Harborscope Volume 2 Number 5

6 TSM at 21

9 Crisis seminar 2009

12

16 SBMA posts growth

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April 2009–May 2009 issue

Vol. 2 No. 5

Filipino, Indian officers disclose expectations from benefactors at Seafarers forum

The few, the proud. Participants from the recent Seafarers 2009 Conference in Singapore.

S

INGAPORE — Two ship officers boldly disclosed expectations from their benefactors during the recently-concluded Seafarers 2009 Conference held at the Grand Copthorne Waterfront Hotel – one of the finest in this country.

Organized by the IBC-Asia (S) Pte Ltd, Capt. Krishna Kumar Mundath from Anglo-Eastern Ship Management Ltd. in Hong Kong and newly-promoted master mariner, Capt. Alberto F. Dela Cruz from Magsaysay Maritime Corporation (MMC), took turns in presenting the collective expectations of their colleagues from their shipowners or principals before a congregation of maritime professionals.

Perfectly at ease and confident with their standpoints, Captains Mundath and Dela Cruz were lauded for their excellent presentations and convincing responses to the analytical inquiries and clarifications from the ‘think tanks’ of the shipping industry.

With that, both Magsaysay and AngloEastern sure have another reason to be proud of. They don’t just have competitive officer. They sure have happy crews onboard.

The reports of the Filipino and Indian senior officers could be an eye-opener to some manning agencies which appear to be clueless on how they can please or retain their pool. But to most agencies which were already giving so many welfare benefits to their seafarers, the presentations of Mundath and Dela Cruz served as manifestations to the demands of the front-liners of the trade.

What Filipino seafarers want According to Dela Cruz, the Filipino seafarers want and need help from their employers. On top of the list is the need to get a good-paying job and security of tenure.

“They need help in building a long-term career even beyond a career at sea. They need a company that is stable and secured with a long range vision of the future and a plan for its people. They need help in achieving their aspirations. They want a company that knows them, talks with them, a company that understands and shares their dreams – a company that can think of programs that address even their family’s needs. They need help in financial management,” said Dela Cruz.

“Let’s face it. Seafarers earn a lot but when faced by the unexpected loss of job due to injury or illness, they are caught unprepared. Many retired seamen, even officers, do not have enough savings for a comfortable, financially secure retirement,” he said.

The young master took the opportunity to boast that his present company has a savings program that encourages crew to save a monthly amount from their wages and invest them wisely. Dela Cruz works for Fairmont Shipping – a partner of Magsaysay and MOL. Moreover, it has a livelihood training program for the seafarers’ wives.

By Jun G. Garcia Magsaysay crew, wives, and employees had formed a self-help cooperative that conducts training and can provide capital for small and medium enterprises.

The communication needs, real-time news and information, harmonious and productive work environment, longer vacation leave with an assurance of continued employment, are some of benefits that Dela Cruz, and most of his colleagues are enjoying.

And with that, Dela Cruz pronounced that he will not sell himself to the highest bidder. He made certain that he will stay in a company where there is a balance of short term as well as long term benefits and where he feels at home.

What Indian seafarers expect Capt. Mundath, On the other hand, delivered a balanced view on seafarers’ expectations. He said the seafarer’s expectations fall into two square categories – the professional and personal.

Admitting that most of his shipboard services were with Indian seafarers, he clarified that his references are limited to his colleagues. However, since the shipping industry is a global enterprise, Mundath believes that his presentation was certainly a common insight among all seafarers, irregardless of race, color, or nationality.

Mrs. and Capt. Alberto dela Cruz with Mr. Alex Querol from Magsaysay Maritime Corporation.

For the professional aspect, the gentleman from Anglo-Eastern said the seafarers expect competitive pay, perks, benefits and on-time payment.

“They want permanent employment with paid leave, pension, retirement benefits in terms of retirement funds (SRF), contract duration flexibility and relief on time, safety standards, rationalized tax regimes – reduce NRI days,” he said.

He added the steady career progression and shore opportunities, the insurance and medical benefits, and the employee stock options (ESOP), to make seafarers grow with the company.

Like the Filipino officers, the Indian officers also expect support in times of crisis …continued on page 2

MATECHECK The Filipino delegates with Mr. Stein from NTC-M and George Hoyt from NewsLink.

Filipino, Indian officers… from page 1

– be it technical, administrative or personal. They want shore team to correct and commend rather than criticize. They want well maintained ships - regular supply of stores and spares. And more recently, they want company’s support and contingency against piracy.

Moreover, Mundath said the officers want performance bonus, and they want to promote transparent policies in terms of wages and promotion, etc.

For the personal aspect, on top of the list is keeping in touch with family – this is the single most important need of the seafarer.

They expect companies to consider tie up with mobile service providers for cost effective schemes and/or special packages for seafarers. They want access to the internet – tech socializing – boon or bane.

A lot of companies already have these facilities though and it is fast becoming a trend.

2 April 2009–May 2009

“They want welfare – onboard and ashore – networking with the family. They want recreation – need for leisure on board for a healthy mind and body. They want real time access to world news – via satellite, TV or Email. In this case, the Newslink Services is the most effective real time service provider of news for all seafarers,” he continued.

Mundath revealed that the Indian officers would want free passage for spouses and dependants while joining and sign off. Likewise, they want a visible employer, who is always there in times of need; they want periodicals and informal info exchange through group emails; they want recognition for loyalty – rewards, awards, and bonus.

Like the opportunity that Mundath had experience, most Indian officers would also expect the same opportunity for active representation in various forums, like this Seafarers convention.

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Capt. Mundath from AngloEastern Shipmanagement in Hong Kong.

They want companies to make them feel a part of the company and responsible for its growth. They want appreciation for a job well done. They want accessibility to various departments in the organization. They want personal touch – these and more of the many expectations enumerated by Capt. Mundath in his presentation (check IBC – Asia for actual copy).

The master advices companies to discern if the seafarer is either a cost or an asset to better understand their needs.

“Few organizations understand their employee investments beyond the cost of salary and benefits. And fewer still, understand the return on their investment in employees. Companies need to measure the value that employees bring to the organization, evaluate their impact on business performance and then align them with business results,” he said.

The Indian Master further said that there are three key measures in business – “The customer satisfaction, employee satisfaction, and cash flow, in that order. The shift in mindset of treating plants and machinery as assets and people as costs will take time.”

Mundath ascertained the importance in investing on human capital and saving it.

He said in a growth driven atmosphere, it is but natural to suffer the shortage of skill and dexterity. He said no industry can create a mass supply of human capital overnight. Hence, the need to look into the human capital – the seafarers – is the most valuable intangible asset.

“Human capital has suddenly not only become important but critical and is today the prime creator of economic value,” he maintained.

From investing, we come to saving the human capital. Mundath stressed that it

is high time to realized the importance of appreciating the human capital – the companies’ trained and assembled workforce and nurture it for it to give back returns tomorrow.

With the extreme shortage, rising attrition and acute manning crisis, a quick action is essential and Mundath believes that retention is the key.

Accordingly, the first step is to know and understand the needs of the seafarer and address them within reasonable realms.

“What does the seafarer expect from the profession he or she has chosen against all odds? More so what does the seafarer expect from his employer or the organization that he is working for?” he concluded.

What companies may expect from them It is good to know what these officers have honestly spoken. Obviously, the audience appeared to be impressed with what they have presented. Should be alright to let the industry know what these officers expect.

After hearing both sides, we cannot help but ask what the companies, in return, may expect from them. Supposed get everything that they expect from the company, will that guarantee their loyalty? For practical reasons, a few may think twice should another company offer higher and better benefits. Aren’t they practical enough not to transfer if the price is right?

Is there such thing as permanent employment in the seafaring sector? Is there such thing as ideal company or ideal seafarer? Is there such thing as loyalty in a contractual employment? What do they really need?

What do they really want? Will they ever get satisfied? Will somebody give us an answer please? Thank you.

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MATECHECK Not a church or charity

Will shipping commit same mistake?

W

ith the present uncertainty in world economy, the global shipping could not help but think: Will the shipping industry repeat her mistake? Well, why not?

Singapore—This is what Capt. Vijay Rangroo, managing director of MTM Ship Management Pte Ltd, probably thinks when he presented during the Seafarers 2009 conference, some strategies for effective management of human capital.

“Why would this not happen again?” he asked.

The industry might commit the same mistake if it will not learn from the past.

At present, the current trend of cutting cost, laying up of vessels and scrapping should be looked upon. Consideration of giving lower wages and longer contracts are still a concern.

Capt. Rangroo cited the different problems experienced in 2008. Among them is the severe shortage of seafarers. The fleet has grown faster than the production of seafarers. The quality of the crew has also deteriorated. Hence, retention of crew has become a problem.

The lead time required to “develop” an officer from scratch is quite too long. The image of shipping was poor and attracting young talent was then getting difficult and there was an overdose of seminars but none delivering any constructive suggestions.

According to Capt. Rangroo, the good news is for the industry to ‘stay afloat in the highs and lows’ and study well the cost of human capital, and retain the available pool. Everybody is talking about supply and demand and the captain advices to study well the cost of human capital.

“Don’t blame yourself. You have been blamed enough,” he quipped.

“We are the dinosaur when it comes to development of human resource,” noted

By Jun G. Garcia Capt. Rangroo. He also suggested having the ability to listen, agility to adapt, and the courage to innovate. “It is expensive to deliver the service but it is more expensive to get the right people for the job,” he added.

The industry should rather be more dynamic than static. In this ever-changing business community, we should be more adaptable to changes and advancement.

We should be always ready for changes.

The ability to use socio – economic factors to predict the supply from seafaring nations might help a lot.

He said long term predictions are out of fashion and business forecasts have been shortened worldwide. One must accept and allow for this uncertainty.

Capt. Rangroo suggests stakeholders to re-assess the traditional manning and training methods and duration. “It is equally important to explore career mobility not only from sea to shore but from shore to sea as well,” he said. He also gave a witty advice to the delegates. “Sit back. Do what you can do. Do not fret upon what you cannot do.”

Nonetheless, Capt. Rangroo concluded that owners and managers should “genuinely continue the momentum gained during the last years in improving the image of shipping and the well being of the seafarer and that owners and managers who follow best practices in HR should be rewarded and distinguished from the others. “ All give and no take Capt. Rangroo also lauded the Filipino and Indian officers who have been honest in presenting what the seafarers want. He,

Capt. Vijay Rangroo of MTM Ship Management PTE Ltd.

however, commented that none of them talked about what they expect to give their employers in return.

The managing director of MTM Ship Management was referring to Master Mariners Krishna Kumar Mundath of AngloEastern Ship Management and Albert F. Dela Cruz, Jr. from Magsaysay Maritime Corporation.

During an interview at the sidelines of the Seafarers 2009 Conference, Capt. Rangroo explained that “you can’t shake hands with one hand.”

This is the same position of Rear Admiral Adonis B. Donato, president of the Masters and Mates Association of the Philippines, Inc. He has always been telling the Philippine manning industry in various forums and in his columns that the merchant mariners and their benefactors should be legitimate partners in achieving common goal. He emphasized that they

should always meet halfway. “The seafarers and shipowners should always have the meeting of the minds in order to achieve one common goal all the time. They are like couples. One cannot do without the other. It cannot be a one-sided love affair.

It is always a two-way street,” he said in his column.

In his observation, Capt. Rangroo noticed that “they only talk about what they expect to get from their employers.”

“I mean they should have said, ok, we would like this mark and you’re done and we would also then, give this more. Both of them said money is the bottom line,” he said.

The MTM chief, however, criticized: “What’s money and all of these other things that they ask for? On top of that, you cannot replace some of the money with the other things. That has been the stage now.”

Who owns the seafarer?

The family? The union? The government? The IMO? The flag states? The P&I club?

The manning agency? The shipowner?

Capt. Vijay Rangroo

“Last year, people are discussing… ‘Oh money is not a part of them.’ Say I’m paying $1. I pay 80 cents and 20 cents is in his other benefits like family, insurance, and this long term benefits. But I think the stage today is that give me the dollar and I spent 20 cents more, on the other benefit and then I will stay,” he pointed out.

On the issue of loyalty, Capt. Rangroo stressed that “this is a serious profession.”

“Money in this is not a problem. Once you’re good, people will pay. In any industry, you can be a professional and be with me for three years and then go work with them for three years. It’s ok. But if you’re with me in three years and I get value for money in your time, that’s alright. But you can be with me for 20 years and be useless. What’s the point? You’re useless. In the end, it is money. This is not a church or a charity,” he concluded. mate check

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Owner’s rep says Filipino officers must know international rules During an off schedule at Singapore, Harborscope’s Zeny Magnial and Angie Lamberte decided to visit a Filipino port captain working in Shaw Towers along Beach Road. The unannounced visit became an opportunity to meet the owner’s representative, wherein the latter had decided to share what he thinks of Filipino officers.

S

ingapore – Senior port captain and manager Capt. Rupnarayan Sarkar of Vanguard Ship Management (S) Pte Ltd could not contain his disappointment with some of their Filipino recruits, who happened to have no knowledge about the international rules and regulation in shipping.

Likewise, the Filipino port captain of the company, Capt. Ruz C. Florida, in an interview showed dismay and unbelief because the Filipino officers are known to be best seafarers in the world and yet, some of their recruits are obviously taking the above concern for granted.

At present, Vanguard Ship Management is getting recruits from SSM Maritime Services, Orient Hope Maritime Services, East Gate Maritime Services, Fair Shipping Corporation which is a Korean Corporation, and Gloria Maritime.

“We don’t recruit from one agency. We recruit from four or five different agencies and we find that the officers who are coming in are not aware of the changes in IMO, ISM, Local, US and Canadian regulations for officers of all grades,” said Sarkar.

Vanguard normally conducts interview via Skype. Sarkar explained that they do not get the chance to interview senior officer during their visit in Manila.

“When we went to Manila, we only had chance to interview the junior officers. The senior officers appear to me that they are reluctant to come for interview they in

By Jun G. Garcia fact, they should think of it as a prestige,” he claimed.

“That was my feeling because in three occasions, the manning agencies have promised that all officers will be present. And when we went to Manila, they say that they are stuck in the province because of some natural disaster, many excuses!” the senior port captain said in disappointment.

