIRB), Certificate
of Competency (COC) and
Certificate of Proficiency (COP).
It is noted that MARINA
is managed under the National
Quality Standard System (NQSS)
TINIG NG MARINO
and its complementing agency’s
Quality Standard System (QSS).
However, although both systems
are in place, it seems that the
implementation of the provisions
is INEFFECTIVE.
MARINA must revisit
their quality procedures and
instill a TRUE QUALITY service
provision and this means that
they must streamline their
processes in order to achieve the
most efficient work turn-around
time. One of the provisions they
must review is the management
of out-processed services and
contractors. This means that
MARINA cannot simply put the
blame to their out-process service
providers, but rather implement
a strict contractor evaluation
and bidding system. If a supplier
cannot deliver the goods as
expected, them they have to
terminate the contract of services
than stick to the measly service
provided – unless of course
REBATES and KICKBACKS are
involved, which as we all know
are very prevalent not only in the
government sector but also in the
entire shipping industry as well.
Secondly, they must
establish
and
periodically
monitor proper and relevant Key
Performance Indicators (KPIs).
Yes, MARINA have KPIs such as
the number of ships registered,
licenses and certificates issued,
ships and companies audited,
SIRB issuances, COP issuances
and the likes, but these are
measly KPIs.
What about
average work-around time?
Customer satisfaction rating?
Agency satisfaction rating for
contractors? These are KPIs
that directly affect the quality of
services provided by MARINA
but sadly, these are not monitored.
These KPIs must be included in
the agency’s quality objectives
as well as its departments’
specific quality objectives.
To complement the second
point, MARINA should have a
provision for penalizing employees,
departments and contractors
25
who fail to meet their set quality
objectives. They have to ensure that
these customer-focused objectives
are understood at all levels of the
agency, especially those directly
involved in processes affecting
client satisfaction. Verbal and
written warnings must be sent to
stress the importance of meeting
the KPIs. If they still fail, then as the
saying goes, everything that is alive
requires pruning as well, which is a
great metaphor for endings.
Being,
the
single
maritime administration in the
Philippines, MARINA must take
their job seriously. The NQSS
and QSS are there to ensure that
services provided are of good
QUALITY.
What MARINA
needs is to review and strictly
implement the provisions laidout in the NQSS and QSS. If
they succeed in establishing
the stability of good procedures
that are customer-focused, then
the stability of our leadership in
the world’s maritime industry is
likewise ensured.
MAY - JUNE 2015
TINIG NG MARINO
27
28
TINIG NG MARINO
from page 24
UFS Astounded by MARINA’s
move on Licensure Leaks’
endorsers a rebate of Php5,000.00
per examinee. Even the marketing staff and agents of some review
centers sell their review questions in
public and openly say that their review questions are powered by their
amulet.
With the dread that this
practice will continue and foreign
ship owners might stop hiring Filipino Seafarers because they are no
longer assured of their competence,
Engr. Ramirez revealed on national
newspapers and social media about
the situation to warn MARINA to
stop these anomalies.
A few days after the exposé,
MARINA made an astounding
move in responding to the call of
UFS.
MARINA was able to revise and rephrase the questions
they use during the examination to
avert review centers in using their
“anting-anting” and make it useless.
They added additional questions on
their data bank that would reach as
much as 4,000 questions. With this
move, the industry may now be assured of the credibility of the examination and only those qualified and
competent passed the examination.
This move seems to be effective as
only one examinee passed the first
batch of examinees who took the
exam with the revised questions.
MARINA will also update the questions on a weekly and monthly basis.
Ramirez also asked MARINA administrator Maximo Mejia
to fire the people who will be found
involved in the alleged anomaly and
install CCTV cameras at strategic
areas in MARINA and along T.M.
Kalaw where fixers abound and
peddle certificates of proficiency ,
competency and endorsement.
Despite the said action by
MARINA, UFS assured the industry
that it will continue to hunt people
involved in illegalities and will make
an eye on MARINA’s activities that
will affect the seafaring industry.
MAY - JUNE 2015
Hepatitis-B: a Major threat to OFWs
Discrimination against worker positive with hepa-B virus remains a frustration
among Filipinos who wish to work overseas. While we have a local Non- Discriminatory employment policy, refusal for deployment abroad is discretion of foreign
employers. This deprives a huge number of Filipinos with hepa-B the opportunity
to earn better and that leaves them more anxious about their disease.
Hepatitis-B is the most common cause of liver cancer. The foundation
Institute for Hepa-B and Virus research reported 2 billion Hepa-B cases worldwide and from which 1 million die each year in the Philippines, it is the second
leading cause of cancer that continues to take the lives of millions of Filipinos.
According to the World Health Organization, 60% of Philippines populations are
HBV positive of which 1-% are chronic or has progressed to liver cancer.
It is discomforting to know that 2 in every 15 Filipinos are Hepa-B positive. This silent virus does not show early symptoms even people who have
had shots of Hepa-B vaccines could still get infected for years
without them knowing it. This has been the primary reason why a huge number of denied from foreign deployment.
In the recent years statistical data remain disturbing and have weakened the resolve of thousands
of Filipinos from the loss of opportunity to earn abroad
and with the apprehension of having Hepa-B infection
which is believed to be incurable by synthetic drugs.
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and attested by renowned scientist here and abroad. What more, patients who
have recovered from Hepa-B are continuously spreading the good news about this
once incurable disease now found its cure with KRG.
Free consultation and lectures on the management of Hepa-B virus will be
conducted by Ms. Digna Lizada or Dra. Ulep. For more information on the
benefits of herbs, visit Rm. 601 MBI Bldg., Plaza Sta. Cruz, Manila with contact
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30
MAY - JUNE 2015
Protect Marine Deck and Engine O
Enhancement Progra
P
rotect Marine Deck and Engine Officers of the Phils., Inc. sets another
milestone as it will offer the first on its
kind Enhancement Programs Course that
shall boost the quality and competence
of Filipino cadets sailing on World Maritime
Trade.
​This course is programmed to gear
up maritime cadets with enough knowledge and skills before getting on board
through actual trainings and exposure
to their future job. Many schools did not
make it to the accredited schools of MARINA because most of them have deficiencies in providing actual training and
facilities to its students. Protect Marine
responds to the call for this problem by
providing cadets with an enhancement
program that will expose them to real situations on board.
​The program will kick off on the first
week of June this year and will be pioneered by 30 aspiring deck and engine cadets from SSM Maritime Services and different maritime institution around the country.
These cadets have undergone thorough
screening and came from top 23 caliber
schools that were included in the previously
released MARINA White List.
​It will last for two months wherein cadets will be billeted in the training site dormitory which will be walled with rules and
regulations and discipline. They will undergo theoretical classes and practical trainings. They will be taught how to do the real
things on board such as overhauling an engine, greasing engine parts, repairing machineries, troubleshooting, sighting targets,
navigations, plotting, deck works such as
ropeworks, painting jobs, working aloft and
other hands-on jobs on board.
​To meet these goals, Protect Marine
launched its newly acquired equipment
and facilities last April 11, 2015 in their training site in Sitio Bonbon, Brgy. Ocaña, Carcar City, Cebu. It will add to the training
center’s capability to offer cutting edge
maritime courses and will be used by cadets during their actual practical training.
​The new equipments include a Full
Mission Engine Simulator, different types of
auxiliary pumps, refrigeration units, oily-wa-
TINIG NG MARINO
31
Officers of the Phils., Inc. to offer
am Course for Cadets
ter separator, purifier, air-compressor,
steam boiler, emergency generator, different part of a main engine that include piston, piston rod, cylinder liner and cylinder
head. It has also a workshop section with
complete equipment like lathe machine,
welding machine and acetylene for the
engine department.
