US$8 €12 ¥200
VOLUME X NO. 2 ISSN 1908-0972
PHP120
APRIL- JUNE 2015
MARINO WORLD
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EDITORIAL BOARD Publisher
Editorial Consultant
Creative Director
Lyn Bacani
B. Cortes Lagac
Jhon Henson Ong
Content Critique
Legal Counsel
Commo. Dante Jimenez
Atty. Manuel Obedoza
News and Feature Writers Eva Tan
Coca H. Strobar
Ligaya Caban
Contributors Ms. Merle San Pedro Atty. Cristina Beltran
RAdm. Adonis Donato Capt. Rodolfo Aspillaga
International Correspondents F R Chowdhury
Mark Millar
Photographer
Account Executive
Circulation Assistant
Royette De Paz
Karen Mainar
Joana Marie Tud
EDITORIAL OFFICE 1732 Modesto St., Malate, Manila, Philippines marinoworldpublication@gmail.com
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Mobile
(632) 521-3633
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Published by Bacani & Associates Media Services Co. (BASMS) www.marinoworld.com.ph
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MARINO WORLD
THE MARINA WHITELIST
A POLICY LIMBO ROCKS by Ligaya Caban
During PAMI 40th Convention,
The Maritime Industry Authority published February 23, 2015, the Status of Maritime Higher Education Institutions (MHEIs) for SY 2015-2016, posted a day later on MARINA website and printed on a Manila broadsheet. Of 91 maritime schools, only 25 are
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! " ! a few are still being reviewed, some on appeal. Now agitations pour, mostly from students and parents: What now for schools excluded, for students therein? If any, what are the rules of reviews, ## ! ! $ % excluded still accepting enrolees? Ship agency scholars in excluded schools? And that’s only the tip of the confusion. The policy limbo rocks the victimized students, agitates the poor parents, questions the future of a career.
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The anointed ones. For SY 2015-2016, schools under '/ +4 ( Transportation and (Engine) BS MarineEngineering: 1.
MARINA offers not much explanation; !! # & ! categories of closure or phased out. Instead, the categories are as follows:
2.
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MHEIs with a recognized merchant marine deck and engine # ' ( Transportation and BS Marine
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MARINO WORLD
Engineering) MHEIs eligible to offer the ratings (deck and engine) programs that have expressed their interest to offer the Enhanced Support Level Program (ESLP-Deck, ESLPEngine) MHEIs eligible to offer the ratings (deck and engine) programs that have NOT yet expressed their interest to offer the Enhanced Support Level Program (ESLPDeck and Engine) MHEIs with a merchant marine ' + # undergoing further review).
3.
5.
Philippine Merchant Marine Academy, San Narciso, Zambales Maritime Academy of Asia and the 7 8 & ! 8 Baliwag Maritime Academy, San Rafael, Bulacan Lyceum of the Philippines University, Batangas City NYK-TDG Maritime Academy, Canlubang, Laguna
6. 7. 8.
9. 10. 11. 12. 13. 14. 15. 16.
17.
18. 19. 20. 21.
Malayan Colleges Laguna, Cabuyao, Laguna Mariners Polytechnic College Foundation, Legaspi City Mariners Polytechnic College Foundation, Canaman, Camarines Sur John B. Lacson Foundation Maritime University, Iloilo City John B. Lacson College Foundation, Bacolod City VMA Global College, Bacolod City St. Therese- MTC Colleges, Iloilo City University of Cebu, Cebu City University of the Visayas, Cebu City Palompon Institute of Technology, Palompon, Leyte Zamboanga State College of Marine Sciences and Technology, Zamboanga City Capitol University (dating Cagayan Capitol College), Cagayan de Oro City DMMA College of Southern Philippines, Davao City FEATI University, Manila Asian Institute of Maritime Studies, Pasay City Technological Institute of the Philippines, Manila
Cover Story
The BSMarE of the Technological Institute of the Philippines Quezon City, ! 8 @ BSMT. Two schools with recognized BSMT program failed to get recognition of their BSMarE program: 1. PMI Colleges, Tagbilaran, Bohol (In X ! ! (engine) program but have not yet expressed interest to offer the Enhanced Support Level Program (ESLP) Engine) 2. St. Therese – MTC Colleges, Tigbauan, Iloilo City (In the category “... eligible to offer the ratings (engine) program that have expressed their interest to offer the Enhanced Support Level Program (ESLP) Engine) The Manuel S. Enverga University Foundation, Lucena City, while BSMarE is recognized, BSMT is in the category X ! ! '/ +4 program have not yet expressed interest to offer the ESLP-Deck. Pending. Both BSMT and BSMarE undergoing further review: % %
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Pangasinan Merchant Marine Academy, Dagupan City Northern Philippine College for Maritime Science and Technology, La Union Northwestern University, Laoag City Lyceum Northwestern University, Dagupan City Central Luzon College of Technology, Olongapo City University of Perpetual Help System of Binan, Laguna Bicol Merchant Marine College, Sorsogon City Southwestern University, Cebu City Agro Industrial Foundation College of the Philippines, Davao City West Bay Colleges, Muntinlupa City
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Philippine Merchant Marine School, Las Pinas Our Lady of Fatima University, Valenzuela City Philsin College Foundation, Sta. Mesa, Manila NAMEI Polytechnic Institute, Mandaluyong City University of Cebu in Lapu-Lapu and Mandaue
BSMT undergoing further review: %
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% % % % % % % % % %
7 7 [ & Philippines (formerly: Pangasinan College of Science and Technology), Urdaneta, Pangasinan Phil. Coll. of Science & Technology, Calasiao, Pangasinan Central Luzon College of Technology, San Fernando, Pampanga Educational Systems Technological Institute, Boac, Marinduque University of Northeastern Philippines, Iriga City Misamis University, Ozamiz City Misamis Institute of Technology, Ozamiz City Lyceum of Iligan, Iligan City Holy Cross College, Davao City MATS College of Technology, Davao City Philippine Merchant Marine School – Sta. Cruz St. Joseph Institute of Technology, Butuan City Surigao Education Center, Surigao City
BSMarE undergoing further review: %
Dr. Yanga’s College, Bocaue, Bulacan
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University of Saint Anthony, Iriga City
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University of Iloilo, Iloilo City
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Western Institute of Technology,
La Paz, Iloilo City %
Western Visayas College of Science and Technology, La Paz, Iloilo City
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Cristal E- College, Panglao, Bohol
] + ! ! ^ ! Philippines report last February to the European Union’s EMSA (European Maritime Safety Administration). This is part of the Philippine effort to convince EU not to withdraw recognition # Philippines. Marino World has been told 20 schools under review already were granted recognition. But both MARINA and CHEd are mum despite the approaching opening of schools. The silence is understandable because of threats of being sued by schools unrecognized or derecognized. Criteria. Marino World has secured a copy of a Show Cause Order (SCO) issued by CHEd on September 19, 2014 to a school now categorized undergoing further review. The core of the SCO, as well as the positive listing, are: 1) With less than 30% of students taking the licensure examinations in the last three years as proxy indicator for shipboard training and 2) Non-compliant curriculum. In her July 15, 2014 memo, CHEd Chairperson Patricia Licuanan ` 8 ' 4 national interest, ensure the survival of the Philippine maritime industry, preserve the primacy of the country in the provision of competent seafarers and establish a niche in the quality !
Habitual delays. MARINA promised to publish by January the Final White List of MHEIs. MARINO WORLD
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It was done at the tail-end of February, observers believe to rush submission to EMSA and not for students because some schools have already opened entrance examinations since last year. & ^ ! ! ! list on March 31st, including decisions on the schools under review) and the deadline to submit intention to offer ESLP. As of Marino World press time of May j{ 8 ! ! Final List.
in accordance with the agreed procedures; %
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Legal basis.
Regulate MHEIs offering MRTPs, in coordination with MARINA;
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Ensure that its Quality Standards System is aligned and consistent with the NQSS of MARINA and shall subject itself to periodic audits conducted by the Administration;
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Maintain an updated list of MHEIs per school year, including the METPs (Maritime Education and Training Programs) being offered per MHEI, indicating which are compliant with CHED and STCW, and those that are determined to be non-compliant and shall notify the MARINA of such status MARINO WORLD
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In coordination with the CHED, monitoring and verifying compliance with the policies, standards, and guidelines of maritime education in the conduct of maritime education and training programs, through # ! (}~% ƒ
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Reviewing and harmonizing the procedures for periodic evaluation, assessment and monitoring of all MHEIs in accordance with the standards of the CHED and other recognized international organizations;
‚ Ensure active participation of the Administration in international events and forums, relevant to STCW and related agreements; ‚ Ensure that the substantive and procedural requirements for the Administration’s effective and !! 8 # ƒ ‚
Develop, formulate and recommend for implementation, strict quality assurance mechanisms and relevant typology for METPs, ATPs and concerned institutions;
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Maintain updated lists of compliant, non-compliant, suspended or phased-out METP and ATP, and publish such lists in appropriate media. (Yet, the List was published on a minor business paper with a small circulation.)
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Archive in the MARINA website non-compliant and/or prohibited
Continue all its other functions in supervising and monitoring the conduct of METPs in MHEIs.
On the other hand, in Section 6.1 the MARINA Administrator shall be responsible for the overall compliance with STCW requirements. As such, it is the Administrator’s duty to: ‚
Chairing the Technical Panel for Maritime Education (TPME) of CHED;
Provide the Administrator, thru (}~% 8 #
quarterly list showing the status of monitoring METPs of MHEIs, identifying which are: compliant, for decision; for monitoring; for phase-out (under appeal); and phased-out; and %
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Act upon the closure, phase-out, or suspension of the operations of substandard MHEIs, as per recommendation by the Administrator;
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Republic Act 10635, a.k.a. MARINA Single Maritime Administration, Section 6.8 provides CHEd shall: %
Provide the Administrator, thru the (}~% 8 ! ! € and their respective METPs, as compliant, non-compliant or phased-out;
and delivered in accordance with the written programs, methods and media of delivery, procedures, and course materials compliant with international standards as prescribed under the STCW Convention by:
Ensure that all METPs, including the curricula and training programs of all public and private MHEIs including state universities and colleges (SUCs), are structured
As students and parents are facing chaos, maritime stakeholders are shocked, as well. acts committed by MHEIs and MTIs; ‚
Provide the public with a clear understanding of the consequences of enrolling in a suspended or phase-out program;
Analyzing the pragmatics, one readily sees CHEd controls the process with MARINA practically just a publishing assistant.