The interview on Skype would not allow them to ask many questions on regulations they know or do not know. What they do is bring the recruits over for a five to sevenday briefing in Singapore office all expense paid, including accommodation.

“Then we find out when we talk about and show our records. For example, when I ask him: Do you know about none tank vessel response plan (NTVRP)? The vessel that goes to USA in normal condition?

He’s been captain for at least 5-6 years and he said, YES!” Sarkar narrated.

He continued, “I said ok captain in the NTVRP, there are some changes. Do you

Capt. Florida and Capt. Sarkar.

know the regulations before? Then I come to know. He just only heard about the word NTVRP. But he does not know what’s inside the NTVRP.” Capt. Florida added that it is equally important for master mariners to know of the international rules and regulation. “It is their responsibility to know that. They should keep themselves updated and aware of the existing and new development or changes pertaining to their profession,” said Florida.

Sarkar concluded that the NTVRP is a mandatory document for vessels which

goes to USA. It’s a plan to find and master.

They should realize and understand all of these and every step, which are there inside. To explain the changes what is coming recently. They must now the basic fundamental. So we have to teach them here the basic fundamental.

Sarkar divulged not sending the captain home. Instead, they teach him. But he advices every Filipino officers, junior or senior, to immerse themselves in the development on international rules and regulations in order to keep themselves upgraded and prepared.

Clients react over Far East CDO C

lients of Far East Maritime Training Foundation, Inc. (FEMFI) have been silently complaining about the cease-and-desist order (CDO) imposed upon the training center by the Maritime Training Council (MTC) as per the mandate of the Office of the President.

An official at the Marsun Shipping Corporation who requested anonymity said training is so important to them, to the seafarers and to the shipowners as well.

Mr. Medel, Far East EVP, reviewing some documents.

4 April 2009–May 2009

“Where do we send our seafarers now for training? I believe Far East is the best training provider these days. How long do we have to wait? We are imposing delay on here,” he said.

The official refers to the competent trainings being provided by the said training center. He claimed that nothing comes close to the facilities and the competencies being provided by Far East training center.

“After the training, the seafarers will be compelled to take NAC. Then he will go to PRC. There are so many procedures but competent trainings is always important. I hope they see the delay it will cause us all.

Do they realize the inconvenience brought about by this decision?” concluded the official from Marsun.

He revealed having problems on where to send his seafarers for training. According to him, as much as possible, he does not want to send his seafarers to other training centers but could not do anything. www.harborscope.com

Mr. Rick Loyola of Vestland Maritime Corporation (VMC) likewise reacted to the decision. “We have been sending our seafarers for training to Far East because we firmly believe in the competencies being developed in them (seafarers) through stringent and competitive trainings. Well, what now?” he said.

Loyola told Harborscope that he is contemplating on which training center would be a better alternative but admitted though that every training center follows the same competency mandated by the STCW Convention.

“What I admire about Far East is that they go beyond the prescribed minimum requirements. From there we can see how Far East really aimed to make every Filipino seaman a world-class seafarer,” said the VMC president.

Almost all Far East clients felt bad about the CDO issued by MTC but managed to stay calm and quiet trusting that the training center will soon make a triumphant comeback.

By Jun G. Garcia Bittersweet acceptance Meanwhile, FEMFI vice president Mr. Chito Medel, in his speech during the recent dinner treat they have prepared for their clients at the Tamayo’s Restaurant, said that when these things are over, they will come back again.

“We will certainly come back to you NOT on bended knees but with honor and pride for we have served a sentence more than we deserve,” he said.

The vice president also emphasized that they have decided to stop the legal battle and rather accept the order of the CDO. According to him, it is with full humility that they have to abide with what is being ordered under the CDO. At present, FEMFI will be waiting for reinspection and re-accreditation of their MTC-courses. A process which, even the MTC knows for a fact, that FEMFI is highly qualified and compliant.

“It is a fact that we have not violated any provision of MTC Resolution 3-98, the basis for accreditation of all training center to offer MTC training courses. Yet we succumb to this order so we could start anew,” Medel concluded. mate check

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DBP inks pact with maritime schools T

he Development Bank of the Philippines (DBP) recently signed memorandum of agreement (MOA) with selected maritime schools in the country to support its DBP Endowment for Education Program (DEEP) for the underprivileged but promising Filipino students, who would wish to shift from nursing to maritime courses.

The said program is also in response to the projected huge demand for Filipino seafarers to man international vessels in the next 15 to 20 years.

During the signing of the MOA with various maritime and vocational schools last March 27, 2009 at the DBP Executive Staff house in Makati City, DBP Chief Executive Officer and President Reynaldo G. David expressed optimism that the DEEP program will help a lot of qualified students, who will be the next batch of competent merchant marine officers.

DBP had also forged partnership with international shipping companies and ship

owners such as the Norwegian, Japanese, and German, among others, to ensure future employment for DEEP graduates, in close coordination with the selected partner maritime schools.

Among the maritime schools chosen for the DEEP program includes the Maritime Academy of Asia and the Pacific in Bataan, the Philippine Merchant Marine Academy in Zambales, the NYK Academy in Laguna, the Davao Merchant Marine Academy in Davao City, the John B. Lacson Maritime University in Iloilo, the Mariners College in Naga, Bicol region, and the Mindanao Polytechnic College in Mindanao.

(Photo courtesy of DBP) Seated from right is DMMA President Eusebio, PMMA President RAdm Fidel Diñoso, NYK Academy CEO Jose Roberto Delgado, DBP Chairman Hon. Patricia Sto Tomas, DBP CEO/President Reynaldo David, MAAP Director for Research and Extension Services Dr. Angelica M. Baylon (representing MAAP President VAdm Eduardo Ma R. Santos, Ms. Susan Wynne Acharon of MPC, JBLMU staff representing Dr. Marylou Arcelo, and representing Mariners Ms. Merley San Pedro Jimenez. Standing at the back are DBP senior staff, principals and sponsoring companies and shipowners and senior officers of partner maritime schools and guests from shipping companies.

Shore Access.com, Nera Philippines, Inc. and PMMAAAI launch maritime communication solution T

he Shore Access.com International Inc. and Nera Telecommunication, Inc. in cooperation with the Philippine Merchant Marine Academy Alumni Association, Inc. (PMMAAAI) recently introduced the launch of Wireless Communication Infrastructure for Maritime Industry before the presence of Filipino master mariners, chief engineers, manning executives, owner’s representatives, and officials from various government agencies during a dinner-presentation at the Max’s Restaurant in Malate, Manila.

The launch is co-organized by Capt. Walfredo Rivas, president of the Pearl Grace Ship Management, Inc. Capt. Rivas and the PMMAAAI have been supporting Shore Access.com in facilitating better communication needs of the Filipino seafarers.

While communication has been the single most important demand of the seafarers from their principals, the introduction of the coastal maritime communication solution brings good news to the industry.

In his presentation, Dr. Tan Hong Pew, Nera Telecommunication Ltd executive vice president for satellite communication, introduced the umc.connect portnet Wireless LAN Infrastructure that allows the use of 2G and 3G mobile networks globally at an unlimited flat rate and without any roaming surcharge with different kind of satellite services rolled into one transparent, reliable and secure network.

In just a few months, about 1,800 ships all over the world have installed the said communication gadget. It can now use Wifi, 3GSM, it has acceleration and can double the speed of existing satellite links, it is now capable of auto-switching between systems and uses least cost routing, and they are now enjoying services like security and other applications such as tracking etc.

With this development, calling at every port is now possible. There will be no

By Jun G. Garcia limitation of operating the umc.global network with existing satellite communication which can be used to integrate onboard communication.

Ship’s crew may now enjoy improved shipto-shore communication with 24/7/365 global availability at a guaranteed full cost control. It provides higher availability and easy accessible networks and enable transmission of big data volume.

It enables crew to write e-mails (connection with family, friends, personal network), while enabling mobility and privacy for calls and low priced telephony. It also provides online services (e. g. counseling, recreation, education, shopping, banking.)

On the part of the ship owners and managers, the advantages of this communication solution include bringing its fleet closer to your office. The wireless broadband infrastructure may help company increase its profitability, productivity and safety by using the one-stop-solutions developed for that purpose.

It also enables company to manage shipping information and reduce communications overload by capturing, analyzing, and exchanging data between applications and others with umc.global network products and services. The said solution is cre-

Capt. Rivas

ated absolutely for marine requirements.

It also allows the company to integrate logistic systems with customers (e. g. supply chain optimization, online cargo/status reporting). It provides secured ship-to-shore communications and simplifies document distribution (reduce electronic standard forms).

More importantly, it also improved emergency services such as telemedicine, weather forecast, and the recent concern – piracy.

At the same time, the new development enhances business processes like fleet integration, supply chain optimization, online cargo/status reporting, track and tracing, among others. It reduces operating cost and maintenance expenses thereby increasing company profit by time saving, etc.

The presentation also includes the launched project called Crew Welfare Initiative (CWI), which ambitious plan is to make low-cost personal communications for seafarers a widespread reality in the maritime industry, with backing up from technology heavyweights like Google and Intel.

The Crew Welfare Initiative is a non-profit scheme that intends to offer wide range of low-cost communication alternative to seafarers who wish to stay in touch with family and friends while onboard.

Ms. Nimfa Mariano

Hence, an effective medium for the seafarers to counter the melancholy brought about by homesickness at sea, and an important gadget in reporting status to shipping companies.

Reports said the various partnership with maritime and technology stakeholders involved in the Crew Welfare Initiative has allowed the group to collaborate different competences and experiences, as well as taking advantage of the wide range of technologies and equipment that the IT companies have brought to the table.

The ultimate goals of the Initiative include subsidized satellite communications airtime with a range of low cost IT equipment that the CWI group will make available to seafarers around the world.

The overall aim of the Crew Welfare Initiative is to get as many companies involved as possible, to reduce costs across the board and make the included services widely accessible.

For more details about the products and services, interested parties may inquire to Ms. Arazenith S. Canoza at telephone number +632 4975119 or mobile +63 929 506 8126 and +63 922 881 2428. The Singapore number is +65 62603850 and Japan number is +81 80 3436 2990. They may also send query through email at info@shore-access.com. – with Heselle B. Garchitorena Mrs. Liza Canoza and Ms. Arze Canoza

Dr. Tan Hong Pew

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At 21, TSM sees a brighter future ahead T

he TSM Group of Companies is seeing a brighter future ahead when it celebrated its 21st anniversary in a festive fashion appreciated by the principals/shipowners, seafarers and guests on March 22, 2009. The anniversary celebration coincided with its annual officers conference held at the Manila Peninsula Hotel the following day.

At the onset of the celebration is the teeoff for the TSM 6th Fun Golf Tournament at the Philippine Navy Golf Course. It was graced by TSM principals/shipowners, employees, and foreign and local guests.

Completing the first day of the celebration is a welcome dinner hosted by Thome Ship Management (TSM) Pte Ltd Chairman of the Board, Olav Eek Thorstensen together with TSM Group top management, Capt.

Ivar Thomasli, Capt. Alfonso del Castillo, Capt. Benjamin Katipunan, Jr. and Ian R. Garcia.

A hefty dinner treat was prepared for well-wishers, employees, industry partners and friends, and principals/shipowners, at the Fernbrook Gardens, Portofino South, Las Piñas City.

During the welcome dinner, Mr. Thorstensen thanked the people behind the success of TSM Group of Companies and lauded them for a job well done. It was a heart-warming experience for every one present during that anniversary evening and everybody was edified with the promise that TSM will remain in business to keep the world economy moving.

Come the 20th annual conference the next day, Philippine Congressman Teofisto L. Guingona III graced the convention as keynote speaker. His message complemented the conference’s theme “TSM Group Managing Beyond the Global Crisis

and Challenges” inspiring both the seafarers and the principals/shipowners.

Among those invited to speak are Peter Helm, TSM Senior Manager, Marine & HSSEQ, DPA, James Blakeney, Regional Manager – Control Risks SE Asia, Chris Hall, Vice President and Senior Lawyer for Skuld Singapore Representative Office, W. Tanubrata – Principal Surveyor, among others. All guest speakers incorporated essential information and fundamental approaches to ensure flawless shipping operations.

After the convention is the annual dinner prepared for the seafarers, employees, foreign and local guests, and of course, the principals/shipowners.

One of the highlights of the annual dinner is the conferment of Loyalty Awards to both the employees and seafarers who have stayed with TSM for 5, 10, 15, and 20 years in service.

The party became even livelier when the cheering competition of employees started.

It was complemented by special presentation of selected employees plus admiring performances from Filipina celebrity Jenine Desiderio.

The 20th anniversary celebration of the TSM Group of Companies hopes to bring a promising future ahead and long-term partnership between the Filipino seafarers, employees and the principals/shipowners.

— by Jun G. Garcia

At the Annual Dinner, 23 March 2009

Annual Conference, 23 March 2009

6th TSM FunGolf Tournament 22 March 2009, Philippine Navy Golf Club

Welcome Dinner at Fernbrook Gardens, hosted by Mr. Olav Eek Thorstensen

MTC, Marina accredits Asia Pacific Maritime Services T he Asia Pacific Maritime Training Center recently celebrates the accreditation of its courses by the Maritime Training Council (MTC) and Maritime Industry Authority (MARINA). After a year of rebuilding and upgrading their facilities with the new management headed by Atty. Alvin Joseph Porte and Mr. Jesse Sarol, Asia Pacific has opened its doors to a more innovative training system, adopting an interactive way of instruction interfacing both the trainees’ and instructor’s experiences.

Furthermore, Asia Pacific is also giving a new facelift on their practicum facilities to include hydroblasting operations, welding, actual ship’s crane operation, to name a few. A new practicum site in Cav-

6 April 2009–May 2009

ite is also planned to be constructed in the first quarter of 2009. The Cavite Facility will offer more courses requiring practical training not only for commercial shipping but also for offshore vessels and facilities

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such as the Helicopter Underwater Escape Training, Rigging and Slinging courses, etc.

The latest state-of-the-art Transas Marine Full Mission Bridge and Engine Simulators will be completed midyear of 2009. Transas simulators are the most trusted brand of leading maritime training centers in the country.

