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VOLUME XII NO.3 ISSN 1908-0972
PHP120
MAY - JUNE 2017
MARINO WORLD
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Feature BALANGAYS CARRY FLAG AT MANILA BAY Governance A National Maritime Agenda TEAM PHILIPPINES!
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Special Report THE SHIPBOARD TRAINING CRISIS
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Cover Story
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ONE TEAM, ONE BAHRI!
Feature
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DIAZ FOR THE RECORD
Content
ABOUT THE COVER Layout by: Jhon Henson Ong
One large ship is impressive enough, how much more a fleet --dominating in six specialized sectors of the logistics industry! This is Bahri, starting with just four vessels but
grows to be an undisputed world leader. More importantly, it keeps a vision of expansion, of service quality, and of staff and crew competence and professionalism.
EDITORIAL BOARD Publisher
Editorial Consultant
Lyn Bacani
Creative Director
B. Cortes Lagac
Content Critique
Commo. Dante Jimenez
Eva Tan
Jhon Henson Ong
Legal Counsel
Atty. Manuel Obedoza Jr.
News and Feature Writers Coca H. Strobar
Ligaya Caban
Contributors Ms. Merle San Pedro
RAdm. Adonis Donato
Atty. Cristina Beltran
International Contributors
F R Chowdhury
Mark Millar
Richard Teo
Special Project Manager
Visayas Correspondent
Photographer
Circulation Assistant
Gel Miranda
Joamirica Tud
Boy Ilano
Joana Marie Tud
EDITORIAL OFFICE Tel. / Fax (632) 521-3633 Mobile (63) 906-491-2777
1732 Modesto St., Malate, Manila, Philippines marinoworldpublication@gmail.com
Published by Bacani & Associates Media Services Co. (BASMS) www.marinoworld.com.ph
Publisher’s Note
Seafarers,
Matter?
Seafarers Matter, official theme of the 2017 Day of the Seafarers. IMO Secretary-General Kitack Lim in his official video message emphasizes, “Even though seafaring can provide the basis for a fulfilling and satisfying life-long career, it is still a difficult and demanding job. Long periods away from family and friends, and the pressure to perform in today’s economic environment can create their own stress. It’s easy for seafarers to feel lonely and isolated to imagine that they don’t matter.” The Day of the Seafarer every June 25th is in a resolution of the 2010 Diplomatic Conference in Manila as it adopts the revised STCW Convention. In 2011, Pres. Aquino also declared this as the Day of Filipino seafarers. We celebrate it twice a year since Proclamation 1094 of 1996 by Pres. Fidel V. Ramos also called for the annual observance of National Seafarers Day and urging all government agencies and private institutions to extend support in the observance as well of the National Maritime Week. Throughout the country, the said events have seen
various forms of celebration in cities with major ports. The Apostleship of the Sea continues to lead in the celebrations of the National Seafarers Day every last Sunday of September. The Baltic and Intl Maritime Council (BIMCO) report of 2016 states the Philippines is only second to China in the global supply of seafarers. China is first on officers, the Philippines second; China second in ratings, the Philippines tops. BIMCO is now the world’s largest international shipping association, with more than 2,200 members globally. MARINA Administrator Marcial Amaro III disagrees and claims China included its domestic seafarers in the total while the Philippines we only submitted those that are onboard international vessels. Amaro glowed with even more figures at the MARINA launch of the Formulation of the 10-Year Maritime Industry Development Program (MIDP) last June 1st that 23,000 seafarers in 1975, “our country currently has almost 700,000 seafarers.” Of the 695,742 seafarers, 17% are officers and 35% are ratings of the world total. They remit about $5.57 billion (PhP280 billion) to the national economy finance public development projects. More importantly, support families and
children on the necessities of everyday living. Over the formalities and ceremonies, the elemental consideration is how we value and protect our seafarers, a heritage of generation and geography. We have proven this to date on our being Manning Capital of the World; in the ancient past by unearthed cultural icons like the balangay wooden boats of antiquity. Words, words, easy and glossy every ceremonial occasion. Like we call overseas workers bagong bayani (modern heroes) but let them suffer sunstroke and cold nights on the pavement as they follow-up documents for deployment. And reforms in the teaching institutions as underscored by EMSA, fair benefits for seafarers and due protection to cadets plus pragmatic mechanics of retirement and reintegration. Indeed, we also must rein our own words and words and words as problems are complex on the synergy (or pollution) of professionalism, fiduciary profits and political power. Maybe we should address things one at a time. But what first, the chicken or the egg? Heck, that is why we have elections. And now, social media--- for the voice of the unheard, the moans of the mute, and the double-talk of the uring naghahari, the elite and the elected.
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Governance
DOTr U/Sec Judan and MARINA Admin Amaro
A NATIONAL MARITIME AGENDA
TEAM PHILIPPINES! by Coca H. Strobar
A nation perceived fragmented as the over 7,000 islands of the archipelago, tongues of unity seem descending on the main stakeholders --- mostly offering views yet expressed, leveraged, advocated, in a confusion similar to the Tower of Babel. Not anymore. Or more precisely, not any longer. For positions are now formally presented, generally complimentary and often supplementary to each. There are back channeling to promote views. And yes, there are backbiting to push the usual vested interest. But inured on a culture of impunity, the signs are for a Red Rooster on being able to adopt a National Maritime Agenda, in the very near future if maritime is included in the coming State of the Nation Address (SONA) of His Excellency, The President. Cheers. The Maritime Industry Authority (MARINA) launches the Formulation
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of the 10-Year Maritime Industry Development Program (MIDP) 20182028 in the celebrations of its 43rd Anniversary at the SMX Convention Center, Pasay City, June 1st.
potentials… to ensure that progress is accessible to all… Now is the time to rewrite a new history of the Philippine maritime industry and that depends on today’s meeting.”
MARINA Administrator Marcial Amaro III cites MIDP as pursuant to Presidential Decree 474 of June 1, 1974 by Pres. Marcos which also created MARINA. Section 5 mandates MARINA to “prepare and annually update a 10Year Maritime Industry Development Program… (to) contain a rational and integrated development” for the approval of The President.
Judan made an aside that the heart of former MARINA Administrator Maria Elena Bautista-Horn is still with the industry, to the applause of the audience. Ms. Horn is now VP-Corporate Affairs of SM Prime Holdings and authorized the use of the venue free-of-charge.
Amaro underscores “MARINA is not only a regulatory body governing the maritime industry but also created to help develop the industry.” (Marcos edicts under martial law are recognized and valid under the Freedom Constitution of 1986 supported by Pres. Corazon C. Aquino.) Representing the DOTr Secretary, U/Sec Felipe Judan (Maritime Affairs) says, “Let us work together to realize the great
Key sectors. Amaro believes “… in setting all plans, programs projects and strategies in a single document the MIDP geared toward achieving… inclusive growth in socio-economic through the Philippine maritime industry… crafted … from key maritime sectors.” He cites such sectors as the MARINA, domestic and overseas shipping, maritime manpower, ship buildingrepair-breaking, and fishing. Their perspectives should jell into a national maritime policy, strategy and agenda
“... that identifies priority areas for the government intervention and serves as a roadmap in attainment of the national objectives. Other speakers from key sectors: •
Ms. Amelia Menardo, Division Chief, National Economic Development Authority – Overview of the Philippine Development Plan 2017-2022 and Ambisyon 2040
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Mr. Dario Alampay, Jr., President, Filipino Shipowners Association Enhancing the Competitiveness of the Philippine Registry
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Atty. Pedro Aguilar, Executive Director, Phil Interisland Shipping Association – Modernization of the Philippine Domestic Shipping Industry Mr. Meneleo Carlos III, President, Shipyards Association of the Phil – Meeting Domestic Demands for Local Ship Construction: Issues and Concerns
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Mr. Ericson Marquez, Vice Chair for External Affairs, Joint Manning Group - Protecting the Welfare of Filipino Seafarers: Issues and Concerns
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Ms. Merle Jimenez-San Pedro, VPLuzon, Phil Association of Maritime Training Centers – Sustaining the Competitiveness of Filipino Seafarers Through Quality Maritime Education and Training
Presentations were followed by open fora, with reactors from government representatives. Ms. Nadine Bresemann, OceanMover UG–Technological Innovation for Public Transport – also delivered Connecting 1000 Islands with a Comprehensive Ferry Information System. She claims “OceanMover helps you to travel faster on Philippine waters” with display of ferry connections on its website in the near future in cooperation with MARINA, Ports Authority (PPA) and Coast Guard (PCG).