On April 29th, MARINA STCW Advisory 2015-15 was issued for deck and engine cadets applying for shipboard training: X '}4 # ! ( Maritime Higher Education (MHEIs) in the MARINA website relates to MHEIs that are recognized to offer BSMT and (  ] coming school year 2015-2016. Students who will be enrolled for second year and upwards in the coming school 2015-2016 are in no way prejudiced by such publication and shall be recognized by MARINA, provided their schools continue to be recognized by the Commission on Higher Education. In the light of the foregoing, shipping companies are hereby enjoined not to discriminate cadets applying for shipboard training who have completed or are completing their academic requirements from maritime schools that are not included in the list of MHEIs !! ^ ( 7 mentioned above for school year 2015†‡{ˆ
But despite the Advisory, some
companies still stopped deploying cadets for shipboard training and hiring newly graduate applicants from schools not ! # & ! 8 !! ^ the instructions from their shipowners. The reaction is quite expected because businessmen avoid risks and destabilization. There are allegations that on publication of that List, even MARINA staff held up ~ ~ # (CoC) of cadet-graduates from schools not on the List. An obviously irritated manning executive is exasperated they are not consulted on what they want since they are the end-user of the product (the cadets they hire onboard). € + # ! X^ !! than good, I (cadet) can go now to human rights, you deprive me the ##
company (given that schools may be having problem locating shipboard training for their old students). Upset. As students and parents are facing chaos, maritime stakeholders are shocked, as well. A big manning agency discloses to Marino World their principal is alarmed because the school where he sponsors cadets is not included in the list. They even constructed a building for their cadets in that school, putting investment for its long-term vision. Another large manning agency already gave the school (undergoing further review) an ultimatum that if they will not be included in the next Whitelist, they will stop sponsorship therein. A top manning agency is in deeper trouble because seven out of ten of the schools where they sponsor cadets are not in the Feb. 23rd list.
Dilemma. Indeed, the cadets are in tight spot. ! ! ‰# comes enrolment in May if the appeals or reviews are not resolved by then, particularly in schools with high enrolees.
Some maritime stakeholders are lobbying MARINA to exempt the schools or cadets who are under the shipping company’s cadetship programs. But the recognitions granted by CHEd and MARINA are for the whole school and quite impractical to exempt a portion of facilities or a section of the students.
To confound the problem, students cannot just transfer schools because of the carrying capacity being implemented, limiting acceptance of new enrollees or transferees. If schools violate carrying capacity (like ratio of students to simulators), the schools may
Many shipowners, who provide ! # & ! # ##! Š 8 ‹ continuing with the sponsorships if this will not provide the leadership they hope for.
There are also schools which refuse transferees without a sponsoring
And this CHEd/MARINA policy limbo is to occur yearly, every opening of schools. MARINO WORLD
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Education
THE WHITELIST BLACKHOLE
RECOGNITION INFECTS MARITIME by Ligaya Caban
The escalating problems spawned by the Recognition or Whitelist policy appear not a conspiracy but because of the duality of CHEd and MARINA in mixing the broth --- with neither bothering whether palatable to local consumers (supposedly, schools and students). !!8 # ! the Philippine offer on bended knees to  ( & ] ~ ~ # (CoC) by the European Union (and read, lost maritime jobs by the thousands to us). The Philippine panel submitted to EMSA the Recognition proposal or reform on February 23rd, the same date it was published by MARINA to take effect locally on the very day. It did not allow, nor could, even partial previews since the publication is way overdue, having been promised time and again but always dishonored. Thus, the rush. And two birds in one stone. Brilliant. + ^  ( Š But the local bird gets stoned from policy ambivalence and knee-jerk implementations. For a starter, the Philippine Association of Maritime Institutions (PAMI) balks with a formal resolution short of a protest. PAMI is credible and should be listened to with 70 member schools out of some 90 maritime institutions here. Mainly, it raises objections on the opening and giving permits to new schools to offer maritime degree programs. This is another face of Recognition. Referring to the moratorium of CHEd
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& MARINA on the opening of new maritime schools, PAMI observes, X # 7 member-schools that in certain areas, some schools are seeking CHEd permits to offer Maritime Degree Programs in apparent exploitation of the present situation with the issuance by MARINA on 23 February 2015 of " (} ! ^ ] three (23) Maritime Higher Education Institutions (MHEIs) with a recognized MERCHANT MARINE (DECK) OFFICER and MERCHANT MARINE ' Œ   4 ~ 7 Œ (
PAMI pinpoints as an example the Iloilo Merchant Marine School (IMMS) in Barangay Cabugao Sur, Pavia, Iloilo, owned by Blue Peter Maritime of same place. It has reportedly started constructing facilities in anticipation of being issued permits to operate. This, in spite of several existing maritime schools having been excluded from the Magic List of CHEd/MARINA – recognized maritime schools to offer BS programs. PAMI asks CHEd to look into this serious allegation. It claims issuance of permits to new applicants would be highly detrimental to existing schools not included in the MARINA List but are making extra efforts to comply. The group expects CHEd/MARINA Moratorium to be sustained and no new applicant school will be given a permit to operate until the remaining schools have completed the requirements. It opines before new doors are opened, all opportunities should be exhausted for each and every affected maritime school to comply. PAMI stresses, “We believe this is the
basic tenet of due process that should be accorded to all affected schools in the interest of justice. The move to quash the schools in a sweeping manner is not only arbitrary; it is grossly unjust and should not be allowed to happen in a
Persistent news. Reports say the same IMMS will offer BS Marine Transportation, BS Marine Engineering and Enhanced Support Level Program (ESLP). That IMMS has secured hiring of its graduates, 100% job placements prearranged. Similarly poised are other new schools like Admiral Aznar Maritime Academy and the Cebu Maritime Academy. The situation eggs a top maritime school to lament that shipowners now call the shots, anyway. What they want happen; some even part-owners of the schools. A president of a manning agency thinks quality new school may be allowed, barring those substandard yet recognized Š Usually unimpeachable MARINA source says 20 or more additional schools to the WhiteList are processed and ready. But these cannot yet be released pending imprimatur of the Administrator who is out of the country by our presstime. Presumably, he is on the campaign trail for a bid as Secretary-General of the International Maritime Organization (IMO) which elections are scheduled by June in London. Without recognition. There are schools excluded in the MARINA 2014 and 2015 lists yet
% " %& ' (
( programs: 1. PMI Colleges, Escolta, Manila
that have expressed interest to offer the  ("7 / +  } example of a makeover using policy terminology.
2. PMI Colleges, Roosevelt, Quezon City
Foreign students.
3. PNTC Quezon City, Aurora Boulevard, Quezon City
There are famous schools with foreign students (like Nigerian scholars of their & 4 ^ (Deck) - BS in Marine Transportation nor BS in Marine Engineering:
(Only PNTC Colleges, DasmariĂąas, ~ & X ! ! the ratings (deck and engine) programs but have not expressed interest to offer the ESLP Deck and Engine.) 4. University of Makati, West Rembo, Makati City (There is a joint maritime scholarship by JC Binay Foundation and ( ! ƒ # ! ! and legal violations of private and public interest) 5. Southern Luzon College of Business, Maritime, Science and Technology, DasmariĂąas, Cavite
1. University of Perpetual Help System Dalta, Las Pinas City 2. PIMSAT Colleges, Dagupan City } ! #! here. The Nigerian Government may recognize the schools of their scholars as its sovereign right and political coverup. But can Nigeria compel issuance #! ! unrecognized by the host government? Legalities.
6. Dipolog Institute of Technology, Zamboanga del Norte West Negros University, Bacolod City, is in the CHEd List (March, 2013) with closure/phase-out order and out of the MARINA List (April, 2014). But it is now in the Category of “eligible to offer the ratings (deck and engine) programs
The Second List (February 23rd) of MARINA is based on Sec. 4 (c) (4) (vi) of RA 10635 mandating MARINA as the Single Maritime Administration for STCW Convention, as amended. The First List was issued April 14, 2014.
A Show Cause Order (SCO) of CHEd says, “This government permit and recognition, however, xxx shall be subject to revocation if the herein grantee fails to operate in accordance with the laws of the Republic of the Philippines and/or fails to comply fully with STCW ’78 requirements, as amended and/or fails to maintain the prescribed standards of instruction and/or fails to comply with the rules and regulations pertaining to the organization, administration and supervision of private/public Higher Education Institutions (HEIs) in the 7 ! ## ‰‰‰
But the SCO is basically just a boogey man since neither CHEd nor MARINA has the police power to close schools in like manner that commercial establishments may be padlocked by the Bureau of Internal Revenue (BIR) or the local government unit (LGU) for violations even yet without any court order. Al contra, schools on the block may go on their merry ways accepting enrollees ! ! ## ! proceedings, postponing and further appealing until CHEd or MARINA gives in, perhaps with goodwill here and there. Should a school nor its management carry qualms? So so; not much risk, MARINO WORLD
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THE WHITELIST BLACKHOLE
) & & ' * + * & & & & . /
anyway, if diplomas are unissued. What criminal liability?
reverts ESLP to TESDA which could make CHEd ballistics.
Traditionally, we have presumed schools ‹ ! ! # & ^ ƒ almost in the vein of the Constitutional right of innocence until proven guilty. Now, we have to reap the folly of our presumptions.
Open market.
Survival. The ESLP alternative is actually a business-saver so the school may not totally close. But some may be mortally wounded on its prestige or pulling power to get students. Some may be debilitated with loans and investments sunk on facilities unused like million-peso simulators. On the other equation is the student ^ !! ^ } are excellent students who just lack sponsoring companies for the shipboard training program. Must they step aside due to the inability of schools to secure sponsors? The ESLP option is not a ladderized educational program. When one takes it, ! X ! a BS program. But without sponsors, he is back to square one. Clearly, there must be program fusions. !! & ! ` on the ESLP which is not a ladderized program. To assist a rating in his 8 Â ("7 ! ladderized so he could proceed towards a degree course. But a program fusion
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MARINO WORLD
Observers expect a few maritime schools will exist later. Recognition is yearly, hence, whatever one invests or improves is uncertain in the future. And the real game changer are the sponsoring companies over carrying capacity, over facilities nor faculties. People wonder if this policy in the maritime sector is applicable to other professions --- that 8 # !! ` studying. This makes poetic a president of a prestigious maritime school in Mindanao: “You dream that someday we will no longer cater to the regular
Ensure jobs. Securing a job before studying seems the wish, too, of the state-owned Development Bank of the Philippines (DBP) Endowment for Education Program (DEEP). DEEP is a corporate social responsibility (CSR) project of DBP that provides scholarships to bright and promising youth (including persons with disabilities) from low-income families who wish to pursue a degree or non ! education, agriculture, technical/ vocational courses, entrepreneurship, forestry, education, and hotel and restaurant management.