​For the deck department, the acquisition includes a newly installed Konsberg Norcontrol Full Mission Bridge Simulator, bridge equipment like Gyro Compass,
compass repeater, sextant, echo sounder,
weather forecasting equipment, Automatic Identification System (AIS), VHF and other
equipments on board ships.​
​
Protect Marine plans to offer this
training course to manning agencies and
invite them to their training site to see what
a difference it will make for cadets who
have undergone the training. It will be offered also to walk-in cadets but they will undergo the normal screening such as passing the theoretical exam, interview, and
physical and medical fitness.
​
“Theoretical knowledge and simulator are not enough to feed cadets with
enough knowledge and skills because
everything is virtual and words, unlike practical training wherein they will be exposed
to actual equipments and experiences,”
stressed CE Antonino Gascon, Jr., president
of Protect Marine.
​
The program will be handled by
competent maritime officers and instructors who will monitor and make sure of
the progress of all cadets undergoing the
training.
Capt. Virgilio Patoc, training director
of Protect Marine Manila, will lead the program to guarantee its success.
​“Sooner, we can now provide competent cadets to all manning agencies
since they are assured that they will be
bringing cadets on board with enough skills
and knowledge,” added CE Gascon.
Manning companies who wish to
have their recruited cadets trained, please
contact our training director Capt. Virgilio
A. Patoc at telephone number: (02) 527
4783 / 536 4321 or cellphone number 0999
385 9220.
32
MAY - JUNE 2015
TINIG NG MARINO
20 Steps on How to Survive an Abduction or
Hostage Situation at Sea
By Engr. Rainero B. Morgia
F
or most people, being kidnapped or held hostage at sea
is a terrifying experience. And
it happens that fast. Sometimes so
fast that you can't even attempt to escape your abductor(s). Fortunately,
most kidnapping victims are released
unharmed, most fairly quickly. Make
no mistake, though: any abduction
can turn deadly, and whether or not
the victim survives depends largely
on decisions he or she makes while
in captivity.
Sometime
on
October
this year, a Nautilllus International Member was freed having been
taken hostage and kept in captivity
by Nigerian Pirates. The crew including 2 Pinoys was boarding on
an AHJS Vessel when kidnapped by
pirates who had boarded the ship
off the coast of Nigeria during the
hours of darkness. Learning from
their experience and stories, here
are some of the compilaations, 20
of them, on how to really survive
when those pirates will come again.
Here are the basic ones:
Step 1: Attempt to thwart
the abduction. If you can escape the
initial abduction attempt, your ordeal ends right there. However, the
first few minutes of a hostage-taking situation or an abduction are the
most dangerous, and they become
more dangerous if you resist. While
in many cases, the potential for immediate escape outweighs the danger of resistance, there are times (if
there are multiple armed attackers,
for example) where escape is not realistic and therefore not worth the
risk. Think rationally and be cooperative in this sort of situation. The
first few minutes are often the best
time to resist since there are probably people around you depending on
where you are. If this is the case and
there are others around you, this is
the best time to fight back in a way
that will gain others' attention and
perhaps provide you with their help.
After they have you where they want
you (in a car or such) there will most
likely be no one who can respond to
your petitions for rescue.
Step 2: Regain your composure. Your adrenaline will be pumping, your heart will be pounding and
you will be terrified. Calm down. The
sooner you can regain your composure the better off you will be immediately and in the long run.
Step 3: Be observant. Right
from the start, you should try to observe and remember as much as possible in order to help you plan an escape,
predict your abductor's next moves, or
give information to the police to aid
in a rescue or to help apprehend and
convict the kidnapper. You may not
be able to use your eyes - you may be
blindfolded, but you can still gather information with your senses of hearing,
touch and smell.
Observe your captor(s):
How many are there? Are they armed?
If so, with what? Are they in good
physical condition? What do they
look and/or sound like? How old are
they? Do they seem well-prepared?
What are their emotional states?
Observe your surroundings:
Where are you being taken?
Visualize the route the abductors take.
Make note of turns, stops and variations
in speed. Try to gauge the amount of
time between points. Try counting between each turn, e.g 128 left, 12 right. If
you are familiar with the area, this can
give you an advantage.
Where are you being held?
Take in as much detail as possible
about your surroundings. Where are
the exits? Are there cameras in place,
a lock on the door or other security
precautions? Are there any obstacles,
such as a large couch? Try to figure
out where you are and gather information that may be helpful if you decide to escape.
Observe yourself:
Are you injured or wounded? How
are you bound or otherwise incapacitated? How much freedom of movement do you have?
Step 4: Try to ascertain why
you have been abducted. There are
a variety of motivations for abduction, from sexual assault to ransom
demands to political leverage. How
you interact with your captors, and
whether or not you risk an escape,
should depend at least partly on your
captors' motivation. If they are holding you for ransom or to negotiate
the release of prisoners, you are most
likely worth far more to them alive
than dead. However, if you've been
captured by a serial killer or sexual
predator, or if you've been abducted
in retaliation for some political or
military action, your abductor likely intends to kill you. Your decision
of if and when to attempt an escape
should be made based on this information.
Step 5: Keep a survival attitude. Be positive. Remember, most
kidnapping victims survive - the
odds are with you. That said, you
should prepare yourself for a long
captivity. Some hostages have been
held for years but they kept a positive
attitude, played their cards right and
were eventually freed. Take it one
day at a time.
Step 6: Put your captor at
ease. Be calm. Cooperate (within reason) with your captor. Don't
make threats or become violent and
don't attempt to escape unless the
time is right.
Step 7: Keep your dignity. It
is generally psychologically harder
for a person to kill, rape or otherwise
harm a captive if the captive remains
"human" in the captor's eyes. Do not
grovel, beg or become hysterical. Try
even not to cry. Do not challenge
your abductor but show him/her
that you are worthy of respect.
Step 8: Attempt to establish
a rapport with your abductor. If you
can build some sort of bond with
your captor, he/she will generally be
more hesitant to harm you.
If your abductor is suffering
from a form of paranoid psychosis,
it's best that you appear non-threatening, but also avoid doing anything
that could be construed as manipulation (such as attempting to befriend
them), as individuals experiencing
paranoid delusions will likely assume
you are yet another person conspiring against them. If they feel they are
losing control, they may react with a
violent outburst. Do not attempt to
convince them that their delusions
are unfounded, as they may become
enraged, and either way it is unlikely
they will believe you (from their perspective, their delusions make perfect sense and seem like reality).
Step 9: Avoid insulting your
abductor or talking about potentially sensitive subjects. You may think
your abductor is a pathetic, disgusting individual. While captives
in movies sometimes get away with
saying such things, you should keep
these thoughts to yourself. In addition, as in most conversations with
people you don't know, politics is a
good topic to stay away from, especially if you are being held by terrorists or hostage-takers that are politicontinued on page 41
MAY - JUNE 2015
TINIG NG MARINO
35
Combat Fatigue Onboard Vessel
as Support for Crew Welfare
By: Engr. Ryan Anthony R. Mercene
T
he hardships encountered by
seafarers brought by continuous fatigue onboard vessels
require serious mitigation. The Maritime Labour Convention (MLC)
founded in 2006 has been at the forefront in crew welfare taking into account the standard working hours of
seafarers. MLC is among the other
pillars such as STCW, MARPOL, and
SOLAS. It plays a vital role in instilling
international maritime law and embracing the primary principles as far
as international labor convention is
concerned. Shipowners and flag states
are the ones responsible for the welfare
and safety of every seafarer.