DOTr Sec.Tugade, PAMTCI VP San Pedro, PAMI SecGen Jimenez
Earlier. The Movement for Maritime Philippines (MMP) earlier proposed a Maritime Summit for the formulation and adoption of a National Maritime Agenda (NMA) simultaneously issued to DOTr Secretary Arthur Tugade, Judan, Amaro and PPA GM Jay Daniel Santiago. Summit theme is “Achieving Inclusive and Sustainable Socio-Economic Growth.” NMA provides maritime policy direction consistent with “Ambisyon Natin 2040” and defines operational strategies to be pursued in the next 10 years. It calls for pre-summit sector workshops on shipbuilding/repair, domestic shipping/fishing, human capital/ maritime education and training (MET), international shipping, port ancillary and maritime services. Only MET has so far been able to oblige. Action? On human capital, Marquez says JMG has long prepared a roadmap, touching even on contentious issues like those of the 2016 Revised POEA Rules and Regulations for seabased workers, legal and legislative concerns. JMG has organized several conventions except direct actions were a lot less than hoped for. Tailing on this reality are diverse views,
some sensible while others are suspect. But the overarching sentiment is for a national agenda, long overdue when gauged on the impact and import of the maritime industry to our national economy, family and personal livelihood. The sitting president has given the talk but not yet the walk. His men are on open ears, Sec. Tugade even proposing to align targets with the ASEAN meeting. True, things may not yet be working but already on the works. Attitudes of main stakeholders are quite surprising from the usual: they are now happy with little gains than annoyed with big letdowns. Calibrating. Marino World had earlier published that “… a surge seems powered by a commitment of interest by then presidential candidate Rodrigo Roa Duterte, Mayor of Davao City. At the Talakayang Eleksyon: Pagsulong ng Bayan, Maritima ang Kasagutan forum held at DMMA College of Southern Phils, Duterte signed on January 27th The Commitment premised on “The Philippines is in a most advantageous position with God-given vast maritime endowments…complemented by…hardworking coastal fisherfolks, globally competent seafarers, able maritime executives…” Recognizing this, Duterte pronounced “the development of a national maritime
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TEAM PHILIPPINES !
Architect’s Perspective
Angkla Cong Manalo
This will impact on the September Summit of MMP. Thus, an irony: from being largely ignored, the maritime industry has now the problem of overeagerness and duplicity. Angkla. It has set an annual Convention on June 30, primarily an Industry and constituency report from both government and private, into the status of the maritime affairs to be presented to President Duterte. The “jockeying” maybe for mention in the SONA, if at all The President decides space for the maritime industry and players therein.
agenda will form part of my government platform to achieve an inclusive economic progress.” Likewise, Duterte attended the Joint Manning Group (JMG) First Joint General Membership Meeting, March 10th at the Diamond Hotel, Manila. JMG deploys about 80% of Filipino seafarers and appears already prepared for a national maritime roadmap. Ms. Merle Jimenez-San Pedro acts as MMP chairperson, backed by heavyweight convenors who are presidents of their groups, like Capt. Arsenio Padilla (PMTC-Association of Maritime Training Centers), Engr. Felix Oca (PAMI- Association of Maritime Institutions), Atty. Brenda Pimentel (PMRSS-Maritime Research, Studies and Services) and Capt. Gaudencio Morales (ISP- Integrated Seafarers).
by industry leaders as RAdm Adonis Donato. Even senior legislators from the Lower House of Congress are in the act. Speaker Pantaleon Alvarez and Majority Floor Leader Rodolfo Farinas led a tenday (March 17-27) look-see on the actual conditions of the western and eastern Nautical Highways and roll-on, roll-off (RoRo) operations thereat as part of the chamber’s oversight function. Capt. Alfredo Vidal, MARINA OICDeputy Administrator for Operations, says “… a series of public consultations and dialogues…” will be organized nationwide in the next few months.”
Support. Transport Secretary Arthur Tugade has committed to regularly meet with industry stakeholders in support of The Summit. Owing to his maritime background, his Build Build Build program includes development of port infras. PPA Santiago mentions a Department of Maritime Affairs may be good for the country, a long-standing proposal
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JMG Vice Chair Marquez
Along the partisan politics of a Partylist, MARINA and MMP are among the majors wishing to be named in the SONA of The President in July before the joint session of Congress. The Philippines is already renowned for maritime manpower; maybe, the next step is to level up as a maritime power. A National Maritime Agenda could accelerate things, given the big leap to unite, to synergize for win-win results for all stakeholders. Team Philippines for the maritime industry --- itself a victory for the nation!
EDUCATION
A SPECIAL REPORT
THE SHIPBOARD TRAINING CRISIS Shipboard training (SBT) is a fundamental need of the maritime industry --- yet, an ongoing shortfall often swept under the rug or addressed in glossy words sans meaningful action. A more recent wake-up call is the M/V Starlite Atlantic tragedy, December 16, 2016. Off the waters of Maricaban Island, Batangas, the passenger roll-off, roll-on (RoRo) sunk with 20 cadets: 1 recovered dead, 11 missing and 8 survived as the crew of 13, 7 missing and 6 surviving. The wreck of the 41-year old vessel has not been found, of 1,407.45 gross tonnage built in Japan in 1975. The Marine Accident Inquiry Report by the Special Board of Inquiry of the Southern Tagalog Coast Guard released last January 31 declares the Starlite capsized and sank due to force majeure, the buffeting of Typhoon Nina. The mortal hit was when the ship was plying the raging weather because the Master decided to transfer to another sheltering area felt safer. There is a call for policy revisit, like banning cadets onboard during heavy typhoon. Longtime. Marino World asks some stakeholders who confirm SBT has been a problem, cadets on SBT even exploited like having to allegedly pay shipping companies or the officers in exchange for training certificates. Yet, there is no standard SBT program nor proper monitoring.
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That cadets are ordered the work of a regular crew but without pay; not insured being neither crew or passenger; if insured, on the cheapest premium for the lowest coverage. The MARINA website hosts Memo Circular 3 approved December 17, 1975 on “Apprenticeship Training of Graduates of Phil Nautical Schools and Marine Engineering institutions. But when clicked, MC 3 of July 5, 1982 comes out (unedited of spelling errors). MC 3 is pursuant to Section 13 of Presidential Decree 474 mandating MARINA to: •
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Establish and support a system of maintaining and developing a reservoir of trained manpower to meet the current and future needs of the industry, Secure the active participation of shipping and shipyards companies in the apprenticeship of graduates of nautical schools and marine engineering schools.