/ 7 ! !! Marino World DBP has P300 million remaining for DEEP good until 2018. The Board may extend coverage and additional funding, when needed. DBP-DEEP may be funded to P500 million, dependent on the demand and # ! ! # ] employers for students they enroll. This is a condition DBP sets as it does not want graduates without job opportunities. Out of the 11 schools DBP picked, only six are recognized for the BS programs in the February 23 list. } / 7 ! !! ^ they met with CHEd on the issue, CHEd promised to recognize sophomore until senior students enrolled in unlisted schools. But not freshmen enrolling in unrecognized schools.To synchronize, DBP will also not fund incoming freshmen anymore. That solution is practically attrition against students. But it opens greater business opportunity. For those making the MARINA Whitelist, they can expand faster. DBP itself has open windows for loans on upgrades and expansions. Indeed, it will be a yearly gambit because of the annual Recognition. An entrepreneur sees a yearly harvest than an annual meltdown. Who sees the plight of students?
FEATURE
CLASS NK PROJECT KAIBIGAN } ^ service to transfer ISO9001:2015 and Outcome-Based Annual Consultative Audit. It aims to contribute to maritime higher education in Philippines in terms of providing not only ISO9001 but also practical audit service based on CHEDMARINA audit with these objectives, viz: %
To support to transfer from ISO9001:2008 to ISO9001:2015
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To provide the Outcome-Based Annual Audit based CHEDMARINA check list
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Advantages of ClassNK new service:
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ISO9001:2008 will be revised in 2015. ClassNK will provide the latest information and will support you to transfer to 2015 version as soon as possible with smoothly.
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ClassNK will conduct the OutcomeBased Annual Audit with team consist of Philippines auditors ^ ‹ ! #! the training by CHED-MARINA and Japanese auditors who are ‹ ! ! ( Ž‡‡{ auditor but also Master Mariner or Chief Engineer. We call “Kaibigan 7 ` ' ! 7 ` 4
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Outcome-Based Annual Audit will be provided completely separated by ISO9001 annual audit. For example, ISO9001 annual audit will be conducted in April and Outcome-Based Annual audit will be conducted in October.
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Outcome-Based Annual Audit will be completely separated ISO9001 annual audit, then you can discuss details of training and how you can
develop and improve with ClassNK’ Philippine-Japan auditors team. Aside from the integrated new & 8 ! the service any comment and opinion regarding review of CHED-MARINA recognized maritime higher education institutions.
/ ! ! ^ ~ # + ( 8 ~ Service, Planning Department, Nippon KaijiKyokai (ClassNK) 4-7, Kioi-cho, Chiyoda-ku, Tokyo 102-8567, Japan Tel +81-3-5226-2412 Fax +81-3-5226-2179 e-mail qpd@classnk.or.jp
MARINO WORLD
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%& / & by DBP-DEEP
Moreover, the following are other international shipping companies who provide employment to their scholars and regular cadets: -
Associated Ship management; C.F. Sharp Manning, Career Philippines; Centennial Transmaring; Eastern Mediterranean Manning Agency; Gigamare; Idemitsu Tanker; Internship Navigation Training Center; Lydia Mar (Manila); Marlow Navigation Philippines; MST Marine Services; One Shipping; Oste Crewing Philippines; Phil Standard Ship management; Roymar Ship management; Scanmar Maritime Services, Seatrade; Senator Crewing Manila; and Uljanik Ship ManagementDCSP continues its growth especially as the only school among maritime institutions in Region XI to make it to the White List on the Status of Maritime Higher Education Institutions (MHEIs) for SY 2015-2016 prepared by CHED and published by MARINA last February 23, 2015.
Inspiration. The commencement speaker, Mr. Randy Halasan, the 2014 Ramon Magsaysay Awardee for Emergent Leadership, reminded the graduates to never # their parents. He asks to always develop positive values and attitude, and avoid depending too much on intellectual
1 & 2 &
capacity but best character should also be developed. Mr. Halasan pitches something personal to the ! 8 X continue quality education and develop values to this generation. Nobody gets rich from the teaching profession but the teacher like me gets rich for sharing knowledge, values and positive attitudes
The speaker is recognized for nurturing Matigsalug students and transforming community lives through quality education and sustainable livelihoods. Steady Growth. It seems to mutually feed growth: Better students attract more companies to partner with DCSP, and more companies attract more enrollees. Yet, the proof is in the pudding for companies practically line-up to draft top caliber graduates to a rewarding career. Core Value. DCSP president Lorenzo Edwin Eusebio says, “This progress is a product of DCSP commitment to transform every opportunity into a success and give only the best holistic development and genuine growth for our students. This same commitment will also bring DCSP into greater heights as it may continue to face new !! X
Mr. Eusebio also acknowledged the founder and president of the institutions from 1993 to 2004, Mr. Alberto Alejandre, with a mission statement, “We aspire not only for the full development of a human being
but also for the attainment of progress in the Philippines and for the betterment of ^ !
About DCSP. DCSP was established October 1993 in its former name, Davao Merchant Marine Academy (DMMA), on a 5.2 hectare campus in Tigatto Road,Buhangin,Davao City. Today, it has several important “ & ] storeyCastaùedabuilding, two threestorey Maritime building for Marine Transportation and Marine Engineering departments with training laboratory and ^ ]Š / +  ( ! building equipped with the latest equipment and training workstations. DCSP also has its IMO-standard swimming pool with a replica of Seamanship Deck, two-storey Culinary Arts Center building, three-storey inhouse scholars’ dormitory building, convenient classrooms, and other amenities that ensure quality education for all students. In two decades, DCSP continues to be the Mindanao Premier Maritime School with more on its academic offerings. An ambitious – but more importantly, determined student -- may select a career path on a variety of disciplines: BS Marine Transportation, BS Marine Engineering. Also, they may prefer nonmaritime courses available such as BS Customs Administration, BS Information Technology, BS Hospitality Management and Hotel and Restaurant Services (Cookery NC II, Food and Beverages Services NC II, Bread and Pastry NC II, Bartending NC II, and Housekeeping NC II).
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Special Report
Proud mother, . 5
NBI REPORTS INJURIES
CADET BORRA NEEDS JUSTICE by Coca H. Strobar “This long battle just started for us to + X
Brave words, painful heart. Nevertheless, gnawing appeal from Shamz Golingay Borra-Esmeralda, sister of Felipe Borra III. The kid brother, also known as Toto Benok, was found dead inside his cabin on the M/V Sanko Fortune on March 19, about 8pm (Brazil time) or March 20, 7am Manila.
} !+ " ]Š 8 managed by Japanese Sanko shipmanagement in Tokyo.
The family asked the National Bureau of Investigation (NBI) for another autopsy, in addition to one done in Singapore.
Borra, 20, is an academic achiever, a school leader and to graduate Cum Laude, BS Marine Transportation in John B. Lacson Foundation Maritime University (JBLFMU) in April.
Marino World was present when the remains arrived May 1 at the Rizal Funeral service, Pasay City. NBI has scheduled a second autopsy the following day.
Queries.
And more.
Fil-Star Operations Manager, Capt. ” ! !! 8 ^ family that Borra “committed suicide by tying a belt on his neck and attaching it +
The family is also questioning how the crew handled the remains of Toto Benok.
The manning agency advised the Borra family it was suicide as autopsied in Singapore. But a second autopsy conducted here by the National Bureau So weird the family demands further & & ! X & ! ‰ ! # ! ` X investigation. suffered while Borra was still alive. “We believe that all members of the crew of that shipping vessel are suspects He was on board the Sanko Fortune 8 ! Œ en route Brazil to Singapore, on his Borra, mother. one-year on-board cadetship training program under Fil-Star Maritime.
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MARINO WORLD
Chapter 27 (pages 333-336) on Death At Sea of the International Medical Guide for Ships, third edition, published by ILO, IMO and WHO, provides “Do not wash the body if there is any possibility that any forensic post-mortem examination may be needed. The family says Fil-Star gave their lawyer a photocopy of the Sanko Fortune vessel’s log book dated March
“They are ante-mortem injuries... sustained when Felipe Borra is still alive.� 20, 2015 which states: “1740-1840H LT washed, clean and dry remains of D/C Borra� signed by C/O Armando 7
# based on the external injuries there was a ligature mark but there were no other marks or external injuries present as per the report of the Singaporean authorities.
For these clear violations of international rules, more questions are triggered: %
quietly, we are in good relations with the relatives for the shipment of Borra’s remains to Iloilo. Hangga’tmaaariayaw naming ma-exaggerate sa media. Before kami maglabasng statement, we need the approval of the board of directors of
Why did he/they failed to follow the guide book?
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Did they deliberately tamper with whatever evidences that could be found in Felipe’s body?
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Who gave to whom the orders to do so?
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A lot of explaining to Singaporean authorities
# " & . Congress hearing
Congressional hearings. } ! ! +! Party List Representative Jesulito Manalo, the Lower House of Congress has started hearing the case last May 20, Benok’s 21st birthday. “I know no amount of words could assuage the grief of the mother for the death of her son Felipe Borra III, but the thought that her son died so that + • X may be well-protected can make a 8  ! Brotarlo, Borra family legal counsel. Dr. Wilfredo Tierra, NBI Medico-Legal 8 ! # autopsy: “Singaporean autopsy report furnished by the counsel of M/V Sanko states that the cause of death as per their own examination was hanging... The main distinction between their
But on my report, on my diagram, as for my examination, there was also a ligature mark, but I found out several external physical injuries on the body of the deceased Felipe Borra and these injuries were present on his face, on his chest posterior and anterior and on his extremities, the arm, the forearm, ] mortem injuries, ante- meaning before death..So these injuries were sustained ^ ! # !! ! &
Mum and legalese. In a phone interview by Marino World before the Congressional hearing, FilStar Admin Manager Elizabeth Pablo says, “We would like to settle this
the company. Abogado rin ang president naming si Atty. Gregorio Ortega and he instructed us na wala munang interview, we deal the matter quietely, ibigay ang tulong sa pamilya. May mga letters na rin kami sa DFA, OWWA, MARINA, POEA AT POLO.
(As much as possible, we do not want exaggerations from media. Before we release any statement, we need the approval of the Board of Directors of the company. Our president, Atty. Gregorio Ortega, is also a lawyer and has instructed against any interview in the meantime. We deal (on) the matter quietly, give the help to the family. We also have letters to DFA, OWWA, MARINA, POEA and POLO).