Asia Pacific aims to develop junior and senior officers to assist reduce the global shortage of competent officers. It also of-

fers a train-now-pay-onboard program for upgrading officers or would-be officers recommended by client companies. No hidden charges or added interest.

“To all seafarers, welcome aboard to your new training center. We honor your invaluable service to your family and to the country. We fully implement a quality management system which prioritizes client satisfaction and delight. Please try us and see the difference,” the new management team said.

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MTC hails stakeholders of maritime industry T

he Maritime Training Council (MTC), in celebration of its 25th year anniversary, has recently awarded stakeholders and mainstream players of the industry who have contributed their resources and talents in pursuit of the agency’s mission.

Among those awarded are AMOSUP Seaman’s Training Center, Consolidated Training Systems, Inc., University of Cebu-Maritime Training Center, John B. Lacson Foundation Training Center, St. Therese-MTC Colleges, MATS College of Technology, Magsaysay Training Center, Mariners Polytechnic Training Center, Pangasinan Merchant Marine Academy, Maritime Training Center of the Philippines, and Philippine Seafarers Training Center for extending more than 25 years of training service.

The Philippine Merchant Marine Academy was cited for being the first maritime school in the country. The John B. Lacson Foundation Maritime University (JBLFMU) was also cited for being first maritime university in the Philippines.

The JBLFMU was again recognized together with the PMI Colleges for being the oldest private maritime schools in the country.

The Protect Marine Deck and Engine Officers of the Philippines, Inc. was awarded for being the First Competency Assessment Center for Officers, while the Fremarobi Skills Development Training, Inc. as First Competency Assessment Center for Ratings. The University of Cebu was the First Mobile Assessment Center.

The Excellence and Competency Training Center (EXACT) was cited for being the First Recognized Proficiency Assessment System.

The Philippine Center for Advanced Maritime Simulation and Training, Inc. was awarded as the First Full-Mission Bridge Simulator, while the National Maritime Polytechnic for having the First Engine Room Simulator. The Maritime Academy of Asia and the Pacific was hailed for being

By zenaida p. magnial the first to have the First 360° Full Mission Bridge Simulator.

The Far East Maritime Foundation, Inc. Manila, despite being served a cease-anddesist order recently, was also cited for having the most number of accredited courses.

The International Maritime Organization (IMO), Japan International Cooperation Agency (JICA), Filipino Association for Mariners Employment (FAME), Philippine Maritime Assessment and Testing Foundation (PMAT), Associated Marine Officer’s and Seamen’s Union of the Philippines (AMOSUP), Philippine Association of Maritime Training Centers, Inc. (PAMTCI), Philippine Association of Maritime Institutions (PAMI), Philippine Coast Guard (PCG), and SM Mall of Asia Management were all hailed for being its partners in the maritime industry.

Former chairpersons of the MTC were also recognized including posthumous awards to Blas Ople and Augusto Sanchez.

Among those recognized for being chairpersons of MTC were Franklin Drilon, Ruben Torres, Ma. Nieves Confesor, Jose Brillantes, Leonardo Quisumbing, Cresenciano Trajano, Bienvenido Laguesma, Patricia Sto. Tomas, and Arturo Brion.

For Executive Directors of the MTC Secretariat, among those hailed were Jaime Gimenez, Lorna Fajardo, Ramon Tionloc, Jr. and Teresita Laurel, including a posthumous for Cresencio Siddayao.

The longest sitting member of the Board is none other than Capt. Gregorio Oca. Persons with valuable contribution during the initial stage of STCW implementation

An invitation to visit Takaaki’s

A

fter having a great time in the maritime community as well as in the academe, Capt. Danny Ricohermoso is now venturing into another challenging episode of his life – engaging in a restaurant business.

Visit him at the Takaaki’s Restaurant (under new management) at HK Sun Plaza along President Macapagal Boulevard, Pasay City opposite of Department of Foreign Affairs and Cuneta Astrodome.

The Takaaki’s Restaurant offers a perfect venue for fund raising activities, anniversaries, product launch, companysponsored party, review/exams coaching, campaign planning, symposium, seminars, even nuptials, birthdays, baptismal, reunions, debut, concerts, audition/singing contests, gigs, dance practice, stag parties, jobs fair, rehearsals, other indoor activities or any functions or meetings.

Dining at Takaaki’s also gives a soothing ambience for captivating music, even an avenue for grooving to the beat of every sound of its dance tunes, or simply sing their hearts out in its karaoke system. Young and talented performers also offer wide array of repertoire for their utmost enjoyment. You can have fun and mate check

fellowship with friends in a relaxing atmosphere.

Takaaki’s is spacious enough for any occasion. Measuring a total floor area of 682.4 square meters, it has amenities conducive for any functions.

Moreover, it has hassle-free and wide parking area with roving guards to constantly secure your vehicles/valuables. The venue is also accessible to all modes of transport and available 24 hours a day making it indeed a “place of choice” for everyone.

It also offers catering services for your planned parties, seminars, family gatherings, among others.

For your planned visit or inquiry and for any other info or concerns not mentioned above, you may contact Capt. Danny Ricohermoso telephone numbers (632) 736 2915 / 514 1550 / 556 1053 or mobile +63 908 216 5916. You can also send email to danny.rcbm@yahoo.com / capt. danny@7riches.com . – JGG

were Renato Palomo and Julito Haboc.

And last but not the least, the Philippine Competent Persons to IMO are L u i s Tuason, Jr. and Capt. George Pimentel.

“The 25th Founding Anniversary of the Maritime Training Council is indeed marked with significance as the celebration gives us the glimpse of how fruitful and productive the last 25 years of the

agency have been since its creation on May 1, 1984,” said MTC Acting Executive Director Noriel P. Devanadera in a document.

The awarding ceremonies took place on May 18, 2009 at the MTC Diosdado Macapagal Hall 10/F Land Bank Plaza, 1598 M.H. del Pilar cor Dr. J. Quintos Streets, Malate, Manila.

MARSUN SHIPPING CORPORATION 3rd Flr. Duval Bldg., 669 Aurora Blvd., Quezon City Tel. Nos. (63–2) 724–8727; 727–3302; 726–0806 Fax No. (63–2) 727–4224 e-mail: marsunshipping@yahoo.com

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April 2009–May 2009

7

MATECHECK Industry leaders tackle piracy at IBC-Asia forum W ith the present economic slump already hurting the global shipping industry, piracy, which became rampant the past few months, even contributed to the difficulty being endured by shipowners - whom despite the current financial uncertainties, managed to sacrifice a bit more to help give the world trade a good rebound and ensure its continuity.

While it (piracy) is being addressed now by member-countries of the United Nations, speakers and delegates from the recently-concluded Seafarers 2009 Conference held in Singapore, have presented valuable inputs and practical approaches to educate and inform their merchant marine officers about the present risk of piracy and how to deal with it via sensible action plans and strategies.

According to Christopher Hall, Vice President and Senior Lawyer of Skuld Singapore Representative Office, the International Maritime Bureau (IMB) defines piracy as an “act of boarding any vessel with an intention to commit theft or any other crime, and with an intent or capacity to use force in furtherance of that act.”

He explained that based on reports, pirates usually attack using 2 or more high speed (up to 25 knots) open boats or “skiffs” approaching from port quarter and/or stern. They are armed with knives, small and powerful firearms (AK47s) and rocket launchers. They are also equipped with hi-tech satellite phones, GPS; and they normally don military style or “soldiers” with different “ranks.”

Hall said the attacks usually take place at daytime, especially first and last light and during better weather.

As of 12 May 2009, a total of 16 vessels and 227 crew members were held captive in the Gulf of Aden, off Somalia. In 2009 alone, 61 confirmed attacks were recorded; 27 hijackings, 11 confirmed attacks following Group Transit, five vessels hijacked following Group Transit, and some 107 pirates were detained.

Since passing the Gulf of Aden could not be prevented, Hall cited the following best practices recommended by the Joint War Committee (JWC) while at sea operations. The best practices include

By Jun G. Garcia the use of coalition patrolled channel, revise operating procedures, conduct emergency drills, make sure to keep a contact number in the wheelhouse, contact naval units and other vessels in the area, maintain standing watch, focus on constant radar watch, maintain speed and maneuvering and prepare the use of fire hoses.

Nonetheless, Hall suggests that every crew should know their contracts and the exposure. They should check if the situation has change and they should know how to avoid high risk areas and its threats.

To learn more of the practical approaches against piracy, they may check the following web url shared by Hall: http://www. ocimf.com/view_document.cfm?id=1218 - This is the East Africa/Somalia Situation, Practical Measures to Avoid, Deter or Delay Piracy Attacks” produced in 2009 by the Oil Companies Marine Forum (OCIMF) in conjunction with the ICC International Maritime Bureau (IMB), Intercargo, Intertanko and SIGTTO. They may also check the “Best Management Practice to Deter Piracy in the Gulf of Aden and off the Coast of Somalia,” February 2009 available for free from Intertanko at http://www.intertanko.com.

Allied forces to the rescue Thome Ship Management (TSM) Pte Ltd Senior Manager, Marine & HSSEQ, DPA, Peter Helm, in a separate conference, revealed that government naval forces from different countries have extended support to ensure the safe transit of vessels in the risky waters of Somalia, among other areas.

Helm reported that the United Kingdom’s Royal Navy (UKMTO) has been conduct-

Christopher Hall

ing Maritime Trade Operations since the MTO was established in Dubai in October 2001 as an extension of Royal Navy operations in the region.

He explained that although the MTO team is tasked to support UK flag vessels and UK interest shipping in the area, it works closely with coalition forces and is available to provide support across the entire maritime industry including shipping of all flag registry and ownership.

He divulged that a Combined Task Force (CTF) 150 was also organized and is commanded by France, The Netherlands, UK and Pakistan and Canada. At present, German Navy Rear Admiral Rainer Brinkmann currently commands CTF 150. Its primary task is to counter terrorism and provide escort duties to WFP vessels enroute to Somali ports.

From another end, Helm further informed the officers that in November 2008, the Council of the European Union organized the European Union Naval Force (EUNAVFOR) which becomes the main coordinating authority operating the Maritime Security Centre (Horn of Africa). Its task is to improve maritime security off the Somali coast by preventing and deterring pirate attacks and help safe-

PNTC celebrates 15 years

The PNTC recently opens its new facility in Intramuros office. In the photos are Arch.

Gerry Contreras, Ms. Anna Marie "Bambi" Harper (Administrator of Intramuros Administration), Atty.

Hernani N. Fabia (Pres of PNTC Colleges), Dr. Robin Sy (FilipinoChinese Chamber of Commerce and Industry) and Mrs. Leah L. Fabia (VP for Business Development of PNTC Colleges). – Kay Biason

T

he PNTC Colleges recently marked its 15th year anniversary with new development in its facilities. According to PNTC, 2009 marks a monumental year for the said College since it has recently renovated its Corporate Office, it has the Navigational Bridge simulator, the tieup between the PNTC Colleges and International and North American Colleges partnership, the IHM Facilities, new training courses, and a lot of better things to come.

According to its president, Atty. Hernani N. Fabia, the journey of PNTC started 15 years ago and the year 1994 saw the birth of the Philippine Nautical Training Institute or PNTI. Since inception in 1994, its primary objective has always been the same - to provide the seafarers with basic, upgraded and specialized maritime training courses.

Through the creation of PNTI, thousands of Filipino seafarers were given the opportunity to excel in their profession, improve their lives and uplift the shipping industry.

8 April 2009–May 2009

The PNTC believes that young minds must be trained to become better performers, become better people that will lead them to become better Filipinos.

"We see through the students, that the hope for a better tomorrow is stretched even further for the next generations.

The creation of PNTC Colleges is a testament to the realization that everyone has dreams and that everyone must be given an opportunity to fulfill these dreams,” said Fabia.

The graduates and trainees of PNTC Colleges are assured of a better life outside the www.harborscope.com

guard merchant shipping in the region.

And since mid-December 2008, an EU Naval Task Group, supported by maritime patrol aircraft, has been operating in the region.

The EUNAVFOR, the UKMTO, and the Combined Maritime Forces (CMF) collaborated to revise the Internationally Recommended Transit Corridor (IRTC) through the Gulf of Aden in response to feedback from the international maritime community. This revision is intended to reduce the risk of collision between vessels utilizing the corridor, provide a measure of traffic separation, and allow maritime forces to conduct deterrent operations in the Gulf with a greater degree of flexibility.

However, there are insufficient military assets available for counter-piracy operations in the Gulf of Aden to be able to establish a reliable and regular convoy system that would provide all merchant vessels with close protection. Experts said this would need a force of more than fifty warships to be able to ensure safe transit.

Nonetheless, Helm said it is still always best to “be prepared, be alert, be vigilant, and be safe!”

confines of the campus. They will carry with them the pride of being Filipinos, backed with the education that they have received. They will be able to serve the shipping industry knowing fully-well that they are equipped, trained and skilled to fulfill what is expected of them.

The 15 years of service has been instrumental to the 15 long years of uplifting the lives of the Filipino people. The PNTC Colleges vows for continuous growth and continual improvement in pursuit of its commitment to performance excellence. – Heselle B. Garchitorena mate check

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NTC-Manila director says training remains important M

r. Stein Ericksen, director of the Norwegian Training Center-Manila, believes that shortage of officer remains an issue nowadays. Hence, to continue training officers is still the best thing to do while the crisis is still there. When things come back to normal, the industry will be prepared when the influx of bottoms return.

According to Ericksen, it is a fact that there is shortage of qualified officers in the world today. He explained that despite the crisis, there are officers being sent home because their ships are either laid up or sold. The fact remains that it has not removed or addressed the shortage in the industry.

And with that, Ericksen said NTC-M vows to continue training more officers in pursuit of its mission and commitment to the world fleet.

“In this turbulent time, NTC-M’s contribution to the industry is that they are able to provide adequate training courses of high quality,” he added.

What is good about NTC-M is that they are constantly developing its training courses. “Last year, we develop around five training courses. This year, we are also developing, probably the same amount of

By HESELLE B. GARCHITORENA training courses. High-end courses like simulated basic training courses for optional crane,” Ericksen reported.