MC 3 was in anticipation of an accelerated increase in merchant marine vessels which, in turn, will require more qualified marine officers for deck and for marine engineering. The 13 private nautical and marine engineering schools and the State’s Merchant Marine Academy (PMMA) do not have apprenticeship training facilities. Expectedly, only about 30% of graduates
Cong. Manalo (Angkla) at Lower House hearing
continue with their maritime profession; the majority shift to other means of livelihood. MC 3 appears sufficient, if only implemented strictly. Also, MC 3 does not contain incentives sought by local shipowners to facilitate a decent SBT. They are unwilling, or unable, to bear the extra cost to them of SBT, plus the collateral risk of students onboard. Time change. Maritime schools are few during the ‘80s. But when the shortage of officers was felt by the industry, maritime schools proliferated similar to the boom of nursing schools --- wherein both need academic attention and facility regulations. As of March 2017 on AY 2017-2018, there are 51 MHEIs for first year enrollees to the BSMT program and 43 MHEIs eligible to accept first year students enrollees to the BSMarE program. CHEd data SY 2015-2016 states 25,855 completed the 3-year program (BSMT, 14,542; BSMarE, 11,393). 5,101 or only 19.73% completed the required 12-months SBT, 20,754 failed due to lack or incomplete SBT. This appears to be the pattern even of earlier years. Congress. The Lower House of Congress sinks deeper for remedial legislation. Committee on
Higher and Technical Education Chair Ann Hofer leads the hearing of House Resolution 706 filed by Angkla PartyList Nominee Jesulito Manalo to inquire “on conditions, rights, and privileges” of cadets on SBT still missing due the Starlite incident. In the three hearings (March 13, May 8, May 22) it appears Manalo seeks a law for the standardization of the insurance for cadets on SBT. Also pending is Manalo’s HB 707 for the Committee on Transportation to inquire on the sinking of the Starlite as it relates to maritime safety and the rights of those cadets on SBT or OJT (on-the-job training). Conflicts. Government policies appear on locked horns. CHEd conducted a 2nd public hearing/ consultation on the “Revised Implementing Guidelines on the Approved Seagoing Service Requirement” for the conferment of BSMT and BSMarE last June 5th at the AMOSUP Convention Hall, Intramuros, Manila. C/E Alfredo Haboc, chair of CHEd Ad Hoc Committee for Shipboard Training cited that among the proposed revisions: •
to Starlite. But receipts from Lyka’s belonging showed she paid P4,000, P200 of this for insurance coverage and an endorsement by the University to Starlite. But there is no payment from the school insurance as coverage is only accident within the school campus.) •
Fees for board and lodging may be collected as may be agreed upon by the MHEI and the shipping companies subject to the existing CHED policies, standards and guidelines on tuition and other fees.
Haboc claims the draft CMO is from extensive discussions starting from the creation of the ad hoc committee for SBT. But the draft CMO seems contrary to Dept. of Labor and Employment (DOLE) Order 129 Series of 2013, issued June 7, 2013 on “Rules and Regulations Governing the Employment and Working Conditions of Seafarers Onboard Ships Engaged in Domestic Shipping.” The content is in compliance with the 2006 Maritime Labour Convention (MLC) “to ensure the protection and welfare of seafarers employed onboard ships engaged in domestic shipping.” No fees or
other charges for recruitment, placement or for providing employment to seafarers shall be borne directly or indirectly, in whole or in part, by the seafarer, Rule VII on SBT for cadets. At the MARINA meeting with the maritime training institutions at the Heritage Hotel, Pasay City, April 21st Haboc was quoted, “(T)hey do not know the rules and DOLE issued Exec Order 129 and 130 and CHEd CMO 20, 2014 that payment for the SBT … is in violation of the MLC (more so coming when from the students).” Haboc explains to Marino World DOLE 129 is “an ideal policy” but impractical and the student suffers because there are not enough berths; shipowners are even confused whether they can charge on board and lodging during SBT. There was turf war before between DOLE and MARINA on MLC implementation. DOLE prevailed as the competent authority to implement the MLC 2006 or Seafarer Bill of Rights. •
Ensure that in case of any unusual events or incidents, the CHEd Regional Office and the parents are promptly provided with information or reports on the status of students
Ensure that the tuition fee for the forty (40) units seagoing service shall be collected upon enrolment or the institution’s payment scheme. The fee shall include insurance coverage of P250,000, at least, per student while on SBT on domestic vessels. (Parents of Cadette Lyka May Banaynal confirm receiving P25,000 insurance coverage but refused P282,000 offered by Starlite that demands a waiver on suits against the master, crew and shipping company. Lyka, 21, and a deck cadette from the University of Perpetual HelpLas Pinas, is yet the lone confirmed fatality, her body washed ashore at San Isidro, Batangas around 6pm, December 26th.
CHEd’s Haboc explaining
The school reportedly denied Lyka is enrolled and it has no endorsement
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THE SHIPBOARD TRAINING CRISIS
• 2000 to below 3000 GT, 8 cadets • 3000 to below 5000 GT, 10 cadets • 5000 and above GT, 12 cadets For cargo ships • 500 to below 2000 GT, 2 cadets
Dr. Arcelo of JBLMU
and assistance rendered. The agreement between the MHEI and the shipping company should include the responsibility in reporting the status of students. (In the Starlite tragedy, schools merely relied on mass media reports) When approved, revised MC 3 shall be fully implemented for SY 2018-2019. Tried.
• 2000 to below 3000 GT, 4 cadets • 3000 to below 5000 GT, 6 cadets •
5000 and above GT, 8 cadets Engine SShip’s Propulsion Power (in kW) •
750 to below 1500 kW, 2 cadets
•
1500 to below 3000 kW, 3 cadets
Michael Esplago, MARINA Maritime Education and Training Standards Supervisor confirms the agency tried a circular mandating shipowners to board cadets but it did not pass being “burdensome” to shipowners.
•
Marino World researched on-line and found a draft of a 2015 circular, “Shipboard Training Program for Deck and Engine Cadets” providing all ships in the domestic trade “to have the minimum number” as indicated:
Lack of berths.
Deck For passenger ships •
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3000 and above kW, 4 cadets
Esplago says another draft is being prepared to be discussed when MARINA Administrator Amaro returns from an IMO conference in London.
SBT is mandatory minimum requirement certification for officers in a navigational watch of ships of 500 gross tonnage or more. Also, for every officer in an engineering watch in a manned engineroom or as designated duly engineer in a periodically unmanned engine-room of ships powered by main propulsion of 750 kW or more.
It is a sine qua non component of maritime education and training, no less than 25% of the BSMT and BSMarE programs. SBT pertains to the seagoing service covered by Regulations II/1 and III/1 of the 1978 STCW Convention and Sections A-II/1 and A-III/1 of the STCW Code. Dr. Mary Lou Arcelo, Chair Emeritus of John B Lacson Foundation Maritime University, submits at the MARINA conference organized with the Intl Association of Maritime Universities held at the Hotel Sofitel, February 13th the “MET in the Philippines is very idealistic. Look at it - imposed student carrying capacity, mandated presentation deployment of graduates, regulated faculty loading, regulated student equipment ratio. It sounds fine, looks fine but how many schools in the Philippines would be able to carry out or impose the students carrying capacity?” Dr. Arcelo says equipment ratio, “we can do that as a matter of will” but her only trauma is the “mandated deployment of graduates.” CHEd CMO requires MHEIs offering BSMT and/or BSMarE programs “shall establish an agreement with MARINA-registered shipping companies” for the SBT of its students.” Violations. At the Association of Maritime Institutions (PAMI) 42nd Convention at the Malayan Colleges Laguna last February 10-11, Administrator Marcial Amaro III disclosed “… out of the 6,000 vessels that are plying under Phil flag doing domestic route, 200 are violating.” To the applause of the audience, Amaro says vessels are now being re-measured because these are down-sized on registration to pay less taxes and avoid
Esplago on MARINA views
additional expenses on students on MLC mandatories on payment or allowance, insurance and cabin for students. Amaro got a second applause when he promised a circular mandating, not requesting, domestic ships to have two students, at least, on SBT. Saturated. Joint Manning Group (JMG) Vice ChairExternal Affairs Ericson Marquez repeats the challenge he made 20 years ago to schools: reduce enrollment to half. JMG can only employ 5,000 of the 30,000 graduates. Arguably, the schools counter they cannot survive on that ratio. Marquez retorts, double tuition fees to get the revenue even with half of the usual the enrollment. Let maritime education be an expensive course, adds Marquez. The schools claim CHEd will disallow increased fees, more so when so high. It appears conflicting advocacy may be on stalemate. But Government may find the middle ground, a win-win for stakeholders even on the current saturated market and a challenged maritime industry on the global stage.