Fatigue comes in various
forms. It is mostly brought about by
stressful conditions, lack of quality of
sleep, excessive workload, and insufficient rest. There are several ways by
which fatigue can be prevented. The
following pointers may be followed to
mitigate the risk of fatigue:
- Have enough sleep, at least eight
hours a day.
- Eat regularly, drink clean potable water, and establish a well-balanced diet.
- Exercise daily to remove stress and
energize the body.
- Have an open door policy in which
crew members have the privilege of
venting out their physical, mental, and
emotional conditions.
- Use scheduled breaks wisely, taking
strategic naps from time to time.
- Job rotation may be applied in order
to minimize monotonous tasks.
- Compliance to maritime regulations
on the standard hours of rest must be
applied.
- Awareness talks and seminars may be
conducted for a healthy lifestyle.
- Sufficient manning is the duty of the
management to ensure that hours of
rest are met.
- Minimize disturbance brought by
drills which are to be scheduled in appropriate time.
- Ship familiarization is important.
The factors affecting fatigue
are mainly classified into ship-specific factors, management factors,
crew-specific factors, and environmental factors. Global standards are to
be maintained especially for the new
generation of merchant mariners. As
far as international shipping is concerned, the flag states share the common goal of upholding the responsibility of international governance.
Ships are to be manned
by qualified and medically fit crew.
Training and ship familiarization for
shipboard crew are to be conducted
regularly. These are only some of the
fatigue-related requirements provided
in the ISM Code. Shipowners have the
responsibility for carrying out safety
management. On the other hand, rest
periods particularly for watchkeeping
personnel onboard vessels have to be
strictly enforced by administrations as
required primarily by the STCW Convention so as to mitigate the risk of fatigue. Furthermore, the requirements
for the rest frequencies are to be set
and properly recorded.
The maritime industry recognizes that fatigue is already a part of
the various problems faced by seafarers. Unpredictable environmental and
weather conditions of a moving vessel
away from home for several months
make the seafarer susceptible to potential stress and inevitable fatigue. The
multicultural work environment contributes too because of different traits
and language barriers. There is a thin
hairline that separates work from recreation onboard. Constant alertness
and pure concentration are required in
this highly specialized kind of job.
The effects of fatigue are absolutely dangerous because of possible human error leading to grounding
and other form of accidents. Fatigue
brought by environmental factors is
classified into internal and external.
Internal to the ship are noise, humidity, temperature, vibration, and many
others. External to the ship are usually
brought by weather conditions. Ship
motion is another factor that greatly
affects the physical balance of an individual, thus, affecting the crews’ abil-
ity to perform his duties. Nausea and
motion sickness are the usual results
of harsh sea conditions. Disruption of
sleep and physical discomfort occur.
Excessive workload has its
negative effects on the crew such as
appetite loss, dependence on alcohol,
and other disorders. Heavy workloads equal excessive working hours
matched with physical and mental
stress. Caffeine consumption causes hypertension, anxiety, and sleep
pattern disruption. Ship specific factors are the general causes of fatigue.
This refers to the ship’s design which
includes accommodation, enclosed
spaces, vibration, age of vessel, reliability of equipment, and many others.
Some of the common problems that arise are failure to post in
accessible and visible places the watch
schedule, improper recording of rest
hours, inefficient record maintenance pertaining to bridge lookout,
non-compliance to the rest requirements stipulated in the STCW particularly for watchkeeping personnel, etc.
One of the main factors contributing to stress is in relation of management specific factors. This covers
paperworks, overtime, management
style, rules and regulations, shifting
schedules, nature of duties and workload, time in between ports, port calls
frequency, organizational factors, etc.
Rest hours should be implemented at
all times. Strategic napping does help.
Fatigue greatly affects alertness which is the brain’s state of enabling conscious decisions. This is
partnered with the person’s ability
to perform the job well because of
emotional, physical, and mental disturbance. Response time is greatly
reduced. Decision making becomes
poor and coordination subsides. It is
truly detrimental to the health of a human being.
Fatigue individuals are prone
to errors. Prevention and mitigation
should be at hand at all times. Planning ahead, scheduling the voyage in
a timely manner, and improving the
ship’s design are only some of the ways
by which we can help.
36
MAY - JUNE 2015
TINIG NG MARINO
HEALTH TIPS
ELPIDIO C. NOLASCO, MD, FPCS, PACS
General & Cancer Surgeon, Laparoscopic Surgeon
President & Medical Director, Nolasco International Medical & Diagnostic Clinic
Colon Cancer
C
olon cancer is one of the
most common cancers
worldwide both for men
and women. Cells lining the colon, which is part of your large
intestine, may develop changes
that will cause them to grow uncontrollably and invade health
tissues. Unfortunately, there is
no single answer that will say
why one person develops colon
cancer and another does not.
Studies have shown some risk
factors that can increase your
chances of having this illness,
which includes advanced age
(over 50), high fat and low fiber
diet, family history of colon cancer, inflammatory diseases like
Crohn’s disease, tobacco and alcohol intake.
Symptoms of colon cancer can also be attributed to
other more benign conditions.
These include changes in bowel habits, blood in the stool,
changes in stool character, unexplained weight loss, poor
appetite, pain in the stomach,
unexplained bloating, gas and
continued on page 43
38
MAY - JUNE 2015
TINIG NG MARINO
from page 18
PISOBILITIES
o kaya’y nakalimutan mo nang may
ganoon ka palang pag-aari sa loob
ng anim na buwan hanggang isang
taon, panahon na para bitiwan
ang gamit na iyon. Napakaraming
bahay-ampunan o organisasyon
na tumatanggap ng mga lumang
gamit, mula sa damit hanggang sa
mga kagamitan.
Tip no. 10: Alisin na ang
mga malalaking items. Napakaraming maliliit na clutter sa ating buhay, pero kung sisimulang alisin
ang mga malalaking item, mabilis at
malaki rin ang pagbabago tungo sa
simpleng buhay.”
Pwedeng ang “malalaking
item” na tinutukoy dito ay iyong kumukonsumo ng malaking espasyo.
Totoo ngang magmumukhang mas
maluwang at malinis ang bahay
kung aalisin ang malalaking item.
Pero pwede rin na ang “malalaking
item” ay tumutukoy sa mga mamahaling gamit. Minsan, mas mahirap
na pakawalan ang mga mamahaling
gamit dahil iniisip nating baka hindi na kayang bilhin iyon ulit. Ilang
beses ka na bang nagtago ng isang
bagay dahil may nagsabi sa iyo na
hindi mo na mabibili iyon sa
presyong nabili mo dati? Pero
kung hindi mo na talaga ginagamit ito, ano naman kung hindi
mo na ito ulit kayang bilhin?
Naniniwala ako na kapag
hindi ka masyadong nahuhumaling sa mga materyal na bagay,
mas madali kang lapitan ng mga
bagong bagay. Halimbawa, kung
maluwang ang bahay mo at hindi
cluttered, baka bigyan ka ng iyong
mga kaibigan at kamag-anak ng
mga bagay na talagang kailangan
mo. Kung cluttered ang bahay mo
at punung-puno ng gamit, iisipin
nilang nasa inyo na lahat ng kailangan
mo at hindi na nila iisiping dagdagan
pa ang mga gamit mo.