The NTC-M is also constantly developing their faculty, and they are able to provide a good training syllabus for the training courses, which are the very important element in teaching method. In effect, the NTC-M has been enjoying a good number of trainees – a notable contribution for the Norwegian fleet, if not for the global shipping industry.

To date, the NTC-M has just completed the intake of 17th batch, which now comprises some 420. “We are recruiting this year for batch 2013,” revealed Ericksen.

The cadetship program in the Philippines has been expanding in preparation for the big rebound in shipping.

Mr. Stein commenting on a presentation at the Seafarers 2009 Conference in Singapore.

For most of the seafarers, Ericksen advises them not to see training as an additional burden. Of course, their earnings will have to be saved for their families and he advises to ‘keep it tight some time.’

“Be prepared to take upgrading courses and trainings whenever you are offered in your company. If they don’t offer you, request for this kind of upgrade. So I think my message to the seafarers is to use the training as an opportunity. We are living in 2009 and the world is changing very, very fast. New requirements are constant-

ly coming and we need to comply with it,” the NTC-M director furthered.

He added that the seafarers should be prepared for competency development. This will add to their value as an individual.

“Increase your competence, your competitive advantage in landing a job, and your chances in job hiring will increase. I would say, you stick to the requirements, try to be with them, and work hard and gain that competence,” the gentleman from NTC-M concluded.

Stolt Norwegian Hull Club and GARD ASA initiate Crisis Management Training for 48 officers T

he Stolt Norwegian Hull Club and GARD ASA has once again completed a Crisis Management Seminar participated to by 48 officers from Klaveness Maritime Logistics AS, DYVI AS, Grieg Philippines Inc., SOLVANG (ASA) and Stolt-Nielsen Transportation Group, Inc., on May 26-28 2009 at the Hyatt Hotel Casino Hotel in Manila City.

The three-day seminar tackled various emergency situations most often encountered by ships at sea involving collisions, fire, personal injury, marine pollution, among others.

The 48 officer-participants were given an opportunity to listen and interact with local and foreign-based resource speakers and lecturers who are experts in their own fields from Hull and Machinery Insurers, P&I Club, US Qualified Individuals, Sea going Masters and a Human Behavior expert from the University of Bergen in Norway.

Simulation or “Role play” exercises were the highlight of the 3-day seminar starting off with a thorough discussion on the different barriers to communication. Individual and group simulation exercises depicted clearly how poor communication amongst officers and crew can aggravate a crisis situation and effective strategies were explored in order to enhance crisis communication.

Safety and Risk Assessment workshop was also conducted by Marius Schonberg mate check

By marilyn s. ritualo from GARD AS, allowing the 48 officerparticipants to form a group and prepare case study analysis and perform risk assessments from cases culled from GARD’s onboard safety meetings’ accident files.

Tim Dickensheets of ECM Maritime Services, on other hand, stressed the importance and the role of the QI (Qualified Individual) during Crisis Situation giving the officer-participants a “taste” of what it is like to consult with a QI, providing them valuable insights on their decision-making influences and identifying involved agencies.

With the success of the seminar, the 48 officers gain self-confidence that will greatly improve their decision-making skills, which are vital during varied emergency situations onboard ships.

(Clockwise, from left) Torbjorn Eide, KML delivering opening remarks; Bjarne Eide, delivering closing remarks; Group workshop on Risk Assessment.

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April 2009–May 2009

9

Special Feature

Position Paper on the Planned Ban on Deployme a Vital Artery in International Commerce Directly

T

By RADM FIDEL E DIÑOSO PMMA President

he Golden Age of Piracy lasted for thirty years, from 1690 to 1720 and Nassau was at its heart. Here was a tropical pirate paradise which attracted the greatest concentration of pirates ever seen in the New World.

Nassau was well suited as a pirate base of operations, its waters were too shallow for a large man-of-war but deep enough for the fast shallow draft vessels favored by pirates. From their snug harbor they could employ their hit and run tactics to full effect; they devastated merchant shipping that plied the trade routes just a short sail away. Their pirate gold and goods formed the basis of a thriving community that attracted rogues, merchants and wild women from far and wide. (www.pirates_of_nassau.com/History) Modern day pirates have become more sophisticated in their ways and they have been emboldened by their successes in their nefarious activities.

Presently, the attention of the global community has been centered in the acts of piracy being committed by local armed gang members emanating from warlord factions said to be based in Puntland, the northeast autonomous region of Somalia, the town of Eyl (Figure 1) while the other armed gang members are based in the south-central Somali town of Xarardheere (Figure 2) Source: (www.voanews.com) (www. globalmaps.com) It has been said that Somali pirates target all sorts of vessels: from small pleasure crafts to cargo ships and even giant oil supertank-

ers. Sometime November of last year the Arabic oil tanker Sirius Star was captured by pirates occurring nearly 400 miles off the Somali coast. Same happened with a Ukrainian vessel carrying 33 T-72 tanks.

The successes of Somali pirates have somewhat encourage them to further pursue their illegal acts of piracy. (Source: Somali Piracy – Solving an International Crisis by: Robert Guthrie published Dec. 09, 2008) Why is Piracy prevalent in the Gulf of Aden?

Maritime experts have stated that the waters off the Somali coast are key sea lanes that connect the Indian Ocean with the Red Sea, the Mediterranean and Europe through the Suez Canal.

Estimates indicate that about 20,000 ships pass through the Somali coast, carrying with them about 12 % of the world’s oil and about 80% of the commerce between Europe and the Middle East and Asia. In a sense, the sea lanes are a vital artery in international commerce.

The pirates are now expanding operations outside the Gulf to the Indian Ocean, which is too vast to be adequately patrolled by Naval vessels.

(Source: www.voanews.com) Somali sovereignty, what gives?

A close scrutiny of the profile of the pirates would reveal that they are not in fact pirates in its strictest sense rather, most of them are ex-fishermen, forced by circumstance into piracy by illegal over fishing while some are ex-military men looking for work in an increasingly unstable and politically volatile country. These so called pirates see themselves as defenders of the Somali coastline, fighting off the previously mentioned illegal fishing trawlers and ships looking to dump waste in the poorly monitored Somali waters.1

A close scrutiny of the profile of the pirates would reveal that they are not in fact pirates in its strictest sense rather, most of them are ex-fishermen, forced by circumstance into piracy by illegal over fishing while some are ex-military men looking for work in an increasingly unstable and politically volatile country. These so called pirates see themselves as defenders of the Somali coastline, fighting off the previously mentioned illegal fishing trawlers and ships looking to dump waste in the poorly monitored Somali waters.

10 April 2009–May 2009

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The author is a seasoned master mariner and he is no stranger to acts of piracy, himself being a victim of several pirate attacks. He points out that piracy is included as perils/ hazards of work of a merchant mariner. In 1979 while still a Second Mate pirates tried to board their vessel off the coast of Palimbang, Indonesia. In 1980 already a Chief Mate then right on our very own backyard in Manila Bay, Philippines. In 2001 already a Master Mariner pirates tried to board his vessel off the coast of Bung Tao, Vietnam.

He was able to escape by adopting evasive maneuvers while approaching Singapore.

He is currently the President of the Philippine Merchant Marine Academy (PMMA) a premiere State-Run and oldest maritime educational institution in the country and the whole of Asia.

In a sense, these so called pirates are like coast guards, their success, fame and stated intentions have endeared them to some of the Somali people, even managing to bring stability to the Puntland area where they operate from.2 (Source: Somali Piracy – Solving an International Crisis by: Robert Guthrie published Dec. 09, 2008) Efficacy of the presence of the Naval Patrol Vessels, Is it really working?

Experts say that pirates are generally not interested in the cargo or the crew – they only want ransom money ranging from several million dollars per vessel.

In an effort to combat piracy off the coast of Somalia, the international community has sent navy ships to patrol the area. They come from the United States, the European Union, Russia, China and India.

(Source: www.voanews.com) However, the vastness of the ocean is so wide to patrol and ensure that different vessels plying the sea lanes are safe and sound from pirate attacks. Roughly, we are talking of about two million square miles hence, it is an enormous area to monitor/patrol. (Ibid) Many maritime analysts believe that naval presence alone will not eradicate piracy in the region. It has been stated that the international community must seriously address the core problem: the lack of an effective government in Somalia, a country regarded by many as a failed state. (Ibid 2) Is arming seafarers an option to thwart pirate activities?

If crewmembers were allowed to carry arms and eventually fight back, serious ramifications in so far as insurable interest coverage for it would tend to increase dramatically for the risk involve would be much greater. Considering as well the personal liability claims, probable actual damage to vessels or cargo on board, this would ultimately be more expensive as compared with the ransom being paid by vessels owners.

The general view is that to preserve human life, to keep the instance of violence as low as possible, and also for legal reasons, it is more preferable not to arm seafarers.

In Philippine Setting, would it be a wise move to implement a ban on deployment of Seafarers?

In response to the strings of acts of piracy which has so far affected vessels passing through the Gulf of Aden and has resulted in the capture of about 227 Filipino seafarers, the Philippine Government, as a valid exercise of its Police Powers has imposed a ban on deployment of Filipino seafarers plying the coast of Somalia.

In an effort to protect Filipino citizens as part of the “Parents Patriae Doctrine”, the state can adopt measures to ensure the safety of its citizens here and abroad.

The families of the captured Filipino crewmembers and leaders of various labor groups have made representations with the top Philippine leaders for them

to exert extra pressure for the immediate release of the remaining hostaged Filipino seamen by Somali pirates. Since 2006, from the total recorded captured Filipino seafarers of 227, about 122 have already been freed so far.

The cries and please of the families whose love ones have been captured are understandable and deserves due compassion by the Philippine government.

It is however noteworthy to point out that there are other points that needs to be carefully looked into by our top leaders to enable us to arrive at a sound policy judgment with direct bearing on the still un-released Filipino seafarers. The attention of our top government leaders is invited on the following salient points for consideration, to wit: 1. Acts of Piracy are being committed NOT ONLY off the coast of Somalia, but it is also prevalent in different parts of the Globe. In Malaysia, Indonesia, Singapore, Brazil, and other major sea lanes used by various vessels. Piracy abounds yet no ban on the deployment of seafarers are resorted too; 2. The lone Filipino fatality who was captured by Somali pirates was more a result of an accidental shooting rather than an intentional one; 3. Based on statistics, more seafarers either get sick or worst die on board, absent any acts of piracy, but more of work related incidents; From 19 August of 2008 to 14 April 2009 about 19 vessels of various types covering a total of 439 crewmen, 261 of whom are Filipino’s have been captured and as of 17 April about 175 Filipino crewmembers have already been released while 86 remains, as Somali pirate captives.

(Source: DFA – Office of Migrant Workers Affairs) 4. During the Iraq-Iran war in the 80’s many Filipino seafarers died then but there was no ban on deployment of Filipino seafarers. It merely affected the increased coverage in insurance of both crew and cargo given the attendant hazards then; 5. The current economic downturn seriously affecting not only the developed countries abroad as well as our very own country is something to be seriously considered. Any further hardships on international commerce is not needed; 6. Statistics show that about 350,000 Filipino seafarers remitted a record high of $3.034 billion in 2008 up by 36% as compared with the 2007 figures. It is noteworthy to consider the possible wide scale displacement of Filipino seafarers and the lost economic gains brought about by possible reduction in foreign remittances; 7. Per DOLE provided figures, about 25 % of foreign cargo vessels passed through Somalia’s Gulf of Aden.

Conservative estimates puts it at around 20,000 ships pass through the Somali coast every year carrying about 12 % of the world’s oil and about

Special Feature

ent of Seafarers Plying the Sealanes Serving as y Affecting Europe, the Middle East, and Asia Making tough executive decisions is no joking matter and we don’t want to be on the seat occupied by our president when sensitive issues needs to be resolve, for we are quite sure that at the end of the day, decisions have to be made, rightly or wrongly.

80 % of commerce between Europe, the Middle East, and Asia. Doing the math and making conservative lost estimates would further worsen the economic woes of hundreds of thousands of Filipino families and those that depend on them. The domino/ multiplier effect must be given due consideration. Other service related oriented entities like schools, training centers also providing jobs locally will most likely be affected; 8. Banning deployment of Filipino seafarers is somewhat a form of sending a wrong signal to the maritime community. Say for example, if we are to continue to adopt the deployment ban yet similar moves are not adopted by other nations who are also providers of seafaring services, would it not be tantamount to giving them the opportunity to fill in the vacuum of crewmember requirements left by Filipino seafarers?; As a result of the imposition of the deployment ban, can we still continue to market our seafarers abroad as reliable and competent seafarers or would it tend to give reason to vessel owners and foreign principals and in the hiring process, will Filipino seafarers still be given preference over other nationalities or would it tend to ultimately result to lost job opportunities?

9. Can the Philippine government provide similar employment opportunities locally to would be displaced seafarers, as a result of the deployment ban? Unemployment rate in the country is already in double digit, can we still afford to shoulder additional related problems brought about by

displacement in work?

10. Would it be a sound policy move to base our decisions on emotion, pride and passion and public opinion?

Or would it be wiser to look at the problem as an opportunity waiting to be taken advantage off by Filipino seafarers?

How do we go from here? A solution to Somali Piracy!

Making tough executive decisions is no joking matter and we don’t want to be on the seat occupied by our president when sensitive issues needs to be resolve, for we are quite sure that at the end of the day, decisions have to be made, rightly or wrongly.

Current efforts of following the naval mantle of protective corridor provided

by UN sanctioned multi national forces seems to be a palliative solution but surely not a lasting one. Given the vastness of the ocean and the emboldening acts of the pirates, the question of who is going to shoulder the tab of providing protection to merchant vessels in the long run will surely arise along the way.

Fielding naval vessels is not a permanent solution rather it is more of a temporary solution to a persistent problem requiring long term response.

Banding together of several countries is a step in the right direction and a commendable one at that. However, the need to zero in on the root cause of the problem is very ideal. A more comprehensive coupled with a solid diplomatic cooperation is something that needs to be resolve as soon as possible so we can arrive at a more lasting solution to the problem of piracy in the region and maybe in other parts of the globe as well.

Recommended action for consideration The academe is one of the sectors that would be most likely affected by the deployment ban, if ever, since problems on future embarkation is already on the sidelines brought about by the effects of the world recession, the possible changes in preference of foreign shipping principals must also be anticipated by our policy makers.