DOTr Secretary Arthur Tugade extend a healing hand at the same PAMI Convention by asking for regular dialogues of the partners, as Government is willing to help “within the bounds of reasonability, within the bounds of what is legal and within the limits of good governance.” Tugade looks at PAMI members not just educators nor businessmen. More, “the maritime institution have been generously and unselfishly giving your money, your sweat, your blood and tears so that these seafarers, the Filipino, will continuously sail and sail successfully.” Flashback. Marino World has earlier noted shipowners associations like the Norwegian Shipowners Association and the Intl Mariners Management Association of Japan pour in investments in education and training of Filipino cadets, the future mariners to man their ships. “These Associations underwrite sponsorship programs noting our good attitude, track record displaying knowledge and skills. Not surprising, many of our cadets are now captains and chief engineers, marine officers and maritime executives --- contributing to
the international industry and national economy. There is an extreme shortage of vessels for the mandatory shipboard training. This makes more difficult and expensive earning degrees in maritime education, in exploring possibilities in the maritime industry. A lot of promising students falloff, content themselves on being ratings instead of officers, becoming menial labor instead of merchant mariners for the blue waters. Again, we see the disparity of protection (really, of concern) between international shipowners, and local operations. The former invest heavily on the cadets, the latter search for short-cuts for compliance at the lowest expense. Whether this is pragmatics of business or just limitation of funds for CapEx and OpEx, we cannot even hazard a guess as factors vary. On simplistic terms, the Philippines should invest more on the cadets for the future of the country in getting a chunk of the world trade. Her resources maybe challenged but may leverage with a team effort: Government and regulators, industry and investors, students and teaching/training faculties.”
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OUR POINTS OF VIEW “THE CHIP & THE OLD BLOCK” RADM ADONIS B. DONATO & MS. CHERI MARIE D. VILLASIN Chairman & Vice Chair, OSM Maritime Services
A TOAST TO FUTURE OFFICERS Dr. Jose P. Rizal once said, “the youth is the hope of our fatherland.” In his books and manuscripts the belief in the fullest potentials and capabilities of the young in bringing about the desired physical, social, political and economic change to the nation had been much emphasized. True enough, the youth of every generation holds the power to contribute to improving life and transform the world to a much better place. With the shipping industry confronted by the perennial global challenge of an ever- growing shortage of ships officers, the education and training of the young are given utmost attention. Fact is, a good number of shipping companies and principals do invest in cadet training programs to ensure the steady supply of highly competent officers in their fleet. Cadet Training Programs are established worldwide to source out young, talented, bright, enthusiastic, disciplined and dedicated cadets to develop them to high-caliber, competent and world-class deck and engine officers for international flagged vessels. In the Philippines, the longest running Cadet Program is the Norwegian Shipowners Association (NSA) Philippine Cadet Program for about 25 years now.
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NSA is a project of the Association of Ship Owners Training and Education Project (ASO-ATEP) which provides scholarship grants and the best maritime education to deserving applicants. NSA has partnered with local shipping agencies as well as with premiere maritime academies, namely: PMMA, John B. Lacson Colleges FoundationBacolod, DMMA College of Southern Philippines and the University of CebuLapu-Lapu and Mandaue. Together, they raise the bar for the maritime training and education for the competencies of Filipino Seafarers through quality education aligned with the European Maritime Safety Agency’s (EMSA) audit for the Philippine compliance with the STCW International Convention. For OSM Maritime Services, it has been an active and invaluable partner of the NSA in the development and training of cadets for almost two decades now, since 1999. Over the years, OSM has produced about 800 recipients of the Cadet Program. Most are in operational level positions as junior officers; some in management positions as C/E and Master of the OSM Fleet. The rest are still working their way through college as cadets and apprentices
onboard international vessels. In 2006, OSM partnered with NSA in its Electro Cadet Program, a bridging program for licensed graduates of BS-ECE and BS Electrical Engineering aimed at producing future Electro Technical Officers. At present, OSM prides itself in its very own Catering Academy Program on vessel cookery and offer hands-on training for a successful career as Chief Stewards and Chief Cooks aboard ships. On a personal note, working with these brilliant cadets of OSM for more than a decade (2003-2014) serving as Cadets Manager had been a fantastic and empowering experience for me. They beamed with much hope and life in the anticipation of their bright future and good fortune. With a dream in their heart and a vision of their aspirations they burn the midnight oil and endure the rigorous physical, emotional, social and psychological demands of their education and training in school. During onboard apprenticeship, they muster strength, mind, heart and spirit to brave the storms and face the perils of the sea despite inexperience and inadequacies. The Maritime profession is for real men and not for boys, for the brave and daring and not for the weak and timid. That is why several cadets
who do not survive the challenges of the raging sea or do not meet the standards are expelled, removed from the pack. Those who never gave up, who defy adversaries and challenges, finish the course are rewarded with manning ships as officers or licensed officers-in-charge momentarily sailing as ratings awaiting the chance of being full-fledged ships officers. Guiding, inspiring and challenging cadets to give their best --- never giving up hope, keeping the courage to live up to their dreams --- is one tough job! Young, they are inclined to slow down and easily lose heart specially when setbacks cast grim stares. Moments like this is very crucial, sensitive and yet poses a perfect opportunity to influence and inspire these youngsters to make a difference in their lives. The key is to see their own worth through our eyes and never for one moment doubt they can do great things if they just believe in themselves, to fight the battles of life headstrong. Accept failures, endure mistakes but be swift to forgive oneself and move on to pursue their dreams! We, as their teachers, managers and superiors should
train them to be the best version of themselves, honorable and respectable gentlemen and officers, through our own actions, through our own examples! Let us embrace our dignity as Filipinos and teach them to love their own race and their country as they love their own family. We should be proud of the Filipinos both seafarers and OFWs working overseas who risk lives to earn a decent living, to labor long and hard despite the distance from their families --- in the service of humanity and the world!
Let us challenge our youth to continue the great contributions of our forefathers and to uphold the Filipino seafarers’ good reputation as being the best there is in the world! Lastly, let us support our youth, our cadets of today and ponder on the words of US President Franklin D. Roosevelt, “we cannot always build the future for our youth, but we can build our youth for the future.� God bless, and cheers to our cadets --our future industry leaders!
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HIV-POSITIVE SEAFARER GROUP LAUNCH By Coca H. Strobar
PMP Founder Gamido
The first organization for HIV-positive Filipino seafarers, Positibong Marino Philippines (PMP), was launched May 31st at the AMOSUP Convention Hall in Intramuros, Manila. It is a support group that protects the rights of HIV positive seafarers and their families. PMP aims to: •
•
Aid, empower and assist displaced seafarers to normal, productive life through continuous employment on merchant ships or other maritime related endeavors by establishing a strong network through information sharing; Be a venue of openness and acceptance of Filipino seafarers with HIV/AIDS and their families, with the maritime labor and shipping industry stakeholders in raising the understanding of the disease through continuous education;
•
Coordinate, liaise, interact, partner with other similar organizations, private or public or government, local or foreign, to assist the sick with proper care; and
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Provide mental and legal support to all HIV-positive seafarers of any nationality.
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Founder. Founder and president Jebsen Rederri Go Gamido is HIV positive for seven years, even before sailing as a deck cadet for the first time. Gamido explains, “I have faced so many challenges to getting employment on board ship. That’s why I am committed to build this network of HIV positive seafarers in the Philippines … We will challenge the stigma and discrimination around HIV/AIDS and fight for our rights, especially in the Philippines, where employment discrimination based on HIV status is prohibited by law. In touring the country for every opportunity to express advocacy, he recalls that his last stint on board was 2014 because the company followed the rules in hiring him, even if he is HIV/AIDS positive. The crew was just advised of his health condition. Laws. Pursuant to Republic Act 8504, also known as AIDS Prevention and Control Act of 1998, Dept. of Labor and Employment (DOLE) issued Order 10210- Series 2010: Article VII, Section 35 prohibiting discrimination in any form from pre-
employment to post-employment, including hiring, promotion or assignment, based on actual, perceived or suspected HIV status of an individual; so with termination on such sole basis. Article VII, Section 36 also mandates no school shall refuse admission or expel, discipline, segregate, deny participation, benefits or services to a student or a prospective student on the basis of actual, perceived or suspected HIV status. Support. Three major mariners group readily support PMP, namely the International Transport Workers Federation (ITF), Associated Marine Officers and Seamen’s Union of the Phil (AMOSUP) and the Joint Manning Group (JMG). AMOSUP President Conrado Oca explains, “AMOSUP has always been a champion of fair and equal opportunity for our seafarers and such spirit has always been in the core of our existence as a union… The change of mindset shall begin from us so that affected seafarers will be given an equal opportunity to serve the maritime industry.” Others who spoke at the launch: Dr. Syed Asif Altaf Chowdhury, ITF Global HIV/AIDS Coordinator
Admiral Eduardo Santos, MAAP president Mr. Eduardo Manese, JMG Chairman Mr. Gerry Rubio, DOLE Info and Publication Service OIC Mr. Celestino Ramirez, AIDS Society of the Phil Mr. Owie Franco, Pinoy Plus Ms. Gerlita Maquirang Condino-Enrera, UNICEF ITF launched this year a wellbeing app for seafarers to easily access on mobile devices up-to-date information and guidance about HIV/AIDS. The app is free, available on both Android and iOS devices. It provides the basic facts on HIV/AIDS – how it is transmitted, the symptoms, how to prevent being infected and what treatment is available. It also gives examples of workers who have challenged the stigma around the disease, and sets out what international and national rights a HIV-positive worker has. The app also corrects the fiction a person
with HIV can no longer work. The app explains an HIV positive person is as qualified as anyone else for any type of employment. Being infected with the virus does not alter one’s capacity. Awareness. On the endorsement of JMG, HIV-AIDS awareness is now part of the PreDeparture Orientation Seminar (PDOS) for those to work abroad. It includes a video presentation on the awareness, prevention, and control of HIV/AIDS for seafarers. AMOSUP Medical Director Alejandro Ortigas clarifies two things need be done on HIV/AIDS: prevention and testing. On prevention, education is key to understanding. Testing establishes whether one is infected or not. For the afflicted, medication is available and free like ARVs (antiretroviral drugs). It is also vital to understand the disease is not communicable on mere touch, sneeze or usage of things used by the afflicted. It is transferred through blood transfusion, unprotected sex or to children of mothers with the disease. But once the mother is cured, her baby is safe already.