Tip no. 11: “I-edit ang inyong mga kuwarto. Isa-isang suriin
ang mga kuwarto at tanggalin ang
mga hindi kailangan. Mag-isip na
parang isang editor ng dyaryo, itira
lamang ang kailangan at tanggalin
ang lahat ng iba.”
Bagay na bagay ang salitang “edit” sa pagtatanggal ng kalat
sa ating mga tirahan. Maaaring nakatira sa mga bahay na may isang
kuwarto (o one-room home) ang
ilan sa ating mga mambabasa. Dahil maliit ang tirahan, mas mabilis
itong “i-edit.” Pero huwag isipin na
palibhasa isa lang ang kuwarto sa
bahay ay dapat halos wala na iyong
laman, maliban na lamang kung
preso ang iyong kwarto. Sa kabilang
banda, huwag din naman hayaang
mapuno ng kalat ang nag-iisang
kwarto sa bahay nyo. Nakakita na
ako ng mga one-room homes na
punung-puno ng mga bagay na
hindi naman kailangan.
Upang manatiling buhay
ang dyaryo, nagsusumikap ang
editor na maging masaya ang mga
mambabasa habang sinisigurong
kumikita ang dyaryo sa pamamagitan ng mga advertiser. Dahil dito,
sinisiguro ng newspaper editor na
maayos ang laman ng mga artikulo. Kinakailangang naiintindihan at
madaling basahin ang mga artiku-
lo. Tanging ang mga mahahalagang
bagay lang ang sinasama sa artikulo
upang maging kapaki-pakinabang
sa mambabasa. Pero kailangang
sakto lamang ang haba ng artikulo
dahil baka mabawasan ng espasyo
para sa mga advertiser. Kailangang
mabalanse ng editor ang dalawang
mahalagang bagay na ito. Tungkulin niyang gamitin nang tama ang
espasyo ng dyaryo.
Marami pang tip sa susunod na isyu. Abangan!
Gusto mo bang matuto
kung paano pwedeng palaguin ang
iyong ipon? Kapag nasa Maynila,
sumali sa aming mga seminar (bisitahin ang www.colaycofinancialeducation.com) na ginaganap sa Aurum
One Hotel, Evangelista St., Makati
City. Ito ang hotel na ang may-ari ay
mga miyembro ng KsKCoop (www.
kskcoop.com). Tumawag sa 09178632131 o 6373731/41 para magparehistro.
Manatiling nakatutok linggu-linggo sa Pera Mo, Palaguin Mo
sa DZXL 558 tuwing Lunes, 11:00
a.m. - 12:00 noon.
40
T
MAY - JUNE 2015
TINIG NG MARINO
Petition vs ‘Unjust’ Integration of
Terminal Fees Reaches Ombudsman
wo senators and 20 stakeholders have filed a petition
at the Office of the Ombudsman, seeking to recall the Manila
International Airport Authority’s
(MIAA) order integrating terminal
fees in airline tickets purchased online or abroad.
Senator Aquilino “Koko”
Pimentel III said he and Senator Cynthia Villar, along with 20
stakeholders representing overseas Filipino workers (OFWs),
Muslim pilgrims, national athletes
and persons exempted by the Office of the President, signed the
petition.
Pimentel said the petition
to recall the controversial order was
made to exempt travelling OFWs
and other persons exempted by law
from what they called as “unlawful
and unjust” order.
“Our OFWs are our modern-day heroes, but they are made
to unjustly pay the terminal fees
when they are exempted by law,” he
said in a statement on Wednesday
(Editor’s Note: April 29, 2015).
The senator assailed the
continued refusal of the MIAA to
lift its memorandum circular on airline companies and travel agencies
despite legal issues surrounding its
issuance.
The exemption of OFWs,
he said, was a recognition of their
invaluable contribution to the economy and the country as a whole.
“MIAA should not be allowed to trample on the statutory
right of our OFWs to exemption.
After all, the law is supreme over a
mere administrative issuance,” said
Pimentel.
The Senate earlier adopted
a resolution strongly urging MIAA
to recall the order until after an
appropriate computer system that
will automatically exempt OFWs
and other exempted persons is put
into operation. But Pimentel said
the voice of the senators fell on deaf
ears, which prompted the Senate to
conduct an inquiry.
During the hearings, Pimentel said it was established that
MIAA issued the circular without
knowing the data on the number of
OFWs that would be affected.
He said it was also discovered that the issuance was made
without the requisite authority and
publication to inform the public on
the new directive as required by law.
“For what we believe is an
abuse on the part of the MIAA, we
are respectfully invoking the corrective hand of the Ombudsman to
order MIAA to recall its unlawful
and unjust MC 08 s. 2014,” Pimentel
said, citing the resolution.
MAY - JUNE 2015
TINIG NG MARINO
from page 32
20 Steps on How to Survive
an Abduction...
cally motivated.
Step 10: Be a good listener. Care about what your captor has
to say. Don't patronize them, but
be empathetic and they'll feel more
comfortable around you and more
benevolent toward you. Being a good
listener can also help you gather information that would be useful for
an escape or to help police apprehend the abductor after you're freed.
Appeal to your captor's
family feelings. If you have children
and your captor also has children,
you have a powerful bond already
in place. Your captor can probably
"put themselves in your shoes," realizing the impact their abduction or
death would have on their family. If
you have pictures of your family with
you, consider showing one or more
to your captors if the topic comes up.
Step 11: Try to communicate
with other captives. If you are held
with other captives, talk to them as
much as is safely possible. If you look
out for each other and have others to
talk to, your captivity will be easier to
handle. You may also be able to plan
an effective escape together. Depending on the situation, your communication may have to be covert and if
you're held for a long time you may
develop codes and signals.
Step 12: Keep track of time
and try to discern patterns. Keeping
track of time can help you establish
routines that will enable you to maintain your dignity and your sanity. It
can also help you plan and execute
an escape if you can detect patterns
of when your abductor comes and
goes and for how long he is gone.
If there are no clocks available, you
will need to make a conscious effort
to keep track of time. If you can see
sunlight, it will be fairly easy but otherwise you can listen for changes in
activity outside, make note of differences in your captor's awareness level, try to detect different food odors
or look for other clues.
Step 13: Stay mentally active.
Think about what you'll do when you
get back home. Hold conversations
in your head with friends and loved
ones. Do these things consciously and
you won't be going crazy - you'll be
keeping yourself sane. Captivity can
be boring and mind-numbing. It's
important to challenge your mind so
you can remain sane, but also so you
can think rationally about escape. Do
math problems, think of puzzles, try
to recite poems you know, remember
the lyrics to songs; do whatever you
can to keep yourself occupied and
mentally sharp.
Step 14: Stay physically active. It can be difficult to remain in
shape in captivity, especially if you're
restrained, but it's important to do
so if possible. Being in good physical
condition can aid in your escape and
keep you in good spirits during your
captivity. Find ways to exercise, even
if it's just doing jumping jacks, pushups, or even pushing your hands together or stretching.
Step 15: Ask for small favors. If you're settled in for a long
captivity, gradually ask for small accommodations. Request a heavier
blanket, for example, or a newspaper.
Keep requests small, at least initially, and space them far apart. You can
make your captivity more comfortable and make yourself more human
to your captors.
Step 16: Blend in. If you are
held with other captives, you don't
want to stand out, especially not as a
troublemaker.
Step 17: Watch out for
warning signs. If your captors decide
to kill you, you need to know as soon
as possible so that you can plan an
escape. If they suddenly stop feeding
you, if they treat you more harshly
(dehumanizing you), if they suddenly seem desperate or frightened, or if
other hostages are being released but
your captors don't appear to intend
to release you, be ready to make your
best move. If they suddenly stop
hiding their identities after wearing
masks etc, this is a very strong sign
that they are planning to kill you, so
escape as quickly as possible.