Given the situation at hand vis a vis the possible problems that will eventually crop up, a serious re-consideration on the deployment ban must be taken and acted on a more positive note.

In so far as Philippine Labor setting is concerned, let us look and carefully weigh the pros and cons of the problem of piracy and its pernicious economic effects to the seafaring profession and economic implications, in general.

Consider the economic woes that will be suffered by the displaced workers, the question that begs for an answer is, are we willing to allow our highly skilled and competent seafarers loose their edge in the world maritime fleet and allow other nationalities to take our place?

Simple mathematical computations would reveal the extent of loses and in all honesty, it may even tend to create more problems than provide solutions to the family of a would-be displaced Filipino seafarer and his dependents We earnestly appeal to our executive policy and top decision makers to re-consider the deployment ban unless you want the sea-based labor supplying industry to die a natural death and all economic gains go to waste. This view is equally shared by the Department of Labor & Employment (DOLE).

The impracticability of disembarking Filipino crewmembers before passing the Gulf of Aden, if ever practiced would be

crewing nightmare, the question is begging to be asked, where will the manning agents find the relieving crew and how can the vessel operate continuously if there are no available crew to temporarily replace Filipino Crew members.

Correct dissemination of news is paramount and crew vigilance must be given emphasis when operating on dangerous waters.

At the end of the day, decisions have to be made, rightly or wrongly, but we must always ensure that we look at the probable solutions and provide a feasible and practical way out.

There are many positive alternative courses of action

that can be resorted too, let us not take the drastic ones. Let us learn from experiences and lessons of the past to better guide us in our future decisions.

This appeal for calm, sobriety, wellthought off plans and solutions is highly in order.

Let us not waste the opportunity rather, let us make it work to our advantage.

Sincerely, RADM FIDEL E DIÑOSO PMMA President

PMMA observes 189 foundation th

T

he occasion of the 189th Foundation of the Philippine Merchant Marine Academy (PMMA) on April 3 to 5, 2009 in San Narciso, Zambales, coincided with the grand alumni homecoming of all the members of the PMMA Alumni Association, Inc.

At the outset was an orientation for PMMAers. By night time is the traditional bonfire, where all alumni and presently enrolled will have an opportunity to group together to witness the recognition of the academy’s honorary members. An ethnic dance, among other entertainment prepared for the occasion was complemented by a sumptuous food shared for everyone through a customary boodle fight. The first night was celebrated with a cocktail soiree for all classes.

The second day started rightfully with a celebration of Holy Mass for everyone.

It was a usual thanksgiving and offering from PMMA president Rear Admiral Fidel E. Diñoso with his wife and his family, and his officers, for all the blessings received for the Academy.

Other activities include Open House and Tour of PMMA facilities and amenities.

The event highlight kicked off at 3:00 in the afternoon. RAdm Diñoso welcomed

with heartwarming words all the guest and alumni that day In his speech, the PMMA president said with distinction that to be a PMMAer is a destiny.

“For many young men were called, but as fate would have it, very few would make it to the end and would have the privilege. In that reason, they are indeed blessed,” he said.

With the present slowdown on economy and global recession affecting the industry, the president quipped that, “working for the common good of mankind is the best armor to defeat the crisis.”

“The fire of brotherhood that exists among us bonded by bonds of blood and steels continue to be forged so we may solidify our network for the promotion of our common interest,” asserted RAdm Diñoso.

He even proudly cited various structures that were constructed within the premises of the academy in the recent years.

To mention a few, these are as follows: the Model Classrooms of Astra Ship Management courtesy of Capt. Gaudencio Morales of batch ’70; the K-Line Ship Management; the Jo Tankers; the Great Southern Maritime; and the OSG Ship Management.

He also thanked Anscore Swire, UPL Hal/ Belchem through Capt. Wilson Ibanez of ‘86, Wallem Maritime through the efforts of Engr. Art Serafico, Maine Marine Philippines through Mr. Ricky Victoria of ‘82, Western Shipping through Engr. Emmanuel Pascua ‘83, Century Maritime, Scanmar, and Manila Ship Management for their continued Technical and Financial support to PMMA. The KLAVENESS HALL through the efforts of Capt. Vic Del Prado ‘70, CrossWorld Marine Services-Gold Union Dormitory Building made possible through Capt. Ely Diaz ‘82, the Commuter Bus, books and computers from OSG Ship Management Inc. facilitated by Capt. Simwww.harborscope.com

By heselle b. garchitorena eon Flores, C/E Treb Llamado, Capt. Tkalcic and other PMMA graduates.

The president’s official vehicle was made possible through the efforts of Capt. Rommel Gacutan of class ‘83. These were all made possible by the dedicated alumni and hosts of other notable donations, both real and personal, despite of the present economic crisis the industry were all experiencing.

“Let our efforts reverberate around the globe and may it serve as a shinning example for others to emulate so we may continue to serve as a catalyst of change for the growth and development of our country,” said RAdm Diñoso.

With the good leadership of RAdm Diñoso, the PMMAAAI strongly believes that indeed the Philippine Merchant Marine Academy is home of the finest merchant marine officers the Philippines can truly be proud of.

April 2009–May 2009

11

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What you should know about A(H1N1) virus F

ilipinos are all over the world, some in other nations, some on board a sea vessel while some are off shore with a common goal: to work and earn for their families to give them a better future.

This column discusses medical issues to educate, clarify and correct some medical facts and to promote health awareness among seafarers. Hoping in one way or another lessen the health problems of seafarers due to diseases acquired because of lack of knowledge of these common diseases and lack of health awareness. The author would also like to invite seafarers to suggest topics for future issues that would interest its readers.

Let me discuss to you the Swine flu, since it has been a global scare since the start of the second quarter of this year. Let’s start first with what we know. Yes, it is a flu, which is a very, very old illness caused by a virus that has been around for thousands of years. It all started off as an infection in birds and slowly over those thousands of years diversified to infect every single warm-blooded animal on Earth and a few cold-blooded ones, including snakes. All these different organisms have their own forms of flu and periodically, they can infect related animals. Birds can exchange their forms of flu with humans that give us bird flu, and periodically generate one type of pandemic. Also, pigs can exchange their form of flu with birds and perhaps other large mammals, including horses. Because pigs, as very big mammals, are so similar to humans, they can also exchange viruses with humans and this is why we think the present outbreak could have occurred.

A pig could have had a form of flu and if a pig worker infects that pig with a form of human flu, the pig can then be co-infected with two very similar viruses at the same time. The way that flu organizes its genetic material makes it very easy for the virus to

do what is called reassortment. An influenza virus containing genes from a number of sources is called a "reassortant" virus. Swine flu viruses are normally species specific and only infect pigs, but sometimes they cross the species barrier to cause disease in humans. You can get a hybrid where the worst bits of both viruses combine, producing a super-virus. You end up with a virus which has an outer coat resembling the outer coat of the pig form of the virus, but has the inner workings and the ability to evade the human immune system of the human form, which means it can spread very readily amongst humans. Because it looks like nothing we've seen before, there is no "herd immunity" in the population, so it spreads very effectively and very easily. This super-virus we're looking at now is said to be a cross between a pig flu, a human flu and also the bird flu, which has been deadly too.

Why is it called A H1N1 virus? Flu is broken down into a number of different types: there's flu A, flu B and flu C. Flu A is the bird form and, of course, humans also have a flu A. Then we further categorize it according to the surface molecules, the H (for Haemagglutinin) and the N on the

Doc Talks By mary jennifer d. mendoza, m.d.

surface. This new strain is A(H1N1) virus, which we know circulates in humans, pigs and birds. It's possible that the pig initially got some of its flu from a bird and then co-mixed that with the human form to produce this hybrid, which is why you can find elements of all three. Normally when these viruses jump out of their host species and get into a new species, it's somewhat constrained in its ability to multiply and spread, because the virus has found itself in foreign territory - us, rather than an animal - to which it’s ill-adapted. This virus doesn't seem to be ill-adapted in that way, suggesting it's well-adapted to life in a human, enabling it to spread efficiently from one person to the next. Given how infectious the flu is, and given how mobile the human population is around the planet, means the potential for this to spread far and wide, very quickly, is high.

People usually get swine influenza from infected pigs, however, some human cases lack contact history with pigs or environments where pigs have been located. Human-to-human transmission has occurred in some instances but was limited to close contacts and closed groups of people. It is likely that most people, especially those who do not have regular contact with pigs, do not have immunity to swine influenza viruses that can prevent the virus infection. If a swine virus establishes efficient human-to-human transmission, it can cause an influenza pandemic. The impact of a pandemic caused by such a virus is difficult to predict: it depends on virulence of the virus, existing immunity among people, cross protection by antibodies acquired from seasonal influenza infection and host factors.

Generally, clinical symptoms are similar to seasonal influenza but reported clinical presentation ranges broadly from asymptomatic infection to severe pneumonia resulting in death. Since typical clinical presentation of swine influenza infection in humans resembles seasonal influenza and other acute upper respiratory tract infections, most of the cases have been detected by chance through seasonal influenza surveillance. Mild or asymptomatic cases may have escaped from recognition; therefore the true extent of this disease among humans is unknown. Symptoms of swine flu may include the following: a temperature of more than 38 degree, or a history of a temperature of more than 38 degrees and not only respiratory symptoms (for example, a runny nose) or a headache but also diarrhea and vomiting.

Some of the US cases have presented with diarrhea, though it's not clear ac-

tually if those symptoms were incidental.

But because this is a foreign virus (non human) getting into people, it could present in an atypical way. According to the WHO, Swine flu tends to be associated with high morbidity (that is, it infects a large proportion of an area's population) but low mortality (less than 5 per cent of infected patients die of the disease).

Many are wondering if it is safe to eat pork meat and pork products. Yes, Swine influenza has not been shown to be transmissible to people through eating properly handled and prepared pork (pig meat) or other products derived from pigs. The swine influenza virus is killed by cooking temperatures of 70 degrees Celsius, corresponding to the general guidance for the preparation of pork and other meat.

At this time, there are no vaccines that contain the current swine influenza virus causing illness in humans. It is not known whether current human seasonal influenza vaccines can provide any protection.

Influenza viruses change very quickly. It is important to develop a vaccine against the currently circulating virus strain for it to provide maximum protection to the vaccinated people. This is why WHO needs access to as many viruses as possible in order to select the most appropriate strain and create a vaccine.

There are drugs available for flu treatment.

Antiviral drugs for seasonal influenza are available in some countries and effectively prevent and treat the illness. There are two classes of such medicines, adamantanes (amantadine and remantadine) and inhibitors of influenza neuraminidase (oseltamivir and zanamivir). There is not enough information for the WHO to make recommendations on the use of the antivirals in prevention and treatment of swine flu virus infection. Clinicians have to make decisions based on the clinical and epidemiological assessment and harms and benefit of the prophylaxis/treatment of the patient.

Most of the previously reported swine flu cases recovered fully from the disease without requiring medical attention and without antiviral medicines. Some flu viruses develop resistance to the antiviral medicines, limiting the effectiveness of chemoprophylaxis and treatment. The viruses obtained from the recent human cases with swine flu in the United States were sensitive to oselatmivir and zanamivir but resistant to amantadine and remantadine.

For the ongoing outbreak of the swine flu infection in the United States and Mexico, the national and the local authorities are recommending to use oseltamivir or zanamivir for treatment and prevention of the disease based on the virus's susceptibility profile.

Dr. Mary Jennifer D. Mendoza is a consultant at the Physician's Diagnostic Services Center. She is a graduate of the Far Eastern University- Dr. Nicanor Reyes Medical Center and an internist- Cardiologist from the Philippine Heart Center.

12 April 2009–May 2009

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PTC-FCSD brings hope to Rotarians tee-off for a cause T members in Davao he Rotary Club of Makati Bonifacio (RCMB) set its first golf for a cause activity dubbed First Presidential Cup on April 17, 2009 at the Villamor Golf Club in Pasay City. The initial golf tournament was meant to raise funds for the Club's various projects in Metro Manila, Bulacan, Bataan, and Pangasinan. Graced by rotarians and guests both from the government and private sectors, participants endured the heat of the sun for this noble objective, which is also in continuing commemoration of the club's 12th Founding Anniversary.

T

he PTC – FCSD seminar in Davao City on April 18, 2009 was a great success. About 70 participants (including children) participated in the program entitled “The Best of Myself Seminar” under our Program 101.

It has invited Mr. William A. Lotero, Head of Values Education Unit of Philippine Science High School-Southern Mindanao campus as its resource speaker. Lotero was able to impart some valuable techniques on how to improve one’s personality in the areas of Effective Communication, Managing Emotions, and Coping with Stress.

Ms. Malou E. Babas from NuSkin gave a short talk on How to Look Your Best in carrying one’s self, and how to manage skin care. Two allottees who have consis-

tently attended Davao activities, Mrs. Tacon and Mrs. Ruyeras, were chosen to have free facial and galvanic spa treatments.

ACM representatives, Badeth and Prency, talked about the PTC housing projects. Allottees expressed interests over PTC community and PTC branch in Davao.

On the communication aspect, Jake Robillo from SMART also shared the partnerships between PTC and SMART Communication as well as business opportunity for the wives.

All in all, the FCSD discussed the fol-

Proceeds of the golf fest will support the club's various service projects such as medical, optical, dental, and legal mission for the inmates of the Makati City Jail; the livelihood, feeding, and medical programs for the Aetas in Barangay Bayan-bayanan in Dinalupihan, Bataan; the tree-planting projects in Batangas, Cavite, Rizal, and the planting of high-breed Bamboo trees along Taguig and Pateros river banks for its Save Laguna Lake Project; and educational programs, among others.

RCMB president Mr. Ric Loyola, who was celebrating his birthday that time, thanked the companies which supported their maiden golf tournament. The Philippine Charity Sweepstakes Office, the Philippine Amusement and Games

Corporation, the Social Security System, Eastern Communication, and Canon have extended support for the RCMB projects. Other sponsors include ComAsia, VGRCI, Sekur Manning, Inc., Vestland Maritime Corporation, Intermodal Shipping Inc., FarEast Maritime Foundation, Inc., EcoForm, XCT Corporation, Unisys Philippines, Inc., Italiannis restaurant, Papa Securities Corporation, and Green Media Concepts.