Statistics. Every day this March in the Philippines, some 30 individuals are diagnosed with HIV, the highest number ever reported since 1984, according to the Dept. of Health (DOH). In March, 968 new HIV cases were registered, 32% higher than in 2016 of only 735, as reflected on the March 2017 HIV/AIDS Registry of the Phil (HARP) report. HIV attacks the immune system, the body’s natural defense against illness. Over time this leads to acquired immunodeficiency syndrome (AIDS). Of the 968 new HIV cases, 108 were fullblown AIDS cases, with 27 deaths. About 59 overseas Filipino workers (OFWs) were also found to have acquired HIV/AIDS, all through sexual contact. For the first three months, the DOH has already reported a total of 2,661 new HIV cases, including 292 AIDS cases, and 155 deaths. The total since 1984 is 42,283 HIV cases, including 3,957 AIDS cases, and 2,124 deaths.
Supporters: Oca of AMOSUP, Chowdhury of ITF
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Cover Story
Unified Bahri Revved for Excellent Service.
ONE TEAM, ONE BAHRI Bahri is a global leader in transportation and logistics, rooted to 1983 when it operated only four general cargo vessels. Now, Bahri stands as the world’s largest owner and operator of VLCCs, the leading operator of medium range chemical tankers, with many more newbuild vessels under construction. The whole team at Bahri is passionate about delivering safe, environmentally
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efficient and reliable services to all their stakeholders. This was demonstrated by the senior management team at their successful conference in Manila, their 11th Annual Crew Conference. Held from May 22nd to 24th at the New World Manila Bay Hotel, it brought together 48 officers and 55 crew ratings and provided them with an opportunity to interact and exchange views on safety and welfare matters.
On the eve of the conference, the teambuilding and fun kicked off at a bowling tournament held at the lanes of Paeng Nepomuceno, the legendary Filipino world champion bowler. There was no mistaking the aim: ‘One Team, One Bahri --- Working Together to Achieve Success.’ A range of Bahri and external industry specialists joined the conference and
discussed a number of insightful topics over three days, with the focus being on fostering greater teamwork, openness, and collaboration. In addition, an open forum encouraged members to share their views and suggest improvements from their perspective. Focus on Safety. Company policies, commitment and safety culture were discussed by Bahri Ship Management’s senior executives: •
Michael Bradshaw, Senior Manager – HSEQ and DPA
•
Nikola Nekic, Marine Superintendent
•
Anup Khan, Senior Manager – Marine and CSO
•
Mark Buchanan, Fleet Personnel Manager
Other speakers included: •
Raul Montenegro - Cultural Awareness
•
Capt. Shajed Khan of Britannia Steam Ship Insurance Association Navigation and Critical Maintenance
•
Dr. Mildred Aze of SuperCare Medical Services - Medical Trends, Healthy Lifestyle Aboard and Ashore
•
Almohaned Alshathre, Bahri’s Public Relations Manager - Rebranding and Corporate Image
Mr. Bradshaw emphasized, “The senior management of Bahri is absolutely committed to safety, making sure that our seafarers go home safe and sound, adhere to the regulations, and maintain the strong and positive reputation of the company.”
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ONE TEAM, ONE BAHRI
Crew active in sharing views.
During the conference, he also conducted a reflective learning exercise with an active engagement session exploring the anatomy of an accident. This was a hugely successful case study and proved to be highly emotive and engaging for everyone. The Challenge. Bahri already employs 213 junior and senior officers which translates to 20% of their Filipino crew. The balance is made up from its pool of ratings and cadets. Mr. Buchanan advised the junior officers, “We want to give you the opportunity to aspire towards senior roles in our fleet. To achieve this, you must learn your roles well, behave as safety ambassadors, and be positive with regard to your own personal development.” The fleet personnel manager also challenged Centennial Transmarine, Inc. (CTi), Bahri’s trusted manning agency of 10 years, to develop their pool and attract the best people. The great news delivered by Mr. Buchanan was that the new build VLCC program would be manned predominantly by Filipino crew ratings. High performance standards were, therefore, needed. Bahri Ship Management (formerly Mideast Ship Management) is committed to holding similar events later this year across its seafarer manning network in India, Russia, and Europe.
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Who is Bahri? Formerly known as NSCSA (National Shipping Company of Saudi Arabia), Bahri was created by a Royal Decree as a public company in 1978, with 22% held by the Public Investment Fund (PIF) of the Saudi government, 20% by Saudi Aramco Development (SADCO), and the rest listed on Tadawul, the Saudi stock exchange. In the last four decades, Bahri has grown as one of the biggest transportation and logistics conglomerates in the world, pre-eminent in six areas, namely: Oil, Chemicals, Logistics, Dry Bulk, Ship Management, and Big Data. It is the largest owner and operator of VLCCs in the world, and the largest owner of chemical tankers in the Middle East. It owns 85 vessels: 38 VLCCs, 36 chemical/product tankers, 6 multipurpose vessels, and 5 dry bulk carriers, with an additional 8 VLCCs on order.
Senior officers at the bowling tourney
Bahri has a solid network of agents across the Middle East and Africa, USA, Europe, and Asia. Corporate Heart. While maintaining a sharp focus on business and profitability, Bahri is steadfast on corporate social responsibility, which it pursues actively: “Bahri always strives to deliver quality services, identifies long-term business opportunities, maximizes employee care, attracts enthusiastic customers, develops communities, respects the environment, and promotes responsible citizenship.” While other companies may talk about ideals in glossy words, Bahri firmly commits to, and lives, its values through its people. Bahri is an icon in innovative transport solutions contributing to the Saudi Vision 2030 --- that of connecting economies, sharing prosperity, and driving excellence in global logistics services.
Feature
Balangay proudly plies Manila Bay.
119th Independence Celebration
BALANGAYS CARRY FLAG AT MANILA BAY by Coca H. Strobar Replicas of three ancient boats (balangay), Sultan Sin Sulu, Lahi ng Maharlika and Sama ng Tawi Tawi, sailed Manila Bay on June 12th, the 119th Philippine Independence Day.
Protocols.
On the same day in 2009, the first balangay replica, Diwata ng Lahi, was transferred to Manila Bay and sailed on June 24, Araw ng Maynila (Manila Day).
There were two sailings, in the morning and afternoon with 50 passengers who were fetched from and returned to the Quirino grandstand by the Coast Guard (PCG). Security procedures were strict like inspection of belongings, use of K-9 Unit sniffing dogs, and the regulatory lifejackets.