Step 18: Try to escape only
if the time is right. When is the right
time to escape? Sometimes it's safest
to just wait to be freed or rescued.
However, if the perfect situation presents itself - if you have a solid plan
and are almost certain that you can
successfully escape - you should take
41
advantage of the opportunity. You
should also attempt to escape, even if
your chances are not good, if you are
reasonably certain that your captors
are going to kill you.
Step 19: Stay out of the way
if a rescue attempt is made. Hooray
- the cavalry is here! Before you get
too excited, keep in mind that aside
from the first few minutes of an abduction, the rescue attempt is the
most dangerous time in a hostage
situation. Your captors may become
desperate and attempt to use you as
a shield or they may simply decide to
kill any hostages. Even if your captors are taken by surprise, you could
be killed by the actions of police or
soldiers, who may use explosives and
heavy firepower to enter a building.
When a rescue attempt occurs, try
to hide from your captors, if possible. Stay low, and protect your head
with your hands, or try to get behind
some kind of protective barrier (under a desk or table, for example, or
in a bathtub). Don't make sudden
movements when armed rescuers
burst in.
Step 20: Follow the rescuers'
instructions carefully. Your rescuers
will be on edge, and they will most
likely shoot first and ask questions
later. Obey all commands they give.
If they tell everybody to lie down on
the floor or put their hands on their
heads, for example, do it. Your rescuers may even restrain you with zipties or handcuffs while they discern
who are hostages and who are the
kidnappers. Remain calm and put
rescuers at ease.
42
TINIG NG MARINO
MAY - JUNE 2015
MAY - JUNE 2015
TINIG NG MARINO
43
from page 16
VAST HORIZON
Prayer of Jesus in the Garden (Tuesday after Septuagesima) to the feast of the
Sacred Heart (Friday after
the octave of Corpus Christi), depend upon the Easter
date.
Indeed, God loved
us so much that He sent
His only begotten Son Jesus
Christ. It is a day of rejoicing
because Jesus died to give
us life. It was a Good Friday
when I received the good
news years ago from Mr.
Ruben C. Romero, our managing director at Southfield
Agencies, that I would be
engaged as a superintendent
with our Hong Kong-based
principal Patt Manfield &
Co. Ltd. I couldn’t contain
my overwhelming joy and
pride at that moment. For
the first time in our company, a Filipino has been entrusted to such a post. Truly,
Holy Week is not a symbol
of death, but of life and triumph that lead us to Easter
glory!
On a personal point
of view, Holy Week is a gift
to us mortals down here
because it is a wonderful
opportunity to give us rest
not only from our sinfulness
but also from the seemingly never-ending hustling and
bustling around. It is a respite
from life’s anxieties. It allows
us to focus on Him, who, in
flick of a finger, can actually
wipe away fretfulness and forsaken feeling, even wars.
God nurtures not only
my married life, but also my
career to bring fresh challenges and fulfillment in it. I kept
reflecting on these thoughts
every time I serve the 9:00
p.m. Mass on Sundays and I
could only praise and thank
Him for His goodness and
faithfulness.
from page 36
HELP TIPS
fullness, nausea or vomiting.
However, some patients
may not have any symptoms.
Hence, screening is important
in making sure colon cancer is
stopped while early. Stool testing
can check for microscopic traces
of blood. This test is not definitive for cancer; hemorrhoids and
benign polyps can bleed. Rectal
exams may be completed in the
doctor’s office to check your rectum for any irregular growths.
Digital imaging, such as x-rays,
is used to visualize all parts of
the colon. You may be asked to
receive a barium enema so the
colon’s gross structure will show
up on the picture. Colonoscopy
is used to visualize the inside of
your colon using a tiny camera
attached to a flexible device and
this is the best tool for colon
cancer screening. The doctor
may be able to remove polyps or
take tissue samples during this
procedure.
All individuals should
begin preventive screening by
their 50th birthday. If you have
a family history of colon cancer,
you should get screened earlier.
Positive genetic markers, irregular screening exams or symptomatic concerns may precipitate
early testing. However, once colon cancer has been diagnosed,
treatment may include surgery,
with or without chemotherapy.
The later colon cancer is detected, the poorer the prognosis for
the patient. This is why colon
cancer screening is very important, in order to avoid more
complicated surgical and treatment procedures and to prolong
life.
44
TINIG NG MARINO
MAY - JUNE 2015
MAY - JUNE 2015
TINIG NG MARINO
45
Notice to Mariners
TINIG NG MARINO on UNTV will be having a “Buhay Marino” segment every show.
You can send your picture or pictures of your crew on board on your everyday lives
on board. It may be while having duty on bridge or engine room, working aloft, painting on deck, greasing parts, recreation on board and many more. We will group your
pictures according to its topic and we will aired it every show. You can email it through
our email address npr.ufs@gmail.com or ufs_07@yahoo.com.
Channel 9
Channel 58 every Saturday Channel 92
6:15 P.M. to 7:00 P.M. Channel 37
NEW TIME SLOT OF TINIG NG
MARINO on TV is
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Don't fail to watch the UNDISPUTED Maritime Television Show, two-time “Anak TV
Seal Awardee" TINIG NG MARINO at UNTV every Saturday at 6:15 p.m. to 7 p.m.,
Channel 37 on UHF, Channel 9 on Destiny Cable , Channel 58 on Sky Cable, Channel
92 on Cignal, Channel 58 on Digibox and millions all over the world may watch via
livestreaming on www.untvweb.com.
UNTV Tinig ng Marino host Annie Rentor (far left) and NPR (far right) together with the
production team before the taping at New Simulator Center of the Philippines.
Radm. Richard Ritual, president of PMMA and Adm. Fidel Diñoso update the PMMA
Alumni on the upcoming activities of the academy on its 195th Foundation Anniversary.
Capt. Ramil Limocon of New Simulator Center of the Philippines (NEWSIM) shares the
advantages in providing quality trainings.
UNTV Tinig ng Marino hosts Annie Rentoy and Engr. Nelson P. Ramirez pose before the
start of taping in Far East Maritime Foundation Inc. practical site in Naic, Cavite.
Mr. Joseph Briones of Far East Maritime Foundation Inc. talks about the facilities of the
training site and the courses it offers.
Cdr. Gerlo Elchico, administrator of Maritime Academy of Asia and the Pacific (MAAP) shares to
NPR and Annie Rentoy the reasons why MAAP has become a world class maritime academy.
UNTV Tinig ng Marino production team hike the 103-hectare compound of MAAP and tour
with the high tech facilities and equipment of the academy.
46
MAY - JUNE 2015
TINIG NG MARINO
Riding the Waves of Change in Shore Leave and
Seafarer Identification Cards
By: Engr. Ryan Anthony R. Mercene, MBA
S
hore leaves may be exercised
more conveniently for bonafide seafarers possessing
globally recognized and secured
Seafarers’ Identification Cards
(SIDs). The right of every sailor
to unwind from the monotonous
ship environment pave the way to
improving the crew welfare under
the ILO Convention 185.
Shore leaves are very
important because they give
seamen the opportunity to take
a break from the usual work environment onboard vessel. Going on shore provides the sailor
some form of access on the use
of phones and Internet in order
to contact their loved ones. Furthermore, it is necessary to their
social, psychological, medical,
and general well-being.