RCMB president-elect Jerry Dacayo, a trial lawyer, assured all sponsors and playing rotarians and guests that neither a single centavo will go to their pockets and that it will be spent wisely for all club projects. According to Dacayo, the golf tournament will now become an annual fund raising affair for the club.

RCMB president Ric Loyola (4th from left) and VP Jerry Dacayo (extreme right) with the achievers of the first golf-for-a-cause tournament of the club.

lowing topics: Allotments/FCSD services, Improving Family Communication, What Kind of Partner/Parent Am I? (personality test), How to Look Your Best and Housing project in Davao/PTC branch in Davao.

The feedbacks gathered were as follows: “there should be follow-p seminar next year;” “Job well done;” “it helps me enhance my family values and know the agency of PTC;” “continue giving this kind

of seminar to all the seaman and wives so they know more what’s good and best for us;” and “topic was timely for the participants and very interesting.”

At the conclusion of the seminar, the group decided to have their own set of officers because they want to have more activities of this kind more often. The wife of GP/AB Julius Fuego, TOS (Roselyn) is happens to be the first president.

PCG celebrates 25th National Convention The Philippine Coast Guard Auxiliary recently conducted its 25th National Convention on May 21-23, 2009 in Bacolod Pavilion, Bacolod City.

Among the maritime personalities who are active members of the PCGA includes Ms. Beth Salabas of the Visayan Maritime Academy. – Zenaida P. Magnial mate check

www.harborscope.com

April 2009–May 2009

13

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Faster movement of shipments assured

TNT Mobile Technology improves customer service

T

NT Express, the leader in global express freight services, recently installed “Mobile Worker” communication units in all its delivery vehicles, providing enhanced customer service to its clients.

Customers, especially those with timecritical packages, can receive updates on their shipments’ status in less than five minutes from the time the consignment is picked up by TNT. Clients are given better control of their shipping activity by receiving instantaneous notification on the status of their shipments, allowing them the chance to immediately alert a business partner in case of prompt arrival or delays.

“With the increasing demand for ontime, efficient delivery of shipments, the decision to bring the Mobile Worker to the Philippines is part of our incessant efforts to improve ways of doing business with TNT—fast, efficient and reliable—with shipping status available in real time,” says Cetin Yalcin, Country General Manager for TNT Philippines.

Used in more than 40 countries worldwide, including the Philippines—the Mobile Worker is one of TNT’s new investments in infrastructure and a testament to its desire to be continuously attuned to the needs of its customers for reliable service that is quick and convenient.

Mobile Worker In-cabs enable TNT ground service agents (GSAs) to receive new booking orders, as well as consignment pick-up and delivery information electronically and in real time. Pick-up notifications are sent to GSAs similar to a “text message”.

The device is capable of withstanding extreme weather conditions with its water-

heat-shock proof attributes. To ensure ease of use—the device is supported by wireless technology (GPRS) and is run by a Windows-based system.

Immediate delivery and pick-up notifications sent through the hand-held units have significantly increased productivity and load accuracy of ground service agents (GSAs), while reducing vehicle loading time. Information from new shipments are derived and stored by scanning the bar code which comes with the shipment’s consignment note. By using the Mobile Worker and doing away with the manual checklist, GSAs has reduced time taken to load vans by ten minutes, while delivery accuracy is at 99.5% percent.

Yalcin adds: “When you look at it, a van leaving the depot ten minutes earlier than scheduled seemed like a small feat. But imagine the entire fleet getting out of the warehouse ten minutes early, each shift, in every single day. That alone has a huge impact on our business efficiency, allowing us to deliver more parcels and documents, while maintaining our exceptional brand of customer service to our clients.”

Beefs up infrastructure to further support freight services TNT recently upgraded its 3,500 square metre Pasay depot, increasing operational warehouse space by 33 percent with changes to the floor layout, making the company better equipped to accommodate palletised shipments and capable of handling airline palettes as well. This follows an increase in

About TNT TNT provides businesses and consumers worldwide with an extensive range of services for their mail and express delivery needs.

Headquartered in the Netherlands, TNT offers efficient network infrastructures in Europe and Asia and is expanding operations worldwide to maximize its network performance. TNT serves more than 200 countries and employs more than 161,500 people.

Over 2007, TNT reported EUR11 billion in revenues and an operating income of EUR1,192 million. TNT is officially quoted on the Amsterdam Stock Exchange.

TNT recognises its social responsibility and has formed partnerships with the United Nations World

the company’s fleet size by 10 percent, adding several vans and two (2) six-wheelers, with a capacity to carry shipments weighing more than five tonnes, in 2008.

Cetin Yalcin, country general manager, TNT Philippines, said, “These are some of the changes that we’ve implemented to complement the continuous surge in demand for our freight services. Our team has also been undergoing various training and we are set to conquer bigger and heavier shipments while providing TNT’s brand of service excellence.”

Since the introduction of TNT’s Freight Services in 2008, demand for freight services continues to grow. In Southeast-Asia alone, the freight volume increased by 40 per cent in the same year and demand is still growing.

TNT Philippines expects double digit growth in freight services despite current economic conditions, with the bulk of shipments coming from the semicon,

Food Programme and the United Nations Environment Programme to fight hunger and pollution in the world.

Our efforts are being recognised; in 2008 TNT again reached the highest score of all companies included in the Dow Jones Sustainability Index and in the Carbon Disclosure Project in the carbon intensive sector. More information about TNT can be found on its website http://group.tnt.com.

About TNT Express Philippines TNT Express Worldwide (Philippines) Inc. started its operations in March 1982, with its first office in Makati City. Its seminal beginnings expanded with a move, in 1997, to its current office. It now occupies

electronics, industrial, garments, and print industries. Local products such as Philippine crafts and ornaments are also shipped for export via TNT’s freight services.

“TNT is optimistic in our role in providing alternative—and better—means of bringing local shipments to the world. It is our firm commitment to constantly innovate, not only in the services that we offer, but also on our equipment, our people and on our local operations as we bring the best of Philippine products to the world,” adds Cetin.

To further underline its freight capability, TNT launched a direct mail campaign for local freight traders. Emphasising on its expertise and capability in bringing shipments of any size and weight, anywhere— TNT credits this feat on the expertise of its 75,000-strong manpower, strengthened by its air and road networks, more than 2000 depots, 26,000 trucks, and 47 planes.

4,300 square meters at a prime cargo center adjacent to the Ninoy Aquino International Airport and has an available warehouse area of 600 square meters. TNT Philippines employs more than 300 employees and owns 83 vehicles, and has at least 115 flights per week. It has a satellite office located in the Central Business District (Makati City), Shaw Blvd in Ortigas, Laguna and Cebu. TNT Philippines is the first company in its industry to be recognized by the International Quality Centre - a UK based international recognition panel for the Investors in People (IiP) Standard. TNT is also ISO 9001:2000, ISO 14001:2004 and OHSAS 18001:1999 certified.

Philippine-flag vessels still immune to crisis

O

perators of international-going Philippine-flag vessels are still immune from the effects of the global credit crunch as credit windows continue to remain open to them to support their programs.

However, operators are having second thoughts to tap such credit windows due to the reduced markets brought about by the global financial crisis.

In an interview, Filipino Shipowners Association (FSA) president Roy Alampay explained that financing institutions can continue to accommodate their programs as it does not entail huge financial requirements.

Alampay, who is the general manager of Baliwag Navigation (BN), said their preference to acquire second-hand vessels instead of new buildings have somehow insulated them from the credit squeeze.

“As far as I know, any of our members have yet to experience any difficulty in financing,” he said.

14 April 2009–May 2009

“However, our number if very insignificant in the international credit market and we expect that such would not change even if the current crisis would drag further than anticipated,” the BN GM explained.

The credit crunch has been bugging vessel operators with bulkers likely the hardest hit brought about by the global financial crisis.

While most of the carriers share a ‘guarded optimism’ towards business this year, ship financing will be limited particularly in the next two years.

According to a document from a recent symposium on the global crisis, about 2,000 new bulkers will be delivered this year until 2010 but the thin credit line ofwww.harborscope.com

fered as well as the lethargic business increases the risk of such vessels forfeited in favor of the builders or creditors.

It added that it likewise increases the risk of crew abandonment due to the inability of the principal to pay its dues to its creditors.

As early as last year, bulk operators have started to brace for tough times canceling some 298 new buildings due to the financial crisis.

The operators have likewise laid-up 200 bulkers currently operating due to free-up some cash while waiting for business to pick up.

The question lies for the 2010 delivery is, if there would be enough financing by that time.

This year, FSA is anticipating enough business this year despite the onslaught of the global financial crisis since its member lines are only experiencing minimal effects of the crisis as most of their clients have yet to re-negotiate their charter hire agreements.

FSA said they are lucky enough that their clients continue to maintain their contracts with them up to this time and have not shown any signs of re-negotiating or canceling such.

FLEET STREET

buckyard Hanjin to use local ship components H

anjin Heavy Industries and Construction Corp. (HHICC), the country’s largest shipyard operator, will utilize locallymanufactured ship components instead of importing it from its main yard in Korea.

The move is also aimed to further cut cost both in its yards in Subic and in Mindanao amid the strong backlash of the global financial crisis.

In a statement, HHICC president Jong Shup Shim said its Subic yard will now start manufacturing ship components this year that will be used to assemble ships ordered in its Philippine operations.

“Hanjin Subic can make USD29-million worth of locally produced components for the first year and we are confident of increasing it to USD57-million next year,” he added. ”This will make the ships produced at the Hanjin shipyard in Subic entirely

and proudly Philippine-made,” Jong said.

Under the scheme, Hanjin has already started to source out the additional 24,000 workers for its Subic and Misamis Oriental plants.

This year, Hanjin Heavy Industries Corp.Philippines (HHIC-Phil) targets some USD1.2 billion worth of ship exports this year, more than double its USD521 million worth of exports in 2008.

At present, the shipyard is handling the construction of 34 vessels, 14 of them are scheduled for delivery this year.

Its dock no. 5, handles the construction of container carriers that are Panamax- and

Post Panamax-size vessels as well as Crude Oil Tankers (COT) that are Aframax and bulkers that are capesize. This drydock has a capacity of 220,000 dwt.

Its dock no. 6, on the other hand, works on container carriers which are super post

panamax and COT that is 300K very large crude carriers. This drydock has a capacity of 450,000 dwt.

Last year, Hanjin delivered more than 15 vessels and hopes to duplicate if not surpass it this year.

Tsuneishi needs 1000 welders, 2000 others T

he shipbuilding industry in the “Queen City of the South” remains vibrant as a company announced its need for 3,000 additional skilled workers to start building the world’s largest bulk carriers.

Tsuneishi Heavy Industries president Shinji Watahadi also downplayed insinuations that the shipbuilding industry in Cebu is going down the drain.

The supposed crisis in the shipbuilding industry surfaced when sister-shipbuilding firm, FBMA, announced it was layingoff half of its workforce due to a decline in the volume of global orders.

Watadami said Tsuneishi needs 1,000 welders and 2,000 for other positions.

Watadami expressed his gratitude for the provincial government’s support and posi-

tive outlook for shipbuilders amidst the problems and difficulties faced by FBMA Marine Inc. Watadami highlighted a recent headline in a Cebu newspaper mentioning the retrenchment of 73 workers from FBMA. The provincial government, on the other hand, had earlier distributed welding machines in each town for training welders to make sure that there will be no manpower shortage when companies like Tsuneishi needs workers.

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Capt. Jesus V. Cabrera, MAME SMTC President April 2009–May 2009

15

portside SBMA posts double-digit growth in investment T

he Subic Bay Metropolitan Authority (SBMA) posted a double-digit growth in investments in the first quarter of the year due to the strong influx of investors from the shipping and logistics sector.

It is also expecting the strong domestic base of its investments to help weather the current global financial crisis.

SBMA, however, continue to have a bleak outlook this year despite posting growth in the first three months of the year.

Latest data from the SBMA showed that the Freeport was able to sign a total of 30 projects worth Php1.5 billion in the first quarter of the year or 13.6% higher than the figure posted in the same period last year.

“The global business outlook this year may be bleak, SBMA is counting on the Freeport’s strong domestic base to further economic growth during the global financial crisis,” SBMA administrator Armand Arreza said in the document.

“The maritime industry here still has a lot to offer, as proved by Filipino-owned Tountzis Shipping Inc. that committed a Php975.3 million investment, the biggest among the investment projects approved in the first quarter this year,” the administrator stressed.

“A 13.6 percent growth despite this global crisis indicates that the Subic Bay Freeport has achieved an excellent level of economic resiliency,” Arreza added.

To date, the new projects brought to 966 the total number of registered in SBMA that is also expected to employ some 580 new workers.

Aside from Tountzis Shipping, which will engage in the buy-and-sell of shipping vessels and in other shipping services like logistics and warehousing, two other big investments are in maritime and logistics.

These are the 7,107 Islands Shipping Corp., which has made the Subic Bay Freeport as its home port committing Php201 million for its cruise ship operations; and Eastern Subic Fuel Depot Corp, which committed Php50.8 million for the establishment of gasoline stations and retail outlets for petroleum products.

Other new investor-firms sharing the top ten list are Subic Mobymix Concrete Industries Trading, Inc., which will invest

Php49.7 million for the production and supply of ready-mix concrete products, warehousing, import/export and trading of construction materials, equipment and machinery; R.A. Geigl Realty Construction Corp., Php41 million, for the development of housing facilities; and Westcoast Automotive Corp., Php39 million, for the sale and distribution of motor vehicles, spare parts, accessories and other related products, as well as repair, maintenance, and leasing of vehicles.

Also among the biggest projects are HYSYacht Phils. Ltd. Co., Php36.1 million, for the construction, development and operation of a marina restaurant, resort operation and yacht restoration facilities; Fuso Kasei Philippines Inc., Php30.1 million, for the manufacturing of plastic products; Hankook Networks Philippines Corporation, Php19.3 million; and Bongture Corporation, Php18.2 million, for real estate development, subleasing, management and marketing operations.

gazettes and transportation associations, allowing each of these channels to complement other services to their respective focus groups.