On both occasions, the national flag waved proudly on the theme, “Layag ng mga Balangay para sa Kalayaan at Kapayapaan!” (Balangay sails for freedom and peace)
Motor bancas also escorted the balangay, another level of security given the threats of terrorism spawned by the on-going Maute Rebellion in the Muslim City of Marawi, Mindanao.
Team Balangay leader Art Valdez says, “This is the best place to show this kind of ancient boat… to steer up maritime consciousness.
Heritage.
We’re made to believe we are landbased people, when in fact we are maritime people and what more symbolism than ride in a boat like this.”
Early Filipinos were a people of the sea, living in coastal villages or near rivers. Boats were in aspects of life like fishing, trade, warfare, piracy, travel, communication, and dwelling. The Balanghai or Balangay or Butuan Boat is a plank boat adjoined by a carved-out
plank edged through pins and dowels. It was first mentioned in the 16th century, in the Chronicles of Pigafetta, and is known as the oldest pre-Hispanic watercraft found in the Philippines. The balangay is the first wooden watercraft excavated in Southeast Asia, only found in the Philippines even when a flotilla of such prehistoric wooden boat exists throughout the world. Nine specimens were discovered in 1976 in Butuan City, Agusan Del Norte, Mindanao. Three have been excavated found to date back to 320, 990 and 1250 AD. The finely built boat, made without blueprints but taught from one generation to another, uses a technique still used by boat makers of Sibutu Island. It is 15 meters long and 3 to 4 wide, propelled by sail of buri or nipa fiber. It holds 90 of crew, warriors, captives and cargo. Valdez adds, “… we are shipbuilding and seafaring … long before the coming of Europeans… Our real world lies on MARINO WORLD
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Neglect. Diwata ng Lahi, the first replica and built at the CCP grounds was loaned to the National Museum, declared as important cultural property, currently on display (and repairs) at the museum grounds.
Art Valdez, core leader and Renaissance Man
Pres. Fidel Ramos was at the ceremonial laying of the keel on April 24, 2009 to start construction. It is a tradition that invokes good fortune and safe voyage. The lashed-lug planked boat technique is attributed to the pioneers of Southeast Asia, the Austroneans, ancestors of the Filipinos. Former U/Sec Valdez laments, “The National Museum has neglected and it’s about to break up in parts… That boat took care of us for 17 months… (it could have lasted) if you have taken cared of that.” He adds, “That’s how we take care of our cultural icons …very disappointing.” Crew. The core is led by Valdez, a native of Bacolod, also leader of the First Philippine Mount Everest Expedition which scaled the highest mountain of the world with Leo Oracion, Erwin Emata, Janet Belarmino-Sardena, Noelle Wenceslao and Carina Dayondon.
our maritime domain where more water than land and we should… martial all our resources and aid agencies to optimize our maritime potential.” Replicas. Sultan Sin Sulu is 18.28 x 3.04 x 2.12 meters, gross tonnage 29.27, net tonnage 5.78; Lahi ng Maharlika 21.33 x 3.65 x 2.13 meters, gross tonnage 41.01, net tonnage 12.30 and Sama ng Tawi Tawi 22.86 x 4.10 x 2.04 meters, gross tonnage 7.00, net tonnage 5.0. Sultan Sin Sulu and Lahi ng Maharlika are new boats built this year in Maimbung, Sulu by Sama badjao of Tawi-tawi. A drill was used to bore holes for the wooden pegs. Also, PCG requires a spare
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engine for any boat sailing the Philippine seas. Sultan Sin Sulu and Diwata ng Lahi have no engines.
Support crew were Ted Esguerra (team doctor) Voltaire Velasco (climatologist) and Fred Jamili, logistics and technical support.
Just a sail is manageable if operating daytime only, also simpler to operate than an engine which constantly gives problems. But during inclement weather, an engine adds to safety.
On the first balangay project, Valdez frankly admits of the risks as they did not have any trained seafarers and he makes “the final decision when to sail or not.” Technical people joined later but Valdez believes the voyage proved seafaring is in our blood --- what else could it be but DNA, but a heritage of guts and angst crossing seas burned by the sun, guided by the stars?
Masawa Hong Butuan (2nd boat) is named after Butuan, the ancient kingdom and current city in Mindanao, returned to where she was built at the Luna compound, besides the Agusan River. Sama ng Tawi-tawi (3rd boat) is named in honor of the boat builders from the Sama Dilaya tribe of Sibutu and Sitangkai who join the second voyage.
Early joiners are (PCG) Reynaldo Godoy, Nelson Ojano and Jan Paul Rodriguez; (Navy) Ronel Satelices, Michael Loyolo, Peter Punongbayan and Jovito Benosa III; (Badjao)Ibrahim Abdulla, Jubail Muyong, Abdul Gamar Abdulla, Sukrie Jauhal and
Deckhand, John Manginsay, Dr. Esguerra
Junior Mura. Later, 2nd Mate Lemzar John Manginsay (Teekay Shipping) and OIC Lemzy James Manginsay (Fleet shipmanagement). Both are graduates of the Merchant Marine Academy (PMMA) and John skippered the Diwata ng Lahi in 2009 and the Sama ng Tawi-Tawi today. A native of Butuan, John believes we have to sail to show the spirit. He even observes in Hong Kong, old boats are offered to tourists; perhaps Balangay could also be a jump-off point in tourism (aside from enriching maritime heritage). Replays. On September 3, 1976, the relic of the oldest Philippine watercraft was discovered in a Butuan burial grounds with oriental ceramics, gold ornaments and evidences of a thriving port. Precursor of a series of celebrations, PCG Spokesman Armand Balilo welcomed the Balangay Team, families and friends, the media on May 25th at the Cunanan wharf, PCG Heaquarters. Teen-agers in the crew are Khalil Esguerra, 17, son of Dr. Ted; Kyle Mark Ban-eg Bongayon, 18, son of Atty. Joy Ban-eg, OIC Executive Director -MARINA-STCW Office. This year, the Balangay Team sailed to Sulu to commemorate the 600 years of direct relations with China of the Middle Kingdom. This was 1417 when Sulu Sultan Paduka
Batara left with his family and 300 nobles for a mission to pay tribute to the Ming Dynasty; to seek preferential trade agreement. They came onboard crafts like the balangay and were received well. On the way back home, the Sultan fell ill and died. The Ming Emperor was distraught and ordered a royal funeral in honor of the Sultan. In respect and gratitude, the wife and two of his children remained to tend to the tomb. They were granted lands and citizenships. Today, there is a sizeable community of the Sultan’s descendants in the City of Dezhou, 320 kilometers south of Beijing, in northwestern Shandong. The Sulu trip this year is supposed to proceed to China but for the harsh monsoon of waves and wind. It is postponed to March, 2018, as the boats are restructured to sail and be back before the southwest monsoon. This is the second attempt to China, the first in 2009 when the team plied on ASEAN waters, along south of TawiTawi, then Malaysia, Brunei, Indonesia, Singapore, Thailand, Cambodia to Vietnam in an adventure of 17 months. They survived nine storms but aborted the China sojourn as too risky, Christmas too close, the crew very tired, lonesome for their families. Targets. The voyage hopes to: •
Reconnect the present with the historical past; for one who refuses
to look back will not arrive at destination, says Dr. Jose P. Rizal, the national hero. The voyage aims to bring us back to the greatness of our ancestors and how colonialism robbed these away from us and produced the Filipino of today. •
Trace the migration of our ancestors who were Austronesian-speaking people from the Southern coast of mainland Asia.
•
Install Enrique De Malacca, the IndoMalay, as the first to circumnavigator of the world.
Enrique (a.k.a. Enrique Negro, Black Henry, Panglima Awang), was sold to slavery. At 13, he met Ferdinand Magellan in Sumatra and travelled with him for years as personal servant. He was in the 1519 Expedition to seek a western route from Spain to the Moluccas or Spice Islands. Enrique spoke with the Visayan natives for the Spaniards. When Magellan was killed at the Battle of Mactan, Enrique jumped ship and fled Cebu. When the survivors returned to Spain, Navigator Juan Sebastian Del Cano and Father Antonio Pigafetta were honored as first to circumnavigate the world. Not the faceless and nameless 16 other survivors, and not Enrique de Malacca --- an IndoMalay slave, Cebu-born and Filipino. Team Balangay is trying to rectify the wrong, boldly against history written in the perspective and interest of the victor.