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CADET BORRA NEEDS JUSTICE
“His memories linger... and as always, as a deck cadet seeking justice� POEA rules. Standard Cadet Training Agreement on Ships Engaged in International Voyage mandates: %
Section 2. Responsibilities of the Sponsoring Company o
%
ƒ 2.3 Burial expenses in the amount of US1,000.00 in case of death occurring on board or ashore during the period of engagement.
JBLFMU like Benok. A page was created on the digital social media to help seek justice for the untimely death of Deck Cadet Felipe + ƒ # ^ j8—˜Ž likes as of May 26. Another one.
4. The Sponsoring Company shall ensure the safety and well-being of the Cadet during the period of training until the repatriation of the Cadet in accordance with the POEA Cadet Training Agreement and this Annex.
8 !! waived. The POEA contract is silent on this event but it is a general principle/ provision in insurance coverage.
Section 20. Health Protection, Medical Care, Welfare and Protection
2. In case of permanent disability or death, the Sponsoring Company shall provide the Cadet with the following “
The family 6& 7 8 wallet
ƒ 2.1 Financial security to cover up compensation for permanent disability or death because of training-related illness, injury or hazard or any illness, injury, or hazard occurring during the term of the agreement which shall be paid • • in Philippine Currency up to an amount not exceeding Fifty Thousand United States Dollars (US$50,000.00) ƒ 2.2 Cost of repatriation of the human remains and personal belongings if the Cadet dies during the term of the Training Agreement unless the death occurs at sea, the disposition of the
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human remains shall be deal with in accordance with the Master’s best judgment.
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Recollections. The ill-starred seafarer was buried in his hometown, Sara, Iloilo, May 7th. His memories linger as a leader and achiever, son and brother, classmate and facilitator; and as always, as a deck cadet seeking justice with the help of the social media. Almost daily, Shamz posts for Benok’s relatives, friends, peers --- and just about any kindred soul to be touched by the daily pleadings of a wounded sister. Shamz is a staff nurse at Manila Naval Hospital, now lives in Pasay City with her husband who is also an alumnus of
An allied story April 21st reports of a 19-year old Marine Transportation deck cadet found dead about 8:40 am inside his cabin at an international vessel docked at Pier 18, Manila International Container Port (MICP), North Harbor, Manila. The victim is Lennchzelle Evangelista, of 2621-H Silang St., Sta. Ana, Manila. He was dead on arrival at the Manila Doctors Hospital as / Donald Panalingan of the Homicide section, Manila police. Crewmates say Evangelista just came off from dawn duty and went straight to his cabin to rest. But in a few minutes, some heard him cry for help due to a stomach pain. Evangelista is a 3rd BS Marine Transportation student at the University of Cebu. His tragedy is cited by Shamz as another travesty since police faces a blank wall on the Cebuano student. Shamz says JBLFMU disowns his brother because he is under the 3-1 program, three years academic, one year shipboard training. No statement has been issued on this from the school.
Feature
MISSING PINOY IN AFRICA
ITF SUPPORTS TALOZA By Ligaya Caban
The International Transport Workers Federation (ITF) has pledge assistance on the case of Filipino O/S Juan Valentine Taloza, reported missing while on duty in Port Pointe Noire, Congo, Central Africa.
Investigation. Initial investigation states roro Thorco Serenity was docked at Port Pointe Noire, Congo, Central Africa. Pointe-Noire is the second largest city in the Congo and the country’s essential center of the oil industry which, in turn, is one of the main oil producers in Central Africa.
The assurance was contained in the letter of May 17th of Mr. Lam Wai Hong (Jason), ITF Inspector, Hong Kong. This was in response to the appeal (dated May 15th) of the sailor’s father, Pedro Taloza, Jr. Earlier, Jason says the vessel is covered by the Hong Kong comprehensive bargaining agreement (CBA) and the local union may help. He needs documents (accident report, Master Statement, witness statement, similarly) to follow up on the case.
The vessel has been detained for two days, not apprehended, as a usual procedure for foreign or local vessels in exercise of any country’s Port State Control (PSC).
Grasping on straws. The elder Taloza originally wrote on April 27th Mr. Stephen Cotton, newly-installed Secretary-General of ITF and appealed in part, “My family is truly worried and in deep darkness of doubts as to what really ## X 7! !# [
The reach-out to ITF followed appeals to just about any government agency and non government organizations the family could tap from their home in Buguey, Cagayan North. They also used the digital media (Facebook) and posted on March 29th, “I am appealing to law enforcement agencies and marine industry authorities,
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On March 2nd, 10pm local time, Valentin was seen at the poop deck of the vessel for anti-theft watchkeeping night duty. local and international to help us, we are begging on these bodies to make comprehensive probe about the unclear and mysterious disappearance of my
th
It was on March 4 that the family learned of the incident from a call by Tutela Marine, the manning agency of the missing Taloza. The advice carried the assurance of its president, Capt. Vevencio Tugano, that everything is being done to resolve the incident.
On March 3rd, 8am, the crew noticed Taloza missing from breakfast where everyone is usually present. The crew started searching the whole ship; Congo authorities helped, even along the waters. But to no avail, Valentin is nowhere to be found. According to the crew, Valentin took off sick for a few days earlier, complaining of dizzy spells and inability to sleep at all.
“My family is truly worried‌ Please Help Us!â€?
Action. Tutela’s President Tugano assures they are covering the bases in liaison with ~ 8 ! agents of P&I services in Africa. Things do not move fast because it happened in a foreign land and Congo has not release any formal report on the incident. The father is stressed on how long the drag would be; when will death be !! ! ! released to the widow and their 3-year old son. Insurance demands a formal declaration, usually a four to six years waiting period. What may be immediate is the POEA contract assistance of US$10,000. But the bad news is that covers 8 ` missing.
For a year, Valentin was a utility man at Tutela until he boarded as a deck cadet.
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Should MV Thorco Serenity continue sailing as if no incident happened, is this proper or legal? The captain is Oleg Filimonov from  8 Dalmino from the Philippines.
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Under international maritime law, is there a special legal body to conduct investigation?
He took a vacation last June, 2014 and re-boarded November as O/S with contract expiring September, 2015. Stressed. More questions agitate the father and addresses his concerns to ITF, his new champion: %
Is the manning agency and the shipping company responsible to # & # ! ! to my daughter-in-law and their j ! $ ' } right to assistance)
Pedro Taloza is headstrong, “Disappearance and loss of life without due explanations and solid facts can never be acceptable. My son’s dream and aspiration to become a successful seafarer were all shattered with this incident. % `
The manning agency has reported the incident to the Overseas Employment Administration, (POEA), Overseas Workers Welfare Administration (OWWA) and Foreign Affairs (DFA). Personal. Taloza, 23, from Buguey, Cagayan North has a 3-year old son. He earned a BS Marine Transportation degree from the University of Cagayan Valley. € # Š a paternal uncle who works in a cruise line.
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CAPT. RENEL C. RAMOS
TAKING THE LEAD FOR MFCI by Carla Cyril Concepcion
Leading people is one sweet ride for this young man. A visionary leader himself, Capt. Renel Ramos envisions Maersk-Filipinas Crewing Inc (MFCI) to be the best, way above competition. Described by most whom he encountered, as a man who exudes humili . e humili to listen to his colleagues’ ideas, the sensitivi to give a ention to the needs of his employees and the abili to establish a personal connection with his subordinates. Transformational leadership is what he is engaged in. He’s not afraid to embark on something new and be different from the rest. He encourages his employees to participate in discussions in the same way he expects his people to anticipate challenges and create solutions instantly . Being proactive is a must for him. Fond of pick-up lines, he is also into music and sports. Renel knows that nothing can shield him from stress hence, he accepts the nature of his work keeping him more dynamic instead. Environmental preservation and energy conservation are his advocacies. Amidst his busy schedule, he finds time to fulfill the role of a loving husband and hands-on father to his 3 boys. Definitely, Renel Ramos is a leader to watch out
for. He leads his people with much humili , righteousness and courage. Indeed, these personal values, alongside with Maersk Core Values served as his lighthouse to take MFCI to the port of destination.
A Maersk insider by heart With his training and education in Philippine Merchant Marine Academy, he was awarded the Maersk International Deck Cadet of the Year in 1998 after joining the Maersk Line cadetship program. He left the organization in 2006 as a 2nd officer and worked his way to the top in other companies. After 5 years of sailing as a Captain, he felt that he can contribute more in the maritime industry if he work land-based, thus he chose to become a Marine Superintendent. 2CL Midshipman Renel Ramos When an opportunity to work in received the 1998 Maersk Line International Deck Cadet of the Year Maersk Line came up, he opted to award in Copenhagen, Denmark. apply for the job, determined to shine in this organization once again. He then became a Fleet Crew Operations Manager in Maersk Crew Management in 2013 and at present the Head of Maersk Filipinas Crewing Inc. With his current position, Renel is giving more service to his fellow seafarers and their families which he loves to do.
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EDUCATION
! 6 & " .& 9 & & .&
MPCF GEARS TO ASEAN INTEGRATION The Mariners Polytechnic Colleges Foundation (MPCF) is well secured with proactive moves, even in the face of ASEAN integration. This year, the region becomes one business crucible on commerce without tariff and cargo without borders. MPCF is well on the scope, even Š @ commencement exercises, “Quality Graduates in the Face of ASEAN Integration. 8 7~ # Canaman Camarines Sur and Legazpi City have been recognized by the Commission on Higher Education (CHEd) and Maritime Industry Authority (MARINA) to offer Merchant 7 ' ( Marine Transportation and in Marine Engineering) for the school year 20152016.
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In the February 23rdStatus of Maritime Higher Education List, MPCF schools are among the 25 and the only schools recognized in the Bicol region. Motivations. MARINA Administrator Maximo Mejia, Jr., was generous as guest speaker on its MPCF-Legazpi 29th Commencement Exercises March 31st, “I am honored to join this institute and your partners in recognizing your obvious commitment to the shared vision of building a maritime partnership that transcends our nation’s boundaries. Our grateful nation recognizes the indomitable spirit of the Filipino seafarer, whose industry, hard work, dedication to duty, competence, and skills are highly sought-after and appreciated. These sterling qualities are Filipino hallmarks that can only be enhanced in institutions such as the Mariners Polytechnic
Colleges Foundation. X 8 ! represent Mariners Polytechnic Colleges Foundation, you are also our country’s ambassadors to the rest of the world. Everything you do must only bring honor to both your academy and your !