The facilitation of the
movement of seamen joining
and leaving vessels was further recognized in the International Labour Organization
(ILO) convention in Geneva a
few months ago. The meeting
of trade unions, employers, and
governments provided recommendations to the governing
body of ILO for the improvement of crew welfare and secu-
rity of countries. Upgrading of
Seafarer’s Identity Documents
will address concerns on security of port states similar to
e-passports. The ILO 185 generally aims in allowing passage
of seafarers on shore leave and
in transit as well as upholding
security.
The investments put
forth in the new technology of
seafarers’ identity documents
shall be worth the cost taking
into account the ample benefits
it can bring to the concerned
parties. The technical upgrades
of SIDs bring compatibility
with security equipment similar to the ones used for e-passports that include specifications
in relation to digital signatures
and facial image biometrics
which are stored in chips.
The
International
Transport Workers Federation
(ITF) is glad for the rapid progress in addressing shore leave
concerns. David Heindel, ITF
seafarers’ section chair mentioned, “We hope that the major
port and transit states will join
us in reassuring the labor supplying states that their invest-
ment in seafarers’ identity document technology will not be
wasted, and the original ideals
of the convention will be met.”
Approximately 1.5 million merchant seafarers that
transport 90 percent of world’s
trade deserve continuous progress in shore leave and crew
transfer facilitation. A sailor
whose vessel is docked in the
port deserves to take leaves for
a considerable amount of time,
go out, and explore the port city
for quite some time.
Physical environment
is highly necessary particularly
for merchant seafarers working in severe situations onboard vessels, energizing and
propelling their mental health
to maintain efficiency at work.
Monotonous and routinary
work creates extreme boredom
while at sea leading to stress,
home sickness, and depression.
Therefore, the ship captain
must grant every crew the right
of taking shore leaves as stipulated in the international maritime regulations.
Public authorities shall
permit foreign crews to go
ashore while the vessel is at the
port according to the International Maritime Organization
Convention of Facilitation of
Maritime Traffic. However,
there are still certain issues on
shore leaves which are bound
for further discussion. The Port
Facility Security Plan (PFSP)
is provided in the ISPS Code.
Crew change and visitors’ access such as their respective
welfare representatives are to be
facilitated.
Full implementation of
the convention is highly encouraged. More rigid coordination and the usual cooperation
of administrators, ports, terminals, and public authorities are
suggested. The achievement of
better and safer shipping depends on the general well-being
of every seaman.
MAY - JUNE 2015
TINIG NG MARINO
49
NPR with Capt. Min of Fair Shipping , the Master and Officers of Training Ship T/S Sae Yu Dal
of Mokpo National Maritime University of South Korea together with some PMMA alumni.
New Simulator Center of the Philippines Inc. trainees pose with NPR during their taping
for UNTV Tinig ng Marino segment which will features the training site located in Quezon
Province.
Signing a letter addressed to Ombudsman Chair Conchita Morales against MIAA officials for the unjust refusal of
MIAA to recall its Memorandum Circular No. 08.
Protect Marine Deck and Engine Officers of the Phils. Inc., during the blessing of new
maritime equipment on its training site in Carcar, Cebu.
NPR the president of the Jose Rizal Memorial State Univer- NPR actively seeking clarification during the MARINA pubsity Integrated Alumni Association with the president of the lic consultation on the revised fees and charges
JRMSU during the induction of the new university alumni.
NPR delivering his speech as the Commencement speaker of Zamboanga del Sur Maritime An interview with the Spanish media in Luneta about the seafar- NPR discussing the main points to be raised by UFS in their petition to MARINA at TM Kalaw.
ing industry in the country.
Institute of Technology last March 20, 2015.
50
TINIG NG MARINO
On this site will rise the MARINA Dream Building
MAY - JUNE 2015
Recognized Maritime
schools to offer Maritime
Courses for A.Y. 2015-2016
The Project is supposed to be implemented last January 2015 and expected to
be inaugurated this coming September 2016. The dream MARINA building located at
a 1,702 square-meters lot in Bonifacio Drive Corner 20th Street that will accommodate
more seafarers and speed up their services.
But up to this time, we have not seen any single post or construction happening on that area even the old building is not yet demolished and still intact. We are now
heading to its anniversary since MARINA bosses unveil the marker last June 25, 2014.
Is the Bidding still on going? What makes it delayed? When it will be started? TINIG NG
MARINO is still waiting for clear answer on this project.
Only 23 schools out of almost 90 maritime schools
operating in the country were included in MARINA White
List. This 23 recognised schools passed the thorough requirements and qualifications of MARINA and CHED to offer Maritime Courses for the coming schools years. Some
schools were given accreditation after undergoing further
review and inspection conducted by MARINA and CHED.
Tinig ng Marino urges students and parents to
choose only what the list of maritime schools in order to
avoid further trouble in the future.
MAY - JUNE 2015
TINIG NG MARINO
51
NOTICE OF REWARD
A Reward of FIFTY THOUSAND PESOS (P50,000.00) will be given to anyone whose
information will lead to the apprehension of any person who sells or distributes
pirated LoadMan and/or BridgeMan Programs.
A Reward of FIFTY THOUSAND PESOS (P50,000.00) will be given to anyone whose
information will lead to the apprehension of any person who uses pirated LoadMan
and/or BridgeMan Programs.
The information receive shall be treated with utmost confidentiality.
Please Contact:
Deckmaster Marine
Mobile: 0917 591 6901
Landline:788 9124
E-mail: enelcarter@gmail.com
MAY - JUNE 2015
TINIG NG MARINO
52
Dare the difference!
W
hat is the big difference between Tinig ng Marino and
other maritime newspapers?
It’s helluva lot of a difference. In terms of volume and
readership reach, Tinig ng Marino can stand and challenge all
other maritime papers including the glossy ones as to which is
widely circulated or attained an optimum pass-on readership.
The 2 Philippine Seafarer Congress
nd - OCTOBER 2012
SEPTEMBER
Vol. XVIII
No.5
SEPTEMBER - OCTOBER 2012
http:www.ufs.com.ph
TINIG NG MARINO
1
p32
PHP 20.00
Philippines ratifies
Maritime Labour
Convention
Story on page 3
Danita
Paner
Alternative
Princess
TURN TO PAGE 40
As the biggest and the widest in circulation, it can take
any challenge by counting the number of copies that Tinig has
printed for each issue. It also reaches the various corners of
the world where Filipino seafarers set sail and confront the
high seas.
Over the years, Tinig has been consistent on the issues it
has fought for, particularly on its advocacy to inform the public
about the real things that is happening in the industry.
It has fearlessly published what other maritime papers
have failed to do. As it exposes anomalies, it also publishes
the good things about this dynamic sector.
Most of Tinig articles are even exclusive because we are
there where the action is -- as one of the players in the industry.
Being the official publication of the United Filipino Seafarers,
Tinig ng Marino has been influential in the the many changes
occurring in the country’s maritime industry. The evidence can
be easily verified by browsing the UFS website.
It need not engage in cutthroat competition by bringing
advertisement rate down and employing sexy marketing
managers. Tinig clients knew they get their money’s worth.
It would be unfair to compare Tinig ng Marino to other
maritime newspapers just as if one were comparing a choice
between Rolls Royce and a Kia Pride.