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Special report
Diaz: on fire or fired?
TEMPEST AT THE STCW CUP
DIAZ FOR THE RECORD By Marino World Editors
For Asians, loss of face is a major affront and invites unreasonable retort like violence. It has morphed to different forms, even as cultural dysfunctions like the rido or vendetta,of tribal and clan wars in lush jungles and voting precincts. Filipinos even talk in third person language to guard against offending, never confrontational. Again, time warped this into talking behind backs (chismis in the vernacular) which yellow journalism and the social media made worst into blind items and Internet “facts.�
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In a teacup, this is the brew at the Philippine STCW Office which Capt. Eleazar Diaz heads and, expectedly, receives gale-force accusations of corruption and similar pitches and rolls in the stormy sea of regulatory public service. It appears changes are decided but implementation is on hold. DOTr U/ Sec-Maritime Affairs Felipe Judan tells Marino World of a reorganization of regional heads but no one is yet picked as replacement for Diaz. He has filed a courtesy resignation yet seems open to
continue serving given the confidence of The President despite critiques and criticisms. Judan is not averse to Diaz, so is Administrator Amaro who is also target of sniper fires. Last May 26th, Amaro says the May 31st end of tenure is not cast in stone. President Duterte must decide, regardless of any alleged preagreement tenure is only until the end of EMSA audit by the European Union. Diaz is aching to meet his detractors to express his side. This shall also assuage
his family living in the US who are now bothered by ill reviews of Diaz’ tenure at the STCW Office. On May 23rd and May 26th, Diaz confirmed to Marino World his tenure is until May 31st only as advised in April by Amaro based on an agreement Diaz is off after the EMSA audit.
o
At 57, Diaz options include re-opening his company in the United States. Above all, he could compensate on his three years “leave” from his wife Tina and teenage daughters. He is proud of his maritime profession and grateful on his success as a businessman. He feels blessed and fulfilled, quota na (done what should be).
o
His peers even gave him a good review at a casual “farewell” gathering in his STCW Office last May 31st and posted on the FaceBook the same day.
o
Thorns. But there’s Nelson Ramirez, print journalist and television host, president of the United Filipino Seafarers (UFS) with point-blank accusations of corruption: •
o
April 13th, Diaz authorized Jessamyn De Vicente to process CoCs in Dubai even if she is a CEMET Maritime staffer, nonorganic to MARINA. This is a breach of protocol highly suspect to mulcting money from seafarers. o With the implementation of the amended STCW, Diaz says our seafarers there complaint their licenses issued from here are not honored as major and minor patron (accepted earlier since Dubai and the Philippines both have coastal waters). o A vacationing newly-weds has a brother who is a practicing yacht captain familiar with our seafarers problems in
•
Dubai, Kuwait and Fujira. They asked for our STCW help and Diaz agreed to assist the undocumented, the direct hires since there is no agency in the area. Diaz claims his secretary drafted the commitment letter which only MARINA alone could commit to do. The basic intent is to assist our nationals overseas but the method violates the law and protocols. A CoC costs P2,000 to expedite at the MARINA. Ramirez claims this was made P2,000 dirhams, almost P79,000 on the currency exchange of P1 to 36. Diaz claims Ramirez extrapolates this to 3,000 seamen applying. The total extends to a whopping P89million fund, give or take. Diaz also claims Ramirez called on him a day before the alleged “expose’” but he did not give credence on the “innuendo.” Presumably on Diaz deadma (unconcern or brush aside), Ramirez called a presscon at the Aristocrat to “divulge” the issue publicly. A group of seamen from Dubai posted April 24th on FB gratitude for Diaz, with signed attachments that he is doing good and should be supported. A Capt. Espella was mentioned as involved. The seafarers issued 0097-14399-4042, a telephone number of Espella’s previous company to verify “bakit siya tinanggal” (why Espella was fired).
That in January, 2017 Diaz signed an authorization to access the official system to download and upload questionnaires on examinations. This act should have been only from the Chairman of the Board of Examiners. The alleged
“usurpation of authority” is being blamed for too many scoring 100% plus the surprising rise of review centers. o Contributing to the rise of review centers are the expansion of existing ones or franchising in selected areas. On August 4th, Diaz hired Accenture which is an IT security expert. It was discovered the current software solution could be accessed remotely from outside the system. Diaz clamped against it, removed the Internet connection to be a stand-alone system to prevent hacking or unauthorized access. o Diaz says he even reviewed some questions and added 2,000 more on the data bank. He dislikes a default that a question may be disabled on a tick. o Ramirez documents Diaz signed Jan 24, 2017 a Special Order on the Authority to Access the system at AMOSUP (to download and upload questionnaires for deck and engine officers exams). In earlier circulars, Amaro is always among the signatories. On this one, only Diaz signed authorizing only seven persons of his sole and personal confidence, so it is claimed. •
Mariana of Capt. Jaime Santos,a Diaz batchmate, is the only assessment center for ratings. Is this reasonable? o Diaz reasons there are others applying but still incomplete of requirements. In Cebu, Protect has applied but still not compliant. Seaquest also has not submitted full requirements and Compass may need one more month towards approval. MARINO WORLD
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o Diaz even calls on the applicants to hurry up as the industry needs more. He gets frustrated knowing fully well the real reason: big money to invest on required equipment, like millions for machines to test and assess AB deck and oilers. Proprietors of the centers are either unwilling or unable, or both, to raise the investment money. o True, Santos is a Diaz and Amaro classmate who used to be Consultant at the MARINA with a tainted image. Both banned Santos from visiting them except on “class meetings” but never during regular office hours. o Boy Padilla, who owns a review and training center, is also a classmate who knows Diaz does not receives rebates even when Diaz was at Crossworld. Highlights. In his possibly eight-month tenure, Diaz considers these as his main achievements: •
Removed the huge backlog on the issuance of the Certificates of Competency (CoCs) and of Proficiency (CoPs) to beat the December 31, 2016 deadline for compliance with the amended STCW coming into force. About 350,000 ETOs, ETRs, AB Deck and AB Engine saved their jobs and/ or opened opportunities. Without his brinkmanship, millions would have suffered in the ripple effect of loss income; plus possible raging rallies and downtime against the mishandling of Government. o Diaz inspired assessors to volunteer; they responded in huge numbers, serving 24 hours daily without compensation nor even free coffee. On the eve
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of the STCW deadline, about 97 to 100% were compliant --- without the long queues under the hot sun, without the sleeping on the cold sidewalk. o Indeed, some countries adopted the Philippine miracle in resolving their own CoC and CoP crisis of time and assessment. (Core of the Diaz approach is accepting approved seagoing experience which meets the STCQ, in turn allowed by the STCW). •
Reduced corruption by about 70 to 80%, overseeing 372 personnel in 13 regions, 72 maritime schools, 135 training centers and hundreds of thousands seafarers each seeking CoC and CoP certifications. It is humanly impossible to absolutely track and crack corruption, present in each of the stages, in each of the organizations. Corruption is endemic, his eight months are arguably insufficient even with the highest resolve. o Delaying the processing is a set-up for corruption. What used to be done in 15 days now takes just minutes. At peak demand, a weeklong time and motion study established CoCs average 54 minutes, CoPs at 45. o The long lines of applicants are gone, the graveyard shift of public employees cancelled. More importantly, The President is reportedly so pleased the achievement may be included in the SONA.