More collaborations. Guest speaker at the MPCF-Canaman 41st Commencement Exercises on March 30 is Capt. Nicolo Terrei, Managing director of Elburg Ship Management. } ^ X ^ increasing our number of vessels, therefore we are increasing the number 8 } Representatives from other shipping companies like Augustea Ship Manning Philippines, Misuga Kaiun,
Marlow Navigation, Veritas Maritime, attended the graduation rites to renew their collaboration with MPCF, with Magsaysay Maritime Corporation to start their cadetship program at MPCF. There are more than 40 international shipping companies (and six domestic) that are MPCF partners for the cadet scholarship and shipboard training program. MPCF President Dante Lazaro Jimenez declares that 78% of the BSMT and 99% of the BSMarE cadets already have slots in the shipping companies for next year. “We are still continuing to get more ## # X " @ # {‡‡› ^ !! 8 œ Assurance. Jimenez reports MPCF will construct this year additional school classrooms and will purchase ECDIS as mandatory
equipment for its two maritime schools. He continues, @ & ! !"# $ & . 6 & 6 to maintain MPCF founder maritime programs particularly on the massive maintenance and in purchase of equipment and simulators in order Mariners has been recently granted ## X accreditation by CHEd and MARINA, not easy to have these accomplishments, including the European Union’s EMSA, it takes hardwork and cooperation among maritime safety auditor. ! The thrust now of the school is to sustain We will continue our improvement of its compliance to the standards set-forth facilities, maintain them and enhance by the agencies, for the institution to them and ensure that we will be be able to continue to graduate globally complying with the requirements of the competitive seafarers as urged by the (}~%
International Maritime Organization ' 4
% : 7 ; 2 / ) && & & &
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Opinion Feature
A Maritime World Leader
V. GROUP OPENS MANILA CENTER by Coca H. Strobar
Global maritime service provider V. Group has inaugurated its new Manila 8 & excellence for its world-wide operations. Based at the Bradco Avenue, Aseana II building, within the premium class, mastered-planned business community of Aseana City, Paranaque, Metro ! 8 ” Œ #@ ^ # & Š 8 ˆ8�‡‡ ‹• 8 ^ state-of-the-art facilities. This is a historic move, and represents the single biggest long-term investment by the V. Group in its history. ” Œ # ! @ & 7 Ocean Manning Inc. (POMI), leisure division North Sea Marine Services (NSMS), Kestrel Shipping Incorporated, land based V. Manpower Philippines, and culinary programme V. Catering. Services include recruitment, technical and culinary trainings, operations, commercial, purchasing, technical support and IT. For the seafarers.
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Matt Dunlop, V. Group Director for Marine Operations declares: “From this building we can build for the future. Philippines is a big area for us to grow; we want to attract more competent ambitious seafarers from the Philippines to grow with us.â€? } ^ ÂŽ8‡‡‡ ! # seafarers on V. Group’s books today, on {8‡‡‡ # } ! # {Â&#x;8‡‡‡8 ^ further room to grow, complemented †Â?‡ !! administrative staff. Dunlop states: “We want to enhance the experience of seafarers from the moment they walk into our building, through the computerised queuing and screening area. Once inside we have comfortable reception and dining areas, training classrooms and full mission bridge and engine simulators, which can operate on a stand-alone or integrated basis, with !! •& ! # !
give our seafarers the very best training and preparedness for life on board. Š ^ requirement for Filipino seafarers is undiminished. It’s not surprising. Filipinos are renowned the world over for their work ethic, their honesty, their grace and their friendliness. We aspire to match those values in everything that we do. Perhaps that’s why our relationships here have endured for so long.� Satisfaction. Capt. Nikolas D. Skinitis, Costamare Œ # !8 for safety management. “We are proud that our safe ship ! �‡]—‡› recommendation rate of new clients from existing ones. In addition, that our pool of crew are highly effective ^ # —‡› ^ applicants coming from referrals from our existing workforce.
V. Group longtime partner Costamare is an international owner of containerships.
challenges, both as an organisation and as part of this exciting and growing industry, we look forward with the development of this new building to being part of this incredible Philippine Maritime Movement.�
Success.
Cooperation.
V. Group Philippines representative Jamie Stewart explains the Group’s success while anticipating great challenges ahead.
POMI General Manager Elmer 7 ! 8 } ^ facilities would have not been made possible without the support of V.Group, and we are as committed as ever to delivering the highest standards of service to our partners and clients.
We place great importance on the fact that if you satisfy the crew, you satisfy your clients.�
“One of the key measures of a successful company is how that company recognizes and supports the contribution made by our seafarers, staff, and the support they have from their families. At V. Group we recognise the contribution made by our seafarers and staff, and our investment in this new ! & ! # this even further.
Equally important were the support and cooperation of stakeholders in the industry both in the government and the maritime sector. Their support ignites our desire to convince our business partners and clients to increase Filipino deployment numbers to further help our economy.
However, we cannot rest on this; we must strive to meet the coming
% ! !Š dedication of the whole Manila Team.
It was a demanding undertaking where & # ^ ! & ! ˆ months, and for that we salute them all for their dedication. Last but not least, we must mention our seafarers both on board and on vacation. We appreciate their unstinting commitment and dedication to their shipboard duties, leaving their families behind to serve the call of the profession. As we all together work for common goals, let us keep our hopes for a better future lingering on.â€? Recently, V. Group (formerly V. Ships) was honoured as Pioneer and Outstanding Principal by the Filipino Association for Mariners Employment '  4 ! @ # Â&#x;‡ years ago and continuously to date. POMI and NSM were also recognized jÂ&#x; {Â? #8 respectively.
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EVENT
ITF Sec Gen Cotton
IMO FERRY CONFAB IN PH Since 2000, there has been 163 accidents in the region involving ferries, killing more than 17,000 people. Such edges the International Maritime Organization (IMO) to convene its 13 member-states in the Philippines for the Conference on the enhancement of safety of ships carrying passengers on noninternational voyages. “Casualties and incidents involving domestic ferries can be avoided if adequate laws, regulations and rules are developed and effectively implemented 8 š ` ( + 8 Secretary-General of IMO, the United Nations agency overarching on global maritime concerns.
“The public expects safety standards on domestic passenger ferries to be as strong as those on international vessels...The perils of the sea do not distinguish between ships engaged on international or non-international voyages and the protection of life at sea is a moral obligation. Those travelling by domestic ferries should enjoy the highest practicable standard of safety irrespective #8 ( + He also underscores, “IMO responsibility is to establish rules to govern the safety. Implementation is in the hands of the IMO member government, therefore, IMO does not have any intention to carry ‰ #!
Manila statement.
Representatives from Australia, Cambodia, Canada, China, Indonesia, Japan, Malaysia, New Zealand, Norway, Papua New Guinea, Philippines, Republic of Korea and Turkey attended the meeting held at the Philippine International Convention Center, Manila on April 24th. Around 200 participated including observers from the Secretariat of The 7 ~ ƒ ! Chamber Of Shipping, International ~! ( 8 Interferry, Worldwide Ferry Safety Association (WFSA), World Maritime University and the University of Strathclyde, United Kingdom and stakeholders from local shipping.
IMO adopts the Manila Statement which highlights that the safety of domestic ferries is a shared responsibility between and among Governments; local authorities; ship-owners, ship-managers, ship-operators; shipboard personnel; maritime education and training ƒ ! and organizations which Governments authorize to survey and certify domestic ferries for compliance with the applicable laws, regulations and rules; insurance providers; port authorities, port terminal owners and operators; and the public and civil society as users of the services provided.
need technical assistance on matters relating to the operations of domestic ferries to seek such assistance from IMO or from other States. Local perspective. Mr. Christopher S. Pastrana, President of PhilRORO Association and Chairman of the Archipelago Philippine Ferries Corporation, states an industry perspective. “I would like to encourage my fellow shipowners to take a look at what has been discussed during this conference - how we can adapt to some of the improvement and initiatives that IMO is presenting. No shipowner in the Philippines would want to compromise their investment for any single life. It’s just that we want probably for us to raise the bar and the standards so that we can avoid problems or improve our reputations in the maritime global scheme of things, that we will not be typecast to have the worst maritime network. I’m sure we have a lot of responsible shipowners to look at possibility of modernizing, adhering to the initiatives of IMO and adopt what is applicable ! 8 7
The Statement also urges States which MARINO WORLD
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Feature
UN IMO SEC-GEN BID
PHILIPPINES ENDORSES MEJIA country of more than 7,100 islands relying on maritime transport to bind its people and culture and to link it with its ASEAN neighbors and the ^ ! Š of close to 10,000 ships, 25 government and private ports, and a shipbuilding sector with a capacity of close to a million GT, inching to be the 4th largest in the world.
@ !8 7 ! ## on the ballot for a Filipino to be the next UN International Maritime Organization (IMO) ( ]Œ !™ Electoral formalities begun 11 December 2014 when the post was announced vacant. Incumbent Sec-Gen Koji Sekimizu of Japan has decided he will not seek renewal of the four-year term expiring at end of 2015.
It is the world’s biggest source of ocean-going seafarers, providing 30% of ^ ! Š @ ‹ in 2014.
Deadline for submitting nominees was March and these six are on the running: %
Maximo Q. Mejia, Jr., Republic of the Philippines % Andreas Chrysostomou, Republic of Cyprus % Vitaly Klyuev, Russian Federation % Ki-tack Lim, Republic of Korea % Andreas Nordseth, Kingdom of Denmark % Juvenal Shiundu, Republic of Kenya The bid could be launched as the country ] ! ] Philippines International Conference on Safety of Domestic Passenger Ferries on April 24, 2015. This is peak time to charm IMO delegates for the Philippine nominee. Absolute majority. A winner is declared when one gets half the total of vote plus one. If no one gets !! 8 ^ the lowest vote is delisted. A second balloting is called, or a third, etc, until one gets the absolute majority. These balloting trigger vote trading; when perks, position and chairmanship are offered to solicit a vote. Elections will be on the 114th Session of the 40-member IMO Council meeting 29 June to July, 2015. Results will be submitted for approval to the IMO Assembly 29th Session on 2 November to 2 December, 2015.