Season’s Greetings
Vol. XVIII
No.6
NOVEMBER - DECEMBER 2012
http:www.ufs.com.ph
PHP 20.00
Seafarers hail
congress a success
Story on page 3
TIN PATRIMONIO
A real
sweetheart
ENTERTAINMENT
►PAGE
42
TNM Exclusive:
Unholy
Alliance 4
►PAGE 22
MAY - JUNE 2015
from page 13
What is Global Sulphur Gap...
the price for heavy fuel oil currently being used. This being the case,
the fuel and vessel running costs
for ships operating in the current
special areas, i.e. the Baltic Sea, the
North Sea and the English Channel,
will rise considerably as the provisions on sulphur content of 0.1 percent in the revised MARPOL 73/78
(International Convention for the
Prevention of Pollution from Ships)
Annex VI enter into force in 2015.
This will also affect global navigation when the global switch to fuel
with 0.5 percent sulphur content in
2020 or not later than 2025 takes
place. The switch to light fuel oil
(diesel or gas oil) will result in a very
significant rise in costs as compared
to those for heavy fuel oil now in
use.
It has proven difficult to assess the availability of fuel. At pres-
TINIG NG MARINO
ent, fuel availability should not be a
great problem, as the growing demand will create a supply. The USA
and Canada will present a proposal
to the IMO/MEPC in July 2009 to
have the sea areas of these countries,
which extend 200 nautical miles
from their coastlines, designated as
special areas with regard to the new
sulphur content regulations. When
light fuels start to be used worldwide, the oil industry will have to
increase its refining capacity considerably to meet the rise in demand
for light fuel grades.
The results of interviews
with experts suggest that increased
fuel costs will, in time, be incorporated in their entirety in sea freight
costs, which means that sea freight
costs will increase considerably
when the tighter regulations on
sulphur content take effect in 2015.
Rising freight costs will particularly
affect export- and/or import-ori-
ented sectors, such as the metal and
forest industries.
The total fuel consumption for ships bound for Finland
has been estimated on the basis of
two scenarios for consumption in
2007, where maximum consumption is 2.6 million tonnes (scenario
1) and minimum consumption is
1.8 million tonnes (scenario 2). The
estimate is that if vessels bound for
Finland were to switch from heavy
to light fuel - in this case gas oil with
a maximum sulphur content of 0.1
percent - the following additional
costs would be incurred given the
differential in prices for fuel grades:
3) at 111 euros per tonne
the maximum would be 273 million
euros and the minimum 190 million
euros.
4) At 480 euros per tonne
the maximum would be 1.182 million euros and the minimum 823
million euros.
53
These calculations do not
take account of how much the additional costs would be if long-haul
carriers (bound for destinations
outside the SECA areas) also had
to use lowsulphur fuel outside the
SECA areas for technical reasons.
Neither do they take account of the
savings in fuel costs through the
possible use of sulphur scrubbers,
adapted to deal with the conditions
in the Baltic Sea.
The calculations made in this
report are of a type that can serve as a
good basis and starting point in the future when the figures are being updated in the light of new information,estimates and assessments.
Therefore in my conclusion and personal opinion, it will
be the customer who will end up
paying the expected increase on
shipping cost.
Poorer customer, richer
shipowner.
54
MAY - JUNE 2015
TINIG NG MARINO
Back-to-Back
Golf Tournament
by Alvin
Patrimonio
11th fame Invitational
Golf Tournament
Filipino Association of Mariners’ Employer Inc. (FAME) held its 11th FAME Golf Invitational Tournament last 14 May 2015 at the Palmer Course of The
Orchard Golf & Country Club, Dasmariñas City, Cavite. 71 golf enthusiast competed in different categories and winners are as follows:
SPONSORS & GUESTS DIVISION
CHAMPION:
Mr. Andrew Aznar
Headway Seacrest Group Inc.
1st RUNNER- UP: Mr. Tata Callora
Headway Seacrest Group Inc.
2nd RUNNER- UP: Mr. Jonathan C. Diokno
BDO Unibank, Inc.
WOMEN’S DIVISION
CHAMPION:
Ms. Connie Mamaril
Regent Travel Corporation/(PMTAA)
1st RUNNER- UP: Ms. Lenore M.V. M. Quijano
Barko International, Inc.
2nd RUNNER- UP: Ms. Carmen B. Rebusi
IMS Philippines Maritime Corp.
MEN’S DIVISION
(Class A)
CHAMPION:
Capt. Jimmy R. Boado
Grace Marine & Shipping Corp.
1st RUNNER- UP: Capt. Banny B. Briones
Multinational Maritime, Inc.
2nd RUNNER- UP: C/E Shogo Yamada
NYK-Fil Ship Management, Inc.
(CLASS B)
CHAMPION:
Capt. Donato P. Marfil
Philippine Transmarine Carriers, Inc.
1st RUNNER- UP: Mr. Vicente A. Pono
Magsaysay MOL Ship Mgt, Inc.
2nd RUNNER- UP: C/E Rodolfo Bautista
MST Marine Services (Phils.), Inc.
CHAMPION:
(CLASS C)
Mr. Martial Lawrence L. Francia
CF Sharp Crew Management Inc.
1st RUNNER- UP: Dr. Jose Emmanuel Gonzales
Bibby Ship Management Phils., Inc.
2nd RUNNER- UP: Capt. Constantino Arcellana
Norden Shipping
(CLASS D)
CHAMPION: Mr. Manuel V. David
Western Shipping Southeast Asia, Inc.
1st RUNNER- UP: Atty. Erwin F. Pobre
C.S.C. Manila, Inc.
2nd RUNNER- UP: Capt. Juanito Salvatierra Jr.
PAMAS
LOW GROSS CHAMPION:
Mr. Jones Tulod
TSM Shipping (Phils.), Inc
LOW NET CHAMPION:Capt. Honorio Casalme
Philippine Transmarine Carriers, Inc.
HOLE-IN-ONE:
No Winner
FUN HOLES WINNERS:
Longest Drive:
Capt. Tsutomu Harada
Grace Marine & Shipping Corp.
Nearest to the Pin:
Capt. Tsutomu Harada
Grace Marine & Shipping Corp.
Most Accurate Drive: Capt. Tsutomu Harada
Grace Marine & Shipping Corp.
Most Promising Player: Mr. Jerricho N. Briones
Eaglestar Crewmanagement Corp./
Parola Maritime Agency Corp.
2 on 2 Putts:
C/E Paul Bagalay
Univan Management Services Phil., Inc.
Mr. Jonathan C. Diokno
BDO Unibank, Inc.
Mr. Ricardo V. Loyola
Vestland Maritime Corporation
Capt. Jimmy R. Boado
Grace Marine & Shipping Corp.
Mr. Tata Callora
Headway Seacrest Group Inc.
Capt. Marcelo R. Rañeses
Dolphin Ship Management, Inc.
FAME RYDER CUP
CHAMPION: Philippine Team
Mr. Jones Tulod
TSM Shipping (Phils.), Inc
Capt. Honorio Casalme
Philippine Transmarine Carriers, Inc.
Capt. Banny B. Briones
Multinational Maritime, Inc.
1st RUNNER- UP : Japanese Team
Capt. Tsutomu Harada
Grace Marine & Shipping Corp.
Capt. Tetsuya Suzuki
IMS Philippines Maritime Corp.
C/E Shogo Yamada
NYK-Fil Ship Management, Inc.
2nd RUNNER- UP: International Team
Mr. Nam Hang Joo
Parola Maritime Agency Corp.
Mr. Geir Wingsternes
Southfield Agencies, Inc.
Mr. Kjell Hjartnes
CF Sharp Crew Management Inc.