ARL’s e-Portal is a web application with strong security, authentication, and encrypted data exchange requiring internet connection and Microsoft Internet Explorer 6.0 or higher. On ARL’s site for shipping solutions, arl-shipping.com, interested transport providers can request an on-line presentation and sign-up for using platform. For additional information on the ARL e-Portal Platform, contact Evgeny Drokov or visit arl-shipping.com.

About PortCalls Manila, Philippines-based PortCalls is a twice-a-week newspaper featuring local and international news on the transpor-

tation industry as well as complete international shipping schedules. It is read by shippers and cargo service providers all over the country. PortCalls also organizes seminars and conferences for the transportation community. Other products are books and manuals such as the annual PortCalls Philippine Cargo Transport Directory. PortCalls and its other products are published by ProQuest Publishing, Inc. Its website is www.portcalls.com .

About arl-shipping.com arl-shipping.com Limited, based in Hong Kong, provides innovative and configurable e-Services to the global transport community. arl-shipping.com e-Services are marketed, developed, hosted and supported by ARL Consulting B.V.

PortCalls, ARL release online schedule inquiry portal PortCalls Philippines and arl-shipping.com Limited have released an online schedule inquiry facility embedded into the PortCalls web-site, portcalls.com, allowing the Philippine transport community to perform self-service schedule inquiries on international sailings to and from two key Philippine ports, Manila and Cebu.

MANILA, PHILIPPINES and HONG KONG, PRC, May 4 2009 – PortCalls and arl-shipping.com have announced the release of the arl-shipping.com powered schedule inquiry facility on PortCalls’ web-site, portcalls.com.

The free online schedule inquiry allows the transport community, including shippers and forwarders, to get an overview of suitable departures and arrivals in the context of the Philippine market. The portal will later be expanded to provide online and instant freight quotes and bookings from liner agents interested in providing the service to their customers. Additionally the scope of the transport providers will be increased to include NVOCCs, forwarders and consolidators offering domestic feeder service points connections, inland LCL warehouse delivery as well as door-to-door pick-up and delivery services, supplementing the port-port services of liner agents.

PortCalls publisher Liza Almonte said the new service complements information offered by the twice-a-week PortCalls newspaper and other online services on the PortCalls website. “We are proud to provide the first self-service offering of its kind in Philippines. The service will free shippers, consignees and staff in the transport industry from trivial business transactions like schedule inquiries, freight quote requests and bookings so they can better invest their time adding value to their customer’s supply chain services,” she adds. arl-shipping.com’s René Bendt says more e-Portals will be launched in the near future with shipping communities, shipping

DOJ rules PPA has exclusive jurisdiction over checking services providers in the ports

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he Department of Justice (DOJ) said the Philippine Ports Authority (PPA) is vested with the “power to make rules or regulations for the planning, development, construction, maintenance, control, supervision and management of any port or port district and the services to be provided therein” and that under section 6(a)(v) of the PPA’s charter, “the agency is tasked to provide services such as sorting, weighing, measuring or other wise handling of goods, whether on its own, by contract or otherwise, within the port districts and therefore, it has exclusive jurisdiction over the checking services providers in the ports”.

The issue was raised when the Philippine Institute of Petroleum, in its letter dated October 2, 2008 to the PPA conveyed its concern that the accreditation to be made 16 April 2009–May 2009

by the Bureau of Customs (BOC) appears to be in duplication of the issuance of the PPA of Permit to Operate (PTO) to cargo checking services providers under PPA Adminiswww.harborscope.com

trative Order (AO) No. 1-2006; and that the BOC accreditation requirements and collection of fees will result to additional costs to the importers and end-users.

DOJ further stated that the rule-making power of the Commissioner of the BOC is confined to prescribing rules for estimating the dutiable weight or quantity of articles imported in customary packing as basis for the levy and collection duties. The subject matter of Customs AO No. 06-2008, which is the accreditation

of cargo surveying companies engaged in the business of cargo surveying of all shipments bound for the Philippine carried on bulk or break-bulk vessels, does not relate to the provisions of the Tariff and Customs Code. The said administrative rules have no basis in the law which seeks to put into effect. In doing so, the BOC expanded its authority by requiring the accreditation of checking services providers. “Therefore, Customs AO No. 06-2008 is not valid”, DOJ declared. port side

portside

Philippine Ports Authority AGM for Finance And Administration Atty. Gloria Victoria-Banas is accompanied by GM Atty. Oscar M. Sevilla and AGM for Operations Leopoldo Bungubung during the ribbon cutting for the inauguration of the PPA Sports and Educational Center on May 20, 2009. The center will be a venue for trainings and seminars and to house PPA employees most especially those from the outports traveling to Manila.

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The A(H1N1) virus. Image accessed at http://www.acu.edu/academics/library/images/

PPA stays alert versus Influenza A virus

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he Philippine Ports Authority (PPA) has issued guidelines to all its port offices on the Influenza A (H1N1), a deadly virus more formerly known as swine flu, which started in Mexico and is now spreading in different countries around the world.

PPA Assistant General Manager for Operations, AGM Leopoldo Bungubung said that the instruction to govern health measures at all seaport entries will focus on arriving/departing passengers and crew from or to international travels to prevent, protect, control and mitigate the transmission or spread of said Influenza virus.

These guidelines which were based on the memorandum circular issued by the Bureau of Quarantine shall strictly enforce and implement the following: 1. To assist quarantine personnel in seaports in the heightened surveillance of international travellers arriving with Influenza-like Illness (ILI) and to re-

port any case; 2. Assist quarantine personnel in seaports in conducting health promotion and education activities in advising arriving passengers/crew on the importance of the Health Alert Notices (HAN) and if warranted, in the submission of a duly accomplished Health Declaration Checklist to quarantine officials; 3. Ensure that all arriving vessels at seaports of entry are to be boarded first by a quarantine medical officer. It must be emphasized that only after a Free Pratique is issued will other persons be allowed to embark or disembark. Harbor pilots and port workers shall only

board and work on vessels after ascertaining that a Free Pratique has already been granted; 4. Issuance of direct berthing privileges (Controlled Pratique) shall be on a caseto-case basis or suspended if warranted, depending on the pandemic alert phase of the virus outbreak. If direct berthing is allowed, the quarantine medical officer shall clear the vessel first before boarding by other persons; 5. Vessel master shall report in advance any case of influenza-like illness, oth-

er health emergencies and deaths on board the vessel. The required health declaration documents shall also be properly accomplished and submitted to the quarantine medical officer; 6. Assist in implementing previously designed and agreed upon quarantine health protocols in handling suspected cases of swine influenza or other infectious diseases.

In the wake of the Influenza A outbreak, these screening measures were also being adopted in all airports.

OTS orders ISPS Code compliance in all Philippine Ports

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he Office of Transportation Security (OTS) wants all ports in the country to be compliant with international security standards to prevent the country from being blacklisted in the maritime world.

Isidro P. Banaria, assistant administrator for OTS Maritime Transportation Security, in an interview, said that they are moving to certify all ports in the country to become compliant with the standards set by the International Ship and Port Facility Security (ISPS) Code.

ISPS is the minimum security arrangement for ships, port, and government agencies. It prescribes the responsibilities to governments, shipping companies, shipboard personnel, and port facility personnel to detect security threats and take preventative measures against security incidents affecting ships or port facilities used in international trade.

Banaria, however, declined to mention those ports that are not compliant with these standards as it may stir the international maritime community and isolate Philippine ports. port side

“We have not yet implementing full port state control here but safe to say many of our domestic ports are not yet compliant (with ISPS),” he said.

OTS’s activities at the moment is limited to giving ISPS certificates to various ports, which includes the bigger container terminals at the Port of Manila and those ports facilities by International Container Terminal Services Inc. There are about 270 ports in the country, more than half of which are being operated or owned by the Philippine Ports Authority.

OTS, a five-year old agency, also still has to flex its muscle on control and compliance measures on ships and port terminal as a result of lack of personnel to carry out the task and also funds from the national government.

Banaria said that OTS plans to establish a network of communications between des-

ignated maritime authority and ships in a move for the agency to implement its control and compliance measures for ships.

He admitted that the lack of budget and personnel has hampered them to carry out their task of making sure that all ports facilities have the proper security measures.

“OTS will establish an office capable to undertake the required communication networking,” he said.

OTS was formed by Malacanang in January 2004. A month later, SuperFerry 14 www.harborscope.com

was bombed, which prompted President Arroyo to include maritime security in one of the functions of the agency.

The crafting of the implementing rules of Transportation Security Regulation - a ruling that may involve OTS personnel boarding on international vessels that will dock on any Philippine ports is underway at the moment. It proposes deputizing such functions to other agencies such as the Philippine Coast Guard.

April 2009–May 2009

17

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El Kapitan: Scotsman with a Filipino heart I

commenced my sea career with Cayzer Irvine, of 3 St. Mary Axe, London, in January 1967. After serving one year together with 10 deck cadets, we were distributed in 1968 to various trades and groups within the Cayzer Irvine fleet and I remained in the cargo and bulk carrier division. It was an amazing experience to visit the Mediterranean for the very first time and observe a much slower pace of life which resulted in vessels remaining in ports for up to six weeks at a time. Barcelona, Valencia, Livorno and Genoa were ports which became synonymous with good food and visiting great resorts like Porto Fino and Pisa. Barcelona was an unbelievable treasure of great buildings and of course a magnificent football stadium, The Neucamp, which all seafarers wished to visit during a home match. Spain was still under the dictatorship of General Franco at this time. Life appeared to be moving at a leisurely pace during the sixties but everything was about to take a dramatic leap forward with the introduction of 24 hour shifts in the early seventies and the magical period of relaxed, shore leaves was about to disappear overnight. Live took on a serious note when I graduated in my first professional qualification in 1971, and I was promoted to third officer.

I remained with Cayzer Irvine for nearly 7 years, but when their commitment to the shipping industry waned, by selling a large number of vessels, I swiftly transferred my allegiance in November 1973, to OSG for the next 35 years and I have no regrets. I was with MOC/OSG for the greatest part of my seafaring career and it was great challenge throughout with many drydocks in Ulsan, Korea and three newbuildings from the H.H.I. yard in the same location.

I served on many capesize bulk carriers and enjoyed the bulk trade of coal, iron ore and grain for 29 years. In November 1997 a corporate decision to sell all the bulk carriers and to enlarge the crude tanker fleet, was implemented. All the British officers were re-educated and inducted in to an intensive training program to accommodate the dramatic change of trade. I personally found the transition very challenging and demanding, but immensely rewarding after my first voyage on a VLCC. My original reason for commencing a seafaring career, of visiting foreign lands and observing the different customs, cultures and tasting exotic food, gradually declined over my seafaring career because the time in port became minimal and the maritime industry gained momentum with minimal time in port. It was indicative of the VLCC trading patterns that I never ventured ashore in the last five years of my seafaring life (1998-2003) but remained committed to a life that I had grown to really appreciate and enjoy. The worst incident that I ever encountered as master of a vessel happened in 2002 and involved a first trip of 16 year old engine cadet who was experiencing stomach pains. I was very apprehensive about my initial diagnosis because the indications were an appendicitis. Twelve hours later the appendix ruptured and I had an extremely sick boy to try and keep alive. After two days of administering medicine and many prayers, he was evacuated in a critical condition, to Mahe in the Seychelle islands and

after a seven hour operation, he made a miraculous full recovery.

In 2001, I was requested by my boss, Captain Ray Nelson, to consider the appointment of OSG Representative in Manila when the opportunity would arise. I confirmed my acceptance immediately but my arrival in Manila was delayed with the incumbent representative completing his tour of duty. Captain Renzo Battagliarin, who recently died, completed his 12 years of being stationed in Manila in 2003 and after an extended familiarization period, I eventually assumed the position of OSG Representative in May 2003. I had never visited the Philippines prior to my appointment, so it was a great cultural shock in many aspects because of my new way of life, in a tropical climate with monsoon seasons.

I have often said that I remained with OSG for 35 years because I felt that I 'belonged' and strangely enough it is exactly the same feeling that I have living in the Philippines - 'I belong'. Life can be extremely harsh and cruel in the Philippines but the resilience, resourcefulness and humor are tremendous assets which keep all Filipino's smiling under duress and is a testament to their strong faith.

During my six years in Manila I have seen monumental changes in the management structure and circumstances of OSG. From working with ten staff within the C.F. Sharp building at Intramuros, then the transfer in 2005, to Michaelmar in Ermita Center building within Ermita, Manila to the final move to 'a jewel in the crown' of our own OSG building in Makati. 'OSG House' was the inspiration and vision of Captain Eduard Tkalcic who superseded Ray Nelson as International Head of Crewing in February 2007. Eduard gets fed up with my repeated comments to visitors about the growth and metamorphosis of OSG in Manila but I am extremely proud of his achievements and of being a member of his management team.

The team can only grow and prosper under

his leadership and many Filipino's are very thankful the commitment displayed by OSG, in such a concrete and positive way.

OSG has displayed a truly compassionate and humanitarian side, on many occasions and in particular, I was privileged to assist families with support to aid their recovery in 2006 (Typhoon Durian) and 2008 (Typhoon Frank) There has also been my involvement over the past two years in a worldwide OSG annual environmental, Inter Coastal Cleanup event which brought together so many organizations and families. We selected a particularly high density area, along the Manila beachfront which was badly polluted with garbage and which ultimately resulted in collecting 12 tons in 2007 and 24 tons in 2008. We have also visited hospitals during the Christmas period and this was a very emotional experience for all who attended the event with young cancer victims. My involvement with the seafarers and their families has been a tremendous experience because I have been invited to weddings, christenings and I been invited to many of their homes which has always been a great delight. Conversely I have also attended some very sad and heart breaking moments and situations, whereby our seafarers have tragically died in the service of OSG and I have been requested to support and comfort the families in there time of need.