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The tell-tale sign of an impending bid was when the Maritime Authority Administration (MARINA) started referring to the Administrator also as / Œ ! ~  ‰ & 8 + ` @ # rank is accepted at par with what title/ designation other port states are familiar with. Maritime Philippines. While credentials of nominees are important, the country’s esteem (or leverage) is much more critical in the voting. And in the realpolitik of the world, the blessings of the Paris Club or Rio+20 (dominant economies as lead by the US, UK, EU, etc) is a primary element in pegging the win. The Philippines has organized ten conferences jointly with IMO and participated in 11 IMO-sponsored events in other countries. For one, it hosted the 2010 Diplomatic Conference to amend the STCW Convention and Code, now known as the Manila Amendment. The country serves as the base for the IMO Regional Coordinator for East Asian nations. The Philippines is an archipelagic
The competition. Cyprus’ Chrysostomou is acting director, Dept of Shipping. He is also head of Policy, multilateral affairs and standards. He is president of IMarEst, professional association of those in marine engineering, science and technology. It has 15,000 members from over 100 countries. Russia’s Klyuev is Deputy Director, Dept of State Policy for Maritime & } # } time Russia is putting up a candidate Š pronouncement, “a broader use of risk based approach to various IMO & ( ! a comprehensive review of existing ! # & Š ‰ ! X 8 ^ + seriously. Korea’s Lim is president of Busan Port Authority (BPA). This the second # š # ƒ being the failed bid of Chae I-sik, a law professor at the Korea University. Lim is supported by the Ministry of Oceans and Fisheries. Denmark’s Nordseth is Director General, Danish Maritime Authority (DMA). He started as a Cabin Boy, took a degree at the Copenhagen Nautical
College, earned extensive experience as head of the Danish delegation to the IMO. He is Chairman of the Consultative Shipping Group (CSG), internationally renown as maritime administrator and mediator. He is also on his 11th year as Board of Governor, World Maritime University at Malmo, Sweden. Kenya’s Shiundu is a naval architect and shipbuilder credited with the general improvement of the maritime sector in Africa towards meeting international standard. Involved in Rio+20 and the main Conference on Sustainable Development held in Rio De Janeiro in 2011. He formulated the concept and action plan of the Lamu Port and South Sudan Ethiopia Transport (LAPSSET) Corridor Project costing US$26billion. He has that PR punch of “fewer ! 8 #! advocates a 12-point Mission Statement & ^# At the line up. How would Maximo Q. Mejia, Jr. fare alongside other nominees?
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World Maritime University (WMU);
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2005 - Lund, Sweden Teka Lic, Maritime Safety, human factors, ergonomics Lund University; and
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2008 - Lund, Sweden PhD, Law and ergonomics in maritime security Lund University.
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1985-87, summer midshipman on US Naval vessels; 1988-98, Philippine Navy and Coast Guard onboard and shorebased duties like navigation, watchkeeping, research and reporting, safety administration; 2013, WMU professor and head of maritime law and policy specialization , concurrently Secretary of Doctoral programs, visiting professorships; May to present, Administrator of MARINA responsible for integrating the development, promotion and regulation of seafaring-manning, educationtraining, domestic shipping operations-ownership, shipbuilding-repairs; and
%
Sound mind in a sound body.
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He was 4th at the 1988 US National Collegiate Powerlifting # #ƒ & ƒ 1984 US Navy pistol expert and Š # He is multilingual: Filipino, English and Swedish, with facility in Spanish and Chinese.
World views on issues.
%
Education, at world-class institutions
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1988 - Annapolis, Maryland BS Naval and political sciences US Naval Academy;
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1990 - Medford, Massachusetts Master of Arts in Law and Diplomacy (MALD) Fletcher School of Law, Tufts University;
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1994 - Malmo, Sweden MSc MSA, Maritime Safety Administration
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IMO may expect a competent leader adept at mediating between the interests of states and stakeholders, while taking a determined stance on maritime safety, security, and environmental protection;
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He has lived, studied, and worked in three continents; stayed 17 years in Sweden and 7 years in the US; involved in the conceptualization, launch, and execution of numerous initiatives at WMU where interacted with students from over 100 maritime administrations;
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He exudes positive energy – in the 8 8 ship in meeting with stakeholders, in consultation with seafarers, or teaching in the classroom;
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He welcomes change, activity, and progress; the architect of the ongoing STCW reform efforts in the Philippines.
Onboard and blackboard
Dr. Mejia is an Internationalist and Ivy Leaguer who parallels Dr. Jose Rizal, the national hero and a Renaissance man. A quick review of the former’s education, profession and disposition will display uncanny similarities.
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standards, and a positive image of the maritime sector;
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Tenure and honors. -
Participated in over 80 conferences/seminars/workshops in more than X0 countries; spoke in 70, at least; delivered technical papers in more than 30.
His management style is inclusive, characterized by regular public consultation, dialogue with + ! 8 # policy to engage partners at every level. His thinking is broad, # ƒ With education and experience spanning three decades, awareness and exposure across all the world’s continents, and an inclusive and results-oriented leadership style, Dr. Mejia possesses the qualities necessary to build on the work of past Secretaries-General and lead IMO to further success: streamlined administration, effective implementation of
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Dr. Mejia was appointed by President Benigno S.C. Aquino III as Administrator of MARINA †† ^ by Transportation Secretary Joseph Emilio Aguinaldo Abaya on 27 May, 2013. He is to lead MARINA integrate the regulation, development and promotion of the national maritime sector; Lloyd’s List cites Dr. Mejia in 2013 as among the 100 Š ! 7 Shipping Industry. He holds two fellowships, from the Government of Luxembourg and Manuel L. Quezon and Asia Foundation;
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He was awarded 1st Prize, Roy C. Smith III Essay, US Naval Academy Foreign Affairs Conference (1987); On the Dean and Commandant’s List at the US Naval Academy (1984-88); and
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/ ! 8 a dozen medals and ribbons for ! & #
There they go‌!
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Opinion
(Editor’s Note. The Author heads a maritime training center in a resort-like ambiance. He is also active in government and industry affairs. Herein is a sample of his professional perspective, sometimes abstracted for brevity.)
THE TRANSFORMATION OF
PHILIPPINES’ MET REGIME By Capt. Reynold ‘Burt’ Sabay
Introduction Half a century ago, the BS degree in maritime education was institutionalized in the Philippines by RA 3680 (the PMMA Charter). It was only the Philippine Merchant Marine Academy (PMMA) then that offered BS in Marine Transportation major in Navigation and Seamanship, and BS in Marine Engineering major in Steam Engineering and Marine Electricity. At the time, the STCW Convention was non-existent. Also, at the time, PMMA became the model of all other Maritime Higher Education Institutes (MHEI), in the Philippines, at least. In 1978, a game changer in maritime education and training came, the 1978 International Convention on Standards of } 8 ~ % + # Seafarers (1978 STCW Convention). The STCW Convention was amended in 1995 (STCW 1995) and lately in 2010 (STCW 2010 Manila Amendments).
It is time the Philippines shifts from QUALIFICATION to COMPETENCE ( /  } ™ What to expect when the school opens in June, 2015. Enhanced Support Level Program (ESLP)  ( }• (  # Commission on Higher Education (CHEd). } # # ‹ ! ratings for shipboard employment. The timing of this program creates speculations and apprehensions, even as a few stakeholders are happy to embrace it rather than nothing at all. This paper refuses to believe there is any (wisdom in it). CHEd offered an alternative for MHEIs who are subject of the controversial phase out procedures due to EMSA challenges. CHEd’s mandate is to regulate formal higher education while the ESLP is neither a baccalaureate nor a vocational program.
Today, the European Maritime Safety 'Â ( 4 7 ! ## doesNOT comply fully with the 1978 STCW Convention, as amended.
Takers of this program must take a second look on the mandatory requirements of the STCW Convention being the Bible of the seafaring industry.
In other words, it is either the Philippines #! !! #! ™
In short, the ESLP is without history. It is a deviation from the letters and spirit of the STCW, if the STCW is its reference.
Today’s MET Regime The Philippines became the Number 1 supplier of “ world’s shipping. Despite, the Maritime Education and Training (MET) in the Philippines is constantly challenged. Of late is the never ending EMSA issuesthat ] (}~% ~ issued by the Philippines. The change of Philippine Administration for the STCW from multiple agencies to a single agency (via the Maritime Industry Authority (MARINA) by virtue of RA 10635) did NOT change in essence the MET Regime at all. The Philippines, for half a century, has NOT changed; so why change at all?
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BS Marine Transportation (BSMT) – a degree developed by CHEd to produce ‹ ! # " & ! / + ^ (}~% amended. The Philippine Administration vis-à -vis CHEd, PRC, PCG, TESDA, MTC, MARINA, DOLE, POEA, OWWA, NTC, among others, have faced never-ending challenges in defending BSMT as the approved maritime education and training required under the STCW Convention. The Philippines asserted that BSMT complied with Reg II/1 and Section A-II/1 of the STCW Code. Did it?
BS Marine Engineering (BSMarE) – a degree program developed by CHEd to # ‹ ! # " & !  ^ STCW Code. The BSMarE have the same fate as the BSMT. The Philippines asserted that BSMarE complied with Reg III/1 and Section A-III/1 of the STCW Code. Did it? Management Level Course Deck (MLCD)  # # Model Course 7.01 developed by MARINA intended to produce graduates that shall be ‹ ! " & ! / + '~ 4 accordance with the STCW Code. The Philippines asserted that MLCD complied with Reg II/2 and Section A-II/2 of the STCW Code. Did it? Management Level Course Engine (MLCE)  # # after the IMO Model Course 7.02 developed by MARINA intended to produce graduates !! ‹ ! " & !  '†nd and Chief  4 ^ the STCW Code. The Philippines asserted that BSMarE complied with Reg III/2 and Section A-III/2 of the STCW Code. Did it? The Philippines has NO choice anymore. It is time we look at the future of the Philippines’  } ™ The Future MET Regime The International stakeholders, particularly ship owners who employ Filipino Seafarers, must be given a choice in sourcing out the shipboard personnel. The three levels of responsibilities in the STCW Code clearly # ^ ! ] Seafarers under this MET Regime are:
Duration
A1 Support Level of Responsibilities The STCW requires six months of education, ‰# under the Support Level. The Table of Competences in the STCW Code shall be the main reference in the design and development of this training program. With the Philippine K-12 Program, there shall be presumptions ! ^ ! #  ! and Mathematics. Therefore, the program addresses directly the development of the knowledge and skills for the appropriate competences as Support Level shipboard personnel. The Philippine style of conducting maritime programs may somehow inspire the design. From the past, Deck and Engine Ratings were taken from graduates of BSMT and BSMarE. In the new program under the future MET Regime, candidates for the Support Level shipboard personnel maybe taken from the candidates taking Operational Level Course (OLC), but need NOT wait to complete the OLC. The OLC is designed to produce ‹ ! / +  ^ ‰ ™ A2 Operational Level of Responsibilities The STCW requires an approved education and training complying with the STCW Table of Competences. It did NOT specify how long the program should be, but the required + ^! 8 # are clearly stipulated. STCW also never mentioned anything about a baccalaureate ™ € ^ & 8 ! !^ 8 (}~% stipulates the MINIMUM requirement. The International Maritime Organization (IMO) developed Model Courses that may guide Administrations of member states in the implementation of the mandatory requirements particularly the education and training. Simple logic dictates that following the guidance from the IMO, a member state ~ } ^ ™ This author strongly believes the Philippines, particularly MARINA, CANNOT go wrong in institutionalizing the full implementation of a NEW MET Regime in the Philippines
patterned after the IMO Model Courses. It is time for a full swing; the Philippines haslearned its lessons well from selective #! ! ~ ™ MARINA may mandate a NEW program patterned after the IMO Model Courses 7.03 and 7.04. A3 Management Level of Responsibilities The requirements of the STCW for a Management Level of Responsibilities are: ! # ! " & ! of Responsibilities, completed an approved education and training, and approved seagoing service. The career path of a professional seafarer to become a Master and/or Chief Marine Engineer CANNOT be any clearer than this. The ladder is going up from support level to operational level then management level. Each level is required with distinct duties and responsibilities, competences and experiences no matter how inter-related and inter-connected.