56
Online
I
MAY - JUNE 2015
TINIG NG MARINO
really got upset upon reading MARINA STCW Circular
2014-06 Sec. 4.17. It says,
“A returning seafarer who
has not been onboard for a
total accumulated period of
twelve (12) months in the last
five years or three (3) months
in the last six maonths shall
undergo Refresher and/or
Updating Training, as appropriate, and Assessment of
Competence.”
I firmly believe that
MARINA’s circular is like a
tsunami in our seafaring
career. How can MARINA
come up with this circular
considering that regardless
of rank, most seafarers take
their vacation from three to
four months. So it seems that
all seafarers would have to
undergo mandatory training
as stated in Sec. 4.17. Frankly
speaking, I doubt the integrity of this agency because
there is no clear procedure
on how they implement
proper training in accordance with the international
An Open Letter to MARINA
Voluminous Training
standard. They issued a memorandum circular without
any consultation to maritime stakeholders to ensure
that it is beneficial to all concerned. On the contrary, it
is an additional burden not
only in our pockets but also
time consuming. Instead
of spending time with their
respective families, they
would hurry to take refresher
training.
This is a very simple
logic. They implement mandatory training every five
years even if you are active
in your seafaring career because of money matters. “Is
this the right way of uplifting
the seafarers’ career?” or is
this a personal agenda of
the powers that be?
One odd example is
this. All senior officers scramble to take the Management Level Course because
without it, their COC will not
be revalidated. Experienced
Masters and Chief Engineers
“Binabati ko lahat ng taga-subaybay ng Tinig ng Marino na laging
nag bibigay ng mga importanting kaalaman at maiinit na impormasyon sa Industriya Maritima.”
Chief Engineer Dionisio Liwanag Domantay onboard MV EM SPETSES.
who get to practice their license for the past 10 years
and have proven their competency for a long period of
time are not exempt to take
this MLC.
A prominent person
in MARINA who attended a
Japanese forum in Japan is
questioned. ”What is MLC?“
He answered, “Management Level Course is a requirement to seafarers aspiring for a senior position on
board. Also it is the basis to
measure the level of competence for seafarers to
meet the minimum requirement.”
Second
question,
“How many times is MLC
taken?“ The MARINA personnel answered, “one time
only.“ This is a big lie! Many
seafarers took this training in
anticipation of the mandacontinued on next page
“Masaya sa barko basta masaya ang samahan ninyo kahit ano pa
ang inyong lahi at bansa.”
Officers and Crew of NB Rossini (CF Sharp Crew Management) gratefully
pose before the start of their Ship’s Drill.
MAY - JUNE 2015
from page 56
Open Letter to MARINA
tory requirement but again
MARINA revised the training curriculum. So the MLC
which the seafarers had taken the previous year is not
valid anymore.
The time, money and
effort spent were all in vain.
I am not opposing the need
for upgrading our career
because needless to say
ours is an unending task. We
need to study continuously
unless we put a halt to our
career. This is only my dissent
opinion that all leaders of
maritime sector shall make
a protest to abolish this MLC
requirement for the renewal
of COC because it does not
help in developing the quality of seafarers but merely losing the opportunity of
employment. Imagine, in
the Engine Department you
TINIG NG MARINO
need 73 days just to complete the MLC training and
on the Deck Department
you need 54 days to complete the training excluding
the refresher course.
So if we simplify the
arguments, a senior officer
would spend more or less
four to five months of training before he could renew
his COC. That long period of
training is equivalent to one
whole contract. Supposedly he is earning but unfortunately he is attending the
MLC.
I’m very much worried about the effect of this
new requirement by 2017. It
can possibly be the direct
root cause of seafarers’ crisis due to a lot of new training being introduced by
MARINA.
Here is my example
of useless training. There was
an engine cadet who want-
ed to be onboard an LPG
vessel. He is required to take
the prerequisite training
such as General Tanker Familiarization and basic LPG
course. After 10 years, the
cadet became an engineer
and is now required again to
take STLGT course!
I believe that you
learn more through your experiences on board different ships. But all of a sudden,
owing to this amendment or
regulation,
althoughifyou
are now a Master or a Chief
Engineer for a long period of
time on board various LPG
vessels, you need to be retrained in the same courses
which were changed with
another name, for us not to
oppose anymore.
For instance you are required to take Basic Training
of LPG and Advance Training of LPG which are purely
a replica of the training you
57
had taken before which is
the so called Specialized
Training on Liquefied Gas
Tanker (STLGT) and the Basic Training of Liquefied Gas
Training (BTLGT) which are
useless and redundant.
Perhaps if they would require a training on improving
the quality of life of seafarers
and would introduce a new
system of education, we will
eagerly comply.
Lastly, I would like to extend
my heartfelt gratitude to
Engr. Nelson Ramirez and
his family for their assistance
to my career ever since. Indeed he is a man who has
a good heart and offers
his help without expecting
something in return. Mabuhay ka Sir Nelson.
Truly yours,
C/E Allan Danghil
UFS Volunteer 96
58
MAY - JUNE 2015
TINIG NG MARINO
MGA KOLEHIYO
TATAY: Anak, saan mo gusto sa
UP, Ateneo o La Salle?
ANAK: UAAP school talaga Itay?
TATAY: Bakit gusto mo ba sa
NCAA school?
ANAK: Talaga Itay doon ako
mag-aaral??
TATAY: Hindi! Anak, doon ka
magtitinda!
TAKIP SA MUKHA
A SAD STORY:
A girl went to the hospistal to
visit her dying Chinese boyfriend. The boyfriend said: “Hok
tin ching wa” then the boy died.
The girl find out later the meaning of that words, “Wag mong
apakan ang oxygen !, Papatayin kita!.” Bawal tumawa, Sad
Story nga.
BOY: Pareng Noy, bakit ba ang mga doctor ay may takip sa mukha kapag sila ay may inooperahan?
NOY: Kasi, kung mamatay man ang pasyente ay hindi sila makikilala.
TRIXIE
CARLA:
Hon, sino si Trixie?
RAMON: Kabayo iyon Hon. Yung pinustahan ko sa karera.
CARLA:
Ah ganun? Sige
sagutin mo telepono!
Tumatawag yung kabayo mo!!!
ANUNG SABI?
TATAY: Kinuha mo yung pera sa bulsa ng pantalon ko!
ANAK: Anong sabi mo Tay?
TATAY: Ang sabi ko, kinuha mo yung pera sa bulsa ng pantalon
ko!
ANAK: Hindi ko talaga marinig. Gusto mo palit tayo ng pwesto,
dito ka at ako naman ang magtatanong dyan.
ASSIGNMENT
TATAY: Sige
TEACHER: Juan! Gumawa ka ANAK: Sino yung kasama mo kagabe sa Night Club Tay?
ng story bukas! Yan ang assign- TATAY: Oo nga Anak, hindi nga marining.
ment mo, at least 500 words.
JUAN:Yes ma’am!
-KinabukasanTEACHER: Juan! Basahin mo
yung ginawa mong story.
JUAN:Yes Ma’am. MY LOST
CAT *bow* My cat is lost, so I
looked for it.. Ming!(491x).
UTOL NI TANING
Nagbalatkayo si Misis para takutin ang asawang lasing...
HINDI MAKATULOG
MISTER: Sino ka?
MISTER:
Wala
akong
tulog dahil naiisip ko php500,000.00 na
MISIS:Ako si satanas! Kukunin
utang
ko
kay
pare.
na kita!
MISTER: Wag mo ko takutin! MISIS: Madali lang yan! Tawagan mo si pare , Sabihin mong
hindi ka makakabayad sa utang mo para siya naman
Asawa ko kapatid mo!
ang hindi makatulog!