I will always have fond and treasured memories of the seafarers and people that I have met during the course of my seafaring life with many happy and amusing characters to reflect upon. There are friends and colleagues who still remain at sea in the service of OSG and I have the greatest

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Very best regards, Ken

Captain Kenneth A. MacLeod Fleet Coordinator, OSG-NNA, Ship Management Services Inc., Mobile No. : +63 917 827 3987 • Direct Line : + 632 324 8720 E-mail : kmacleod@osg.com

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Officers and staff of Harborscope shall not be responsible for any loss or damage resulting from the advertisement. Errors in an advertisement must be informed within five working days from receipt of a copy of an issue. All accounts are due immediately after publication and payable upon presentation of bill. Other terms and conditions, if any, must be attached to this contract.

respect and admiration for their devotion to duty. Their are also dear friends in the Manila, Newcastle, Tampa, New York and Athen's offices, many of who I have sailed with years ago and new friends, who I will miss very much. I have been a great pleasure to watch the development of OSG as a company under the stewardship of Morten Arntzen and also to observe the advancement in the careers of many British and Filipino seafarers. During my period of selection and responsibility of the Filipino cadets, it was one of the greatest pleasures and satisfactions to watch them progress in their careers and it is reassuring to know that OSG will never compromise on quality. OSG has supported the PMMA academy in particular with many projects and educational programs of which I am very proud to have partaken and enhanced the lives of Filipino's. I have also witnessed many seafarers striving in their careers in the pursuit of knowledge and excellence.

OSG has produced many excellent seafarers and will continue to do so.

Finally, I consider myself to have been very fortunate and blessed to have worked for OSG in both my sea and shoreside capacities, because I will be forever indebted to friends, relatives and colleagues who supported, encouraged and assisted me in the pursuit of my career. I sincerely thank you and say goodbye to you all.

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DATE 18 April 2009–May 2009

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EDITorial

Zen

THANK YOU!

Zenaida P. Magnial would like to thank the following for sponsoring her trip to Singapore: Capt. Diego G. Sagisi, president and general manager of Marsun Shipping Corp., Dr. Jeriberto De Guzman of Physician Diagnostic Services Center, Inc. and Capt. Ronnie Vinluan.

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editorial

Who is better – Indian or Filipino officer?

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n the previous edition of Harborscope, Chief Engineer Chito F. Majabague, a director of the Philippine Merchant Marine Academy Alumni Association Inc. and senior manager at the Asea Brown Boveri (ABB), was quoted as saying that most principals he met could not help but compare Filipino officers from Indian officers.

According to Majabague, the “shipowners would choose Filipino officers when it comes to skills. When it comes to paper works, they choose Indian officers.”

Capt. Krishna Kumar Mundath of Anglo-Eastern Ship Management Ltd based in Hong Kong confirmed Majabague’s statement.

Mundath revealed that some Indian officers tend to make job look difficult and they would do it to get more recognition.

He divulged that “when it comes to regulation and knowledge, most Indian officers are quite alright to that.

When it comes to hands-on, most junior officers (deck and engine) don’t want to have hands-on skills. As early as 3rd mate ranks, they want to do white collar jobs.”

To support his statement, he cited a situation wherein an Indian 3rd mate was asked to paint a lifeboat. “He won’t do it. He will ask the lower rank employee to do it and then supervises it. Today’s time, some of them have this problem. It is a question of how you get the work done diplomatically.

You have to motivate the same guy to do the job,” the young captain said.

The master said it becomes a trend.

When he joined the industry 20 years back, he said very few would choose the profession. Today, there are lots of job to do ashore.

He divulged knowing an Indian officer, who after two contracts, went to London to get MBA degree. “Now, he is a part of the IMO. I know the level of his skills. Now he is drafting policy for shipping? What does he know about policy? I can understand if he is a captain or a chief engineer and then get an MBA,” he said with his head shaking.

When asked how he finds the Filipino officers, he said, “They do have out-of-the-box thinking. They don’t go by the book. They can think of different line and come up with a good

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solution. That makes them better.”

Will you agree? What do you think?

***

One good thing about watching the international news is that sometimes, you get good reports about Filipinos excelling in other countries in different fields. It makes me believe that indeed, Filipinos do shine, wherever they are in the world.

During the recently-concluded Seafarers 2009 Conference in Singapore, I happened to see a Filipino officer who presented in lieu of a personality from the Magsaysay Maritime Corporation. He is Capt. Alberto F. Dela Cruz, Jr. – a newly promoted master mariner.

His name doesn’t ring a bell to me until he started talking about his experiences, his company, and what he thinks the Filipino seafarers need and want from their employers. He became an instant personality during that moment because together with Capt. Mundath, they were lauded for their excellent presentations.

Capt. Mundath’s comment about Filipino officers has also contributed to good (‘pogi’ – handsome) points for Filipino merchant mariners. How I wish every single Filipino officer will be as smart and as intellectual as Capt. Dela Cruz and Capt. Mundath.

However, after meeting Capt. Rupnarayan Sarkar of Vanguard Ship Management (S) Pte Ltd, I was saddened by their reports (see article on page 4) about the Filipino senior officers that they have interviewed. Even his Filipino port captain, Capt. Ruz Florida, was also dismayed by the sad report.

Now I wonder. How will the world admire Filipino officers in general when a few of them doesn’t actually care to know or update themselves with the existing international laws and regulations and its changes? Is

this really happening or is it just an exception to those who really prove their worth?

I guess it is high time to call on ALL the Filipino merchant marine officers, cadets, and maritime students to be their best and to do their very best all the time. I guess the seafaring profession is for the best, welldisciplined, and intellectually-good people. Being average is a handicap.

They must do better and exert more efforts to become intellectually and physically fit to become ship officers.

Why am I saying this? First is maritime safety! The practical and intellectual approaches to safety of life, property, and cargo at sea cannot be set aside. No question that it is the first and foremost thing the international shipping is concern of.

Next there is communication which is also vital to successful navigation.

There is piracy; there is maritime pollution; the international rules and regulations; the continuous training, among others.

This is obviously the reason why different manning agencies, including the International Maritime Employers Committee (IMEC), among others, are capitalizing on the best, cream-of-the-crop students to become their scholars. After four years, they are assured of 100% competent crew onboard.

***

We are glad to introduce to you our new columnist for Health section. She is Dr. Mary Jennifer D. Mendoza.

Dr. Mendoza is a consultant at the Physician’s Diagnostic Services Center. She is a graduate of the Far Eastern University- Dr. Nicanor Reyes Medical Center and an internistCardiologist from the Philippine Heart Center.

We deemed it necessary to open a health section for the medical information of our readers, our seafarers and the shipping executives.

HARBORSCOPE, Inc. Publisher

Jun G. Garcia Managing Editor

Wilton M. Venus President

Ronald B. Escanlar Creative Director | Webmaster

Zenaida P. Magnial Executive Director

HESELLE B. GARCHITORENA Editorial Assistant

If there is any health topic or any question concerning your health status, please feel free to send her an email at harborscope@yahoo.com and we assure you that she will be very glad to reply. So write on!

The recent Seafarers 2009 Conference organized by IBC-Asia (S) Pte Ltd saw a significant drop in attendance. Conference Manager Elsie Chen admitted that they are actually expecting some 50 participants only due to the economic crisis that most companies are experiencing.

Most companies really need to make a budget cut and most people would rather refrain from traveling. The A(H1N1) virus scare has probably influenced the decision to set aside travel plans too.

Though the second Seafarers Conference saw significant drop as compared last year, the 2009 convention is far better than the first. It has tackled the present concern of the industry and most speakers have presented significant solutions and practical approaches fundamental to the needs of the stakeholders of global shipping.

The Seafarers 2009 Conference has indeed opened an avenue for intellectual exchange among stakeholders.

Delegates and participants have experienced critical analysis and wholesome responses to every presentation and open forums. The conference has also paved the way for marketing opportunities, not to mention the effectiveness and cooperative nature of the organizers.

Good job Ms. Tham Rouyi, Elsie Chen, and Ryan Kumar! Keep it up.

Cheers!

Joyce Faye M. Padolina Finance Officer JEROME P. MAGNIAL PAUL RICHARD A. EVITE GREGORIO E. FERRER, jr.

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MR. Jun G. Garcia Founder and Managing Editor Harborscope

Harborscope is a bi-monthly publication of Harborscope, Inc. with editorial and business offices at Room 502 FEMII Building, Andres Soriano Street, Intramuros, Manila. Please address all correspondence to harborscope@ yahoo.com. Our telephone numbers are (+632) 484–8685 and (+632) 400–4767.

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April 2009–May 2009

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MAAP hosts symposium for ‘Extensionists’ T

he Maritime Academy of Asia and the Pacific (MAAP) in coordination with The Philippine Association of Extension Program Implementers, (PAEPI) Inc., and the National Federation of Center for Human Rights Education (NFCHRE), has organized and hosted a national consultative forum cum seminar-workshop on extension program enhancement and resource generation with a theme “Towards Relevant and Responsive Implementation of Extension Service Programs to Empower Communities for Sustainable Development” in its premises at the Kamaya Point in Mariveles, Bataan on May 21 to 23, 2009.

The goal of PAEPI is to empower people for sustainable development. Its mission is to bring extension to the level of discipline and as a profession. It aims to elevate extension service to a level of discipline vital to effective individual and social transformation and to build and upgrade the capabilities and professionalism of extension program implementers.

Among the programs and projects of PAEPI include capability building in extension, research, consultancy, special projects, publications, institutional linkages. Its approaches and strategies include policy advocacy, trainings, membership expansion, appropriate technology promotion, transfer and utilization, twinning and linkaging, resource generation, participatory planning and consultations, values orientation, media advocacy, and social mobilization, among others.

According to MAAP president, Vice Admiral Eduardo Ma R. Santos, having an extension service in the academy is like “helping the community around them.” It is similar to what is commonly known as Corporate Social Responsibility or CSR. “What they are doing is relative to CSR. It is a fad or trend. In MAAP, it is a way of life,” he said. “We help the community build a church. The people in the slum area are being taught English and computer literacy. We have a feeding program near the elementary school,” the president revealed.

“We also help in the construction of artificial reef to help the fishermen refrain from dynamite fishing. It is always good to have partners. We are glad that Dr. (Angelica) Baylon is really helping others. We expect her to see how she can raise the level on how the school can help in extension program,” concluded the vice admiral.

According to PAEPI president and director for Research and Extension Services of MAAP, Dr. Angelica M. Baylon, they serve as “think tank expected to come up with policies, priorities, national extension agenda, nationwide conferences and seminars, tours, etc. and the game plan for implementation, monitoring, and evaluation.”

“We have come up with a national action plan with common interest and concerns in line with our institutional mission and vision,” she said. “Part of the national action plan is the 2nd Biennial Convention to be held in Aklan State University on October.”

Price tag Dr. Felizardo Y. Francisco, Director IV for Office of Programs and Standards of 20 April 2009–May 2009

By Jun G. Garcia

the Commission on Higher Education Regional Office III, lauded the new set of officers of PAEPI and NFCHRE, who took their oaths before him.

In his speech, he commended the PAEPI for its growing membership and hope that it can “achieve a great symphony like an orchestra.”

“I am a witness to the growth of this association from the time it was established and nurtured to become what it is now in Region III,” he said proudly.

According to the CHEDRO director, the objective of the national forum is to come up with an action plan of relevant and responsive extension services with the thrusts of CHED, the Commission on Human Rights, the Philippine Association of Maritime Institutions, among others with implications on education for sustainable development and the Philippine Millenium Development Goals or MDG. “Extension is one of the trifocal functions in education. It is imperative that the action plan you will formulate and implement must achieve one important milestone and that is the higher education institutions (public or private) is valued by its local community as a provider of extension programs and services that are responsive to the needs of the community for people empowerment and self-reliance,” said Dir. Francisco.

“To achieve this noble objective is to cite how (Thomas) Edison discovered the proper materials for filament in the light bulb. Edison performed nearly 1,000 experiments. He would not quit. He was committed my dear extensionists. Commitment is the key that unlocks the door to success. Without the key, the door will never open,” he further said.

He stressed that the “level of determination to accomplish work is measured by what it takes to make one quit. He noted that any reservation in mind concerning the objectives of plan will become road blocks to successful implementation.”

“Every great endeavor has a price tag. The greater the job, the higher the price; the price tag is known as commitment,” concluded Dir. Francisco.

End Poverty by 2015 Ms. Dulce Marie P. Saret, National MDG Campaign and Advocacy Specialist of the United Nation Millenium Resident Coordinators Office, explained that the MDG is to “end poverty by 2015.”

According to her, all 189 UN – member states have pledged to uphold eight (8) millennium goals. First and foremost is to

PAEPI officers with CHEDRO Director and MAAP President.

Ms. Dulce Marie Saret from UN MDG.

Dr. Angelica M. Baylon of MAAP

The executive officers of MAAP

CHEDRO Director Felizardo and MAAP’s VAdm Santos.

eradicate extreme poverty and hunger by 2015. It aims to reduce by half the proportion of people living on less than a dollar a day. It aims to reduce by half the proportion of people who suffer from hunger.

Second is to achieve universal primary education. It aims to ensure that all boys and girls complete a full course of primary schooling. Next is to promote gender equality and empower women. This is to eliminate gender disparity in primary and secondary education preferably by 2005 and at all levels by 2015.

Fourth is to reduce child mortality by two thirds the mortality rate among children under five. Next is to improve maternal health by reducing to three quarters the maternal mortality ration and to have universal access to reproductive health.

The sixth MDG is to combat HIV/AIDS, malaria and other diseases. It aims to put a stop and begin to reverse the spread of the dreaded disease and likewise, to halt and begin to reverse the incidence of malaria and other major diseases.

The next one is to ensure environmental sustainability. This is integrating the principles of sustainable development into country policies and programs and to reverse loss of environmental resources. It also aims to reduce by half the proportion of people without sustainable access to safe drinking water; and to achieve significant improvement in the lives of at least 100 million slum-dwellers by 2020.

The community will be the catalyst of change.

Dr. Nichol R. Elman, Silliman University

Lastly, develop a global partnership for development. This is gunned at developing further an open trading and financial system that is rule-based, predictable, and non discriminatory. It includes a commitment to good governance, development and poverty reduction – nationally and internationally.

It also aims to address the special needs of the least developed countries and of the landlocked and small island developing states. It aims to help deal comprehensively the debt problems of developing countries.

It also aims to develop decent and productive work for the youth, provide access to affordable essential drugs, and to make available the benefits of new technologies. www. harborscope.com