Therefore, 2016 -2017 are the best years to commence with THE FUTURE: 2015 – Pilot Class for Operational Level Course (OLC); †‡{ˆ  !  ! Operational Level Course (OLC); †‡{�  ! Œ • Cadets under OLC; †‡{—  ! ~ ~ "~ & !! ! # ! " & ! ' "~4ƒ †‡{Ž  ! ~ for Management Level Course (MLC) for shipboard assignment; and 2020– the rest is history; the best part – ship owners, parents and students, will have a choice between BS Programs vs IMO Programs. Triangle of Fire Fire has three elements, the absence of any !! } # ™ ##! !  %  } ™
This author sees an Administration CANNOT implement a Management Level Program without implementing the Operational Level 7 #! ™ The most outstanding development the MARINA Administrator can institute today is to put in place the Operational Level Course (OLC) patterned after the IMO Model Courses 7.03 and 7.04. This happens today, tomorrow we will see the Management Level Program patterned after the IMO Model Course 7.01 and 7.02 happening as well. Who on earth will challenge the Philippines’ NEW MET Regime if it is the IMO Model Courses, by the letter and spirit, properly in #! ™ When is The Future The K-12 consequences in 2016 and 2017 ^ “€ ( ! !! & & Š ^ students and Colleges shall experience a vacuum (NO enrolment).
A class with enrollees but NO guaranteed employers shall NOT run as a matter of # ! ™ With ship owners backing the program for their respective shipboard personnel; MARINA Rules and Regulations properly in place; and serious quality conscious METIs conducting the IMO Model Courses, how can 7 ! ## ^ ™ For reactions: burtsabay@yahoo.com
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Shipping
InterManager’s Borromeo
INTERMANAGER OUTLINES MANTRA ON SHIPPING CHALLENGES How can ship managers navigate through the challenges facing the shipping industry?
‚
Continuous professional development onboard and onshore – “it is through quality people that we will ultimately achieve the results ^ &
‚
€ ! & ! “using benchmarking tools such as the Shipping KPIs, process improvement and dynamic systems analysis methodologies to measure performance against standards that !# # ‰# #
Before using the magic wand, take a moment with these facts, viz: % % %
%
World tonnage expected to double over the next 15 years; Shipownership increasingly driven by private equity; Complex changes in regulatory regimes impacting on operating costs; and Evolving technologies becoming increasingly important to the next generation of vessels.
At this year’s CMA Conference in Connecticut, USA, Gerardo Borromeo, President of InterManager, the voice of the shipmanagement industry, says the route to a solution is to champion:
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‚
‚
Engagement of all shipping stakeholders – to “encourage long term strategic thinking, planning and +
And Promotion of an appreciation and understanding of how this & ^ ! + enabler of global trade.
Mr. Borromeo continues: “In an environment challenged by cost constraints and uneven cycles of boom and bust, InterManager’s mantra is & # through focused outsourced management &
This approach is encapsulated in what !! } #! ~ “ ~ ! 8 Collaboration and Co-operation. “The triple C approach fosters scale in operations and serves as an effective way to diversify operating risk which should 8 Borromeo. “If we are to ensure the sustainability of our businesses and of shipping as the industry that ‘moves the world’, the ability of ship managers and crew ! & ! complete platform of support services is # 8 concludes.
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Berge Bulk, one of the world’s leading independent dry bulk owners since 2007, is built upon a strong shipping heritage dating back to 1935. Our stand-alone business focuses on large bulk carriers, with a fleet of over 30 vessels specialising in delivery of iron-ore and coal. Committed to delivering safe, reliable and efficient transport for our customers, we value performance, loyalty and integrity in our staff.
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MASTERS CHIEF OFFICERS CHIEF ENGINEERS & SECOND ENGINEERS You will be ambitious, highly motivated and excited about sharing the Berge Bulk vision to be the best in the world – you must have proven experience sailing on bulk carriers larger than 150,000 DWT (Engineers must have experience with 10,000 kW, or more, main engine output).
EMAIL your application & CV: recruitment.philippines@bwfm.com BW Shipping Philippines Inc. 5th Floor, Goodland Building, 377 Sen. Gil J. Puyat Avenue, Makati City, Philippines 1200. License number: POEA-382-SB-121713-R-MLC . No Fees to be Collected . “Mag-ingat sa illegal Recruiter�.
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F R Chowdhury is a former Director General of Shipping, Bangladesh. He is also an Ex-Deputy Chief Examiner of UK-MCA, Maritime Administrator of Gibraltar and Maritime Adviser to GOP, Kingdom of Bahrain.
PSC and MOU By FR Chowdhury Editor’s Note. The author is an acknowledged expert in maritime issues and concerns, with worldwide yonder horizons –- socio-political, economic trends --- truly a Renaissance spirit.
Shipping is the most international business in the world. It cannot operate globally under any unitary regulatory control of an individual state. It has to comply with common standards developed at international forum; and that forum is now IMO – International Maritime Organization, a specialized agency of the United Nations. However, IMO is not an international government. It cannot enforce any compliance. That has to be done by the Member States. Once the common # Š IMO in the shape of an international convention, it is now for the Member States to accept those conventions by becoming parties to the conventions. It then becomes the legal and moral obligation of the relevant state to transpose the provisions of such conventions into national legislation - that is to give force of law within its jurisdiction. The Member State will then enforce it within their jurisdiction as part of their national law. Every sea-going ship has to be registered Š Š } the process of registration it gains its } will have its name, port of registry, Š 8 8 !! 8 ( number, dimension and tonnage, name of the owners etc. In old days it was customary to have the name of the master endorsed on COR but it is not necessary now. It is also not necessary to ^ ! ^ # mortgage because the transcript of the ship (obtainable from the registrar) will clearly show this information.
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A ship registered in Bangladesh will be referred to as a Bangladeshi ship and !! Š Š } # ^ !! #! with Bangladesh rules and regulations for maritime and shipping, no matter where the ship is. In addition, when in a foreign port, the ship shall also comply with the requirements of the host state. } ^ # Š Š of the port state. Hopefully the statutory ‹ ^ !! ! Š state and the port state will have their requirements derived from common IMO conventions. By now it is clear that every state will have two different modes of control and enforcement - one as Flag State on its own ships and the other as Port State on visiting foreign ships. Together they create a safety net that rogue ship-owners and sub-standard ships cannot dodge. The port state control (PSC) must be exercised as a hand of cooperation to Š ( ## ^ German ship in Bangladesh to exercise PSC, the underlying message to German Administration will be “Don’t worry, we will ensure safety compliance on your behalf. Your lives are equally important as ours. We will do everything that you ^ ! & & # to impose equal standards (to own ships as well as foreign ships) so that none can blame you for double standards. There is another big question. Can a Š + #! with the requirements of a particular convention because the state is not a party to the said convention? No, because its ships will be subjected to those requirements when it enters the
jurisdiction of a port state that is a party to that convention. This is because the convention requires every party state to enforce the requirements without any favourable treatment to a ship from a non-party state. If a ship is to trade freely around the world it has to comply with the requirements of all conventions in force. It is better to be an active player than sitting on the sidelines – I mean it is better to become a party to the convention if, in any case, I have to meet the requirements. There is no way to operate a sub-standard ship on the plea of not being a party to the convention. During the PSC, the inspector should ‰#! !! # 8 ! ^ given period. The authorities at next port of call may be alerted where necessary. Ship may be detained only – “when allowing the ship to proceed to sea may mean serious threat to life, property or & ( # & !! allowed to proceed to sea. PSC inspectors should always remember to make correct reference to each and & ( may normally relate to international conventions for common understanding of all concerned. However, in respect of detention, it is very important to make reference to provisions of national law. This is because if the ship-owner wants to challenge the detention (through local agents) the court shall go by the law of the land.
Another thing must be clearly understood. Detention is not arrest. A ship may be arrested against claims only on the order of a court. It got nothing to do with the safety standard of the ship. Detention is an administrative/ executive function of the Administration and cannot be linked with any commercial outcome. That is why port authority cannot conduct Port State Control (because the port authority collects charges for extra stay, even if it is due to detention). It is done by the Administration of the State to which the port belongs. Now we shall focus on MOU which stands for Memorandum of Understanding. There is no reference to any MOU in any of the international conventions. Such MOUs are normally signed by a group of countries in an area/ region. It is to coordinate PSC inspections in a rational way so that unnecessary repetitions can be avoided. It also keeps Member States informed of status of ships visiting the area # taken against rogue ship-owners and
sub-standard ships. Paris MOU puts together a large number of European ( ! ! substandard ships to operate in Europe. Similarly Tokyo MOU puts together a number of states in the Far-East. It is not a must for states to join some MOU. Every sovereign state can exercise its inherent right independently. However, MOU allows regional countries to share each other’s experience to work together for common goals. MOUs utilise common forms and coding system. It is interesting to note that United States has not joined any MOU. They conduct PSC on foreign ships through their Coastguard. Canada is a member of both Paris and Tokyo MOUs (Paris MOU for Atlantic coast and Tokyo MOU for 7 4 !! ^ !! !+ ~! Societies/ Recognised Organizations. They are like independent standard institutes. A ship remains classed with a Society so long it meets the laid down standards. In the charter market it matters a lot if the ship is classed with a reputable society. Because these societies
# 8 Š delegate lot of statutory survey, audit and ^ ! ! understood that only functions can be delegated and not the responsibility. It Š retain a supervisory role to ensure proper compliance of statutory functions. not like to displease their clients, PSC cannot be exercised by Class Societies. ~! ^ & # ! requirement. Now it has become. Though SOLAS, LL and MARPOL give lot of requirements yet, it does not provide a complete code for construction of # ~! ( ! & requirements relating to inspection of every part, component and equipment ! & & !! ! introducing in SOLAS-74 Part-A1 Reg. 3-1 that a ship to which the Convention applies shall be designed, built and maintained, including its mechanical and electrical components, in compliance with the requirements of a Recognised Organization.
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Event FAME Pioneer and ( . %&
LUMINARIES AT FAME AWARDS March 19th, the night blazed with honors and leading luminaries of the maritime industry here joined in by major foreign stakeholders at the FAME Appreciation and Recognition Night celebrated at the grand ballroom of historic Manila Hotel. This is the 40th FAME Anniversary, holding on to its pre-eminence as the largest combined employers of merchant mariners in the country that serves a third of the world’s total. FAME is acronym for Filipino Association of Mariners Employment. As Industry Partners, government agencies, maritime unions, maritime associations and foreign shipowners’ associations were duly recognized. Honored as Pioneer and Outstanding Principals (40 Years Partnership): % %
% % % % % %
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Fairmont Shipping (Canada) International Marine Transportation (former Exxonmobil) JX Ocean Kawasaki Kisen Kaisha (‘K’ Line) Mitsui O.S.K. Lines (MOL) Nippon Yusen Kabushiki Kaisha (NYK Line) Stolt Tankers BV Taiyo Nippon Kisen
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% V. Ships % Vroon BV % Wallem Shipmanagement As Principals with Exemplary Contribution: % % % % % % % % % % % % % %
Columbia Shipmanagement Expedo Shipmanagement (Canada) MSI Ship Management (former IMC) Kambara Kisen Kyoei Tanker Masterbulk Meiji Shipping Northwest Management Norwegian Cruise Line Princess Cruises Reederei Claus-Peter Offen Van Oord Personeels BV Westfal Larsen Management World Marine Company
For Long-Serving FAME Board of Directors: % % % % %
Mr. Michael Estaniel, 29 years Capt. Reynaldo Casareo, 25 years Capt. TeodoroQuijano, 25 years Mr. Eduardo Manese, 24 years Mr. Vicente Aldnese, Jr.,
% % % % % % % % % % % %
23 years Capt. Angel Osena, 19 years Ms. Josephine Francisco, 19 years Capt. Cesar Carandang, 18 years Capt. Lou Atienza, 15 years Mr. M.S.K. Oggel, 14 years Mr. James Nicoll, 14 years Capt. Victor del Prado, 14 years Mr. Marlon Rono, 11 years Capt. Emmanuel Regio, 11 years RAdm. Adonis Donato, 11 years Engr. Samuel Lim, 10 years Mr. Jose Albar Kato, 10 years
83 manning agencies received Recognition for FAME membership ranging 10 to 40 years, continuous. Also honored were 143 companies as social partners for their support and generosity to FAME’s corporate social responsibilities. The Filipino Association for Mariners Employment is composed of over 100 members, employing 30% of outbound seafarers, a major chunk looking at the Philippine total of over 300,000 deploymentsannually.
P6.60
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Feature
SUPPLY CHAIN EXPERT CITED ANEW are the arteries of today’s globalised economy – enabling the international Š ^ # ^ ! ! commerce. We need to encourage talent at all levels – and especially youngsters - to take an active interest in pursuing supply chain ! X ' 4 8 ! !! ^
A new book. With 30 years of global business experience, Mark further shares expertise in his new book, Global Supply Chain Ecosystems, commissioned and published by Kogan Page of London. Therein, Mark presents detailed and educated insights that will help companies capitalise on market opportunities, overcome supply chain challenges and make better informed business decisions.
Mark Millar has been recognised as one @ } # ˜‡ Š ( ##! Chain and Logistics with his inclusion in a list compiled by Terrapinn, a world leader in business events. On top, Millar is also Conference Chairman and Guest Speaker of Terrapinn’sSCM Logistics World Conference in Singapore recently. The Asia Top 50 listing includes CEOs, VPs and senior executives from major multi-national companies like Accenture, DHL, Diageo, GSK, Hewlett-Packard and Hyundai. Mark Millar’s credentials as an industry expert, inspirational speaker, trusted advisor and authoritative commentator have won him further international acclaim.
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Mark has previously been recognised as ~ ( ##! ~ } # †‡ and was featured in the 2014 USA listing } # 7 ] ]š ^ ( ##! ~
Sub-titled ‘Strategies for competitive advantage in a complex, connected world’, the book contains practical, down-to-earth advice on managing today’s volatile supply-and-demand networks which have profound interdependency ,and provides invaluable guidance on how to build resilient, reliable, effective and competitive supply chains.
Terrapinn-Singapore says, “(W)e’ve put together a list of Asia’s most innovative Š ! ! ! supply chain space. These leaders have been at the forefront of driving supply chain innovation and strategy for their businesses and for industry standards here in Asia. They have each pushed the boundaries in their own ways to help raise standards, expectations and the # ! # ^
About Millar.
€ š 8 + responds, “I am honoured to be included ! X ! ! from global brands. Supply Chains
He is a Visiting Lecturer at Hong Kong Polytechnic University and contributes regularly to Marino World.
Mark is an internationally known expert who helps companies navigate the complex landscapes in Asia and improve ##! ecosystems. Acknowledged as an engaging presenter, Mark has completed over 350 speaking engagements at corporate events, client functions and industry conferences across 23 countries.
FEATURE
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Ports
SOLONPORT FOR EFFICIENCY by Eva Tan
John Dunlop
“The main point of technology and software is to utilize manpower to the & X
Dunlop is one of the major speakers, an ( ! 7 !8 Turkey.
Shares John Dunlop, on the challenges of global transportation and logistics discussed at the 8th Philippine Ports and Shipping exhibition and conference at the Peninsula Hotel, Manila, February 12 and 13.
SolonPort has undergone specialization changes through the years: Solon Software was established in 1989 and SolonPort port automation software specialization began work in 1999; the latest addition to the Solon stable was
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Solon R&D (Research and Development in 2014. Since 1999, SolonPort has focused operating in Turkey and currently operates 12 ports, the largest being Port Izmir with a throughput of one million TEUs. Just this month Solon has begun # # Mediterranean Sea.
It just don’t provide software, it provides control over power. This solid foundation attracts Turkish investors to foreign port operations and the Turkish Government has pledged support forgreater economic output in this sector. The Philippines appears to be a prime target for the Turkish expansion mode. SolonPort will send technical parties here and similar countries to survey technology needs and evaluate how the ! !! It is interested in local small and medium ports with their great potentials. After all, global policy trending is to expand ports to unleash economic promise.  & !! ]# & ^ realize that if they sink in more funds into ports, the return-on-investments is quite considerable given the ripple effect in business activities. Strength. The Solon Dashboard is unique in that it is all inclusive with RFID (Radio ‹ 48 ^ ! ! ! automatically identifying and tracking tags that contain electronically-stored information. It’s fully integrated into any existing software and hardware. SolonPort solutions of port and software hardware packages for all different port elements, modular within each element. One can start with the gate system and move to weighbridge, loading and discharging; 8 & Š ‰ ! ^ everything customized.
Port automation is used to streamline port operations and make that processes 8 & # 8 customs, operators and managers more up-to-the-minute information, giving them real time control. } ^ ^ ! 8 customized to user’s resources. It offers automation systems that make maximum use of limited human resources so these may be utilized in more than one specialisation after training in software implementation. An important impact is that techno provides quality service with live web access not only for port and terminal mangers and operators, but also for agents to make bookings and offers for port usage. Port authorities can also monitor port activities for their issues and road map via web support instantly. They can enrich issues with more documentation and keep track of the adaptation and development process. Web access. %
Before the operation, customers can provide license plate information for their trucks that will transport cargo;
%
Customer can monitor all operational processes;
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Berthed or barge-connected vessels can be monitored visually as scaled;
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Training is generally three days for small ports; but longer, for hardware and software tandems. } & charge and the next working visit carries an in-depth questionnaire to learn details of the port requirement. Hence, SolonPort may expect courtesies from the host port.
Continuing operations can be followed-up instantaneously according to available gang performances, completion time of remaining discharge, and loading operations can be displayed after being calculated by the system;
%
Vessels arriving at the port and berthed ships can be monitored instantaneously with Web Access.
%
Weighbridge and general placement operations and their data can be monitored online.
Customs link. Customs integration allows them to gain stream of actions and accrual of information for auditing and action. The Solon Dashboard, with other peripherals, ( + #] ] ] ^ !! realizing that the more open portals and apps access (like iOS and Android), the greater the risk of hacking. The company’s focus on software, development, support and sustainability is managed under international “ %
ISO/IEC 2000: IT Service Management
%
ISO 22301: Business Continuity Management
%
ISO 27001: Information Security Management
%
ISO 9001: Quality Management
Full support. The Solon Support System provides clients with full support for their requests, planning and implementation of their processes – live from desktop, laptop and mobile (iOS and Android). It can integrate software with existing hardware. The Solon dashboard provides complete monitoring, control projection management for the manager. Bringing port operations to the manager’s # 8 ` @ # & ^ -- it provides control over power. And the company gives 24-7 service, full time. It doesn’t mean that the ports have to run overnight. But SolonPort has to be there, to let clients do what they want to & @ Š
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New employment scheme regarding Japanese sailors with NYK NYK has made the decision of implementing a new employment scheme via the use of which Japanese seamen are going to be engaged to work strictly on vessels and not within NYK’s offices. Japanese seamen have traditionally been well regarded around the world for their teamwork initiative and skills, that are typically developed by them going through state-of-the-art education courses and training programs that are being provided at several renown maritime education institutions. As NYK becomes more active when regarding its LNG (liquefied natural gas) and offshore businesses, sailors that have acquired specialized knowledge and demonstrate top-level skills are becoming more needed. So NYK is undertaking this move in order to fill positions that require seamen with particular technical expertise. The company’s new work-style will also help allow Japanese sailors to choose areas in which to settle and contribute to the local communities. Several officers’ and engineers’ employment is scheduled at the moment to start either from April or October of 2016. NYK is going to continue its efforts of securing and training technically advanced non-Japanese seamen, who professionally man the bulk of the company’s fleet and it is going to also continue its numerous efforts of enhancing its employment methods in order to ensure stable transport services.
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