Disheartened. It is a fact of life beneficiaries don’t bother to rally for you. But bashers get more furious as their interests are pricked. Generally, it is more compelling
to read bad news than those positive. Particularly, no one can be perfectly 100%. Yet, judgment is ready for the imperfection rather than objectively balancing off with the total, taking the whole picture. Exacerbating this weakness are irresponsible mass and social media, the latter made more influential by digital power. But this is the downside of democracy; one has the right to be wrong, says a smart-aleck. And the flipside, no one is totally wrong as these could be good examples of wrong deeds! Sadly, what often tilts the truth scale is the weight of favors, of perks. Diaz has been earlier counseled to take extreme care before acting. But this is against his nature to distrust and to presume others carry ulterior motives. He almost epitomizes the Zen story of the old man and the scorpion. The elderly was considered a fool for continuing to save the scorpion which keeps biting him. But he reasons: I will not change my healing nature for the viciousness of the scorpion. Diaz claims to appeal to industry players to tell him directly when they see his errors or wrongdoings in his turf. In private business, he has never fired anyone. In barely months in Government, Diaz has axed some 12 already. But even a smoking gun is not a presumption of guilt; there is the due process and the labyrinth of legalities and technicalities. For one, Diaz was surprised Government employees are tried not on the labor code but on the civil service code. He gets threatened with counter suits at the Ombudsman for not letting off the hook erring staff. But Diaz would not wilt, instead elects to confront his own trials rather than be wishy-washy with his ethics. He will bite the bullets but is saddened on BSDU (baliksa dating ugali, return
Recognition from the Association of Maritime Training Centers (PAMTCI)
to old ways) when they are gone and replaced by incumbents of less moral fiber. But Diaz is prepared to hang on the beautiful plans with Amaro, except aborted by unforeseen influences. Rewarding. No regrets, Diaz confesses on his short government watch. He is a product of government and just fair to pay back into the public need. More so when one is doing it for others to benefit in the same way he did. Diaz admits to learning much during his tenure, for opportunities to assist fellow seamen to charter the rough waters of life, career and family obligations. Diaz advanced some P209,000 first time he went abroad on official duty. But he was denied reimbursement, including other trips where expenses he advanced piled to almost P800,000. He shudders how an ordinary wage-earner could cope, how this system of government leads to petty, then major corruption. Replacement. As of June 5, Deputy Director Vera Joy Ban-eg acts as OIC with Capt. Sep Cabangon identified in the running. Baneg is a lawyer, Cabangon is Diaz’ Chief of Staff, a batchmate at the PMMA and
holds a doctorate in Maritime Education. Diaz assumed July 2016 as Executive Director, STCW Office of MARINADOTr replacing Capt. HerminioEstaniel rendered immobile by a slipped disc. Endorsed by Sec. Tugade, appointed by President Duterte on 21 February 2017, taking his oath on the same day at the Sandigan Bayan. He is certified clean from any case in any agency. The STCW Office of MARINA is composed of seven divisions: Administrative and Finance, Information and Communications Technology, Legal, Quality Management System, Accreditation, Monitoring and Certification. Diaz may issue circulars approved by the Administrator, covering administrative and operational measures for complete and timely compliance to STCW requirements. Still my man. Amaro begs off from the fray on who is to replace Diaz as “Honestly, I don’t have anybody in mind.” After all, Amaro is still head of STCW, not the executive director. It is a concert of effort, like Capt. Vidal heading operations as the STCW Office is managed by an executive director.
Indeed, business as usual. Disruptions allowed on coffee breaks. But Amaro salutes outgoing Capt. Elly whose integrity is “definitely not in question.” Amaro believes Diaz has advanced money for STCW, not drawing salary for months plus advances on operating necessities. And results: faster processing, MARINA upbeat in most areas. Amaro pulled Diaz from his family and comfort in the US. In fairness, Diaz did not play coy but readily agreed to an agenda of reform, of the risk facing wolves in sheep clothing. Of giving your best shot with volleys of criticism on return fires. For whatever positive changes contributed, show must go on for years. And more years to entrench proper cultural and value changes. The Millennial era is harsh for it is on this generation that shortfalls are felt: degraded environment, damaged selfworth, terrorism of faith and power, survival challenges. Seafarers face blue waters and survive. But could they on the murky waters of land?
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Feature
DoLE, Angkla and ISP with previous winners
3rd NRCO-ISP Business Plan Competition
MAJOR MONEY FOR SEAFARERS On its third year, half a million (P500,000) await the seafarer winning top spot at the Business Plan Competitions of DOLE-National Reintegration Center for OFWs (NRCO) and Integrated Seafarers of the Phil (ISP). Last June 14th was the national launch at the activity center of SM City Manila attended by government dignitaries, maritime stakeholders and seafarers with their families. In a message read by Undersecretary Bernard Olalia, Labor Secretary Silvestre Bello III says, “We are challenged … overseas employment is a temporary thing…OFWs return… when they reached their target time… Therefore, the Department policy must be geared toward preparing them to reintegrate into the society, harness their potentials and nurture their skills and resources… acquired while working overseas.” ISP President Gaudencio Morales adds (in no frills-Pilipino) that the competition
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is a learning process for seafarers to go into business, to continue their contributions to the economy of our nation. Also speakers at the launch: Ms. Amuerfina Reyes, Asst SecretaryDOLE Mr. Jeffrey Cortazar, Director IV-NRCO Mr. Hans Leo Cacdac, AdministratorOWWA Among dignitaries present were Agkla PartyList Vice Chair Ronald Enrile and Ms. Ameenah Fajardo, Asst. Secretary,Trade and Industry. The two previous winners share their experience: •
Chief Mate William Gaspay of Tacloban City. His seeweeds farming is now prolific at Masinloc, Zambales, hometown of his wife.
•
Mrs. Elsa Antiquerra, mother of OIC Ryan Mark Antiquerra of Manito, Albay. About 15 are now directly employed in walis tambo (fiber broom) manufacture and orders keep increasing.
Details of how to join the business competitions are at www.nrco.dole.gov. ph and www.facebook.com/dole.nrco. Capt. Morales assures cash prizes are sponsored by ISP and other maritime firms. Top prize is at P500,000 with another P250,000 consolation prizes to be shared by the Top Ten shortlisted. Regional launches of the 2017 NRCOISP Business Plan Competitions are scheduled as follows: June 22, Puerto Princesa, Palawan; July 6, SM General Santos City; July 11, SM Bacolod; July 13, SM Iloilo at July 20, SM Rosales, Pangasinan.
Shipping
SEA ASIA LEADING MARITIME FORUM About 15,000 from 85 countries attended Sea Asia 2017 in Singapore last April 25 to 27 --- demonstrating it remains the forum in Southeast Asia, both for global maritime and offshore industries. About 822 delegates attest to this, backed by 448 exhibitors on the two floors of Sands Expo and Convention Centre. Seatrade Chairman Chris Hayman says the full-house attendance reflects Sea Asia’s pre-eminence in regional maritime calendar, this feat achieved despite the current headwinds in the industry. Hayman credits key partners, speakers and exhibitors for success in the threeday affair that has “… allowed Sea Asia to continue to be a platform for robust discussions on critical industry issues and potential solutions. This has helped to further reinforce Sea Asia’s role as a
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leading forum for analysis and debate in the global maritime industry.” EVP- UBM Asia and 2017 Sea Asia Director Michael Duck notes that key challenges were discussed, yet “… there was a good deal of optimism for the future of maritime” since alongside the fears radiate the positive outlook of industry leaders. Unique. This edition of Sea Asia featured five new national pavilions from Denmark, Greece, Japan, Korea and the United Kingdom in addition to those from Singapore, China, Holland, Norway and Panama. It also showcased the works of maritime artist Mr Chung Chee Kit, and the Sea Asia Youth Tour which involved youths
from the Institutes of Higher Learning (IHLs) along with education and career guidance counselors (ECG) working with students and jobseekers. The success highlights Singapore’s increasingly important role as an International Maritime Centre (IMC), thinks Chairman Andreas Sohmen-Pao of the Singapore Maritime Foundation. He underscores the latest Menon Report recognizes Singapore “as the top maritime capital,” well deserved and “will spur further efforts in the years to come.” Mr. Duck announces Sea Asia 2019 is scheduled April 9 to 11, 2019 to reinforce Sea Asia’s role as “the established platform for industry leaders” to discuss issues, trends, and solutions to navigate through challenges.
AN INTERNATIONAL EXHIBITION OF MARITIME, SHIPBUILDING AND OFFSHORE TECHNOLOGIES, EQUIPMENT & SUPPORTING INDUSTRIES Manning
Co-located With:
SHIPb2017 uild Philippines
OFFSHORE
2017
PHILIPPINES
12-14 July 2017
SMX Convention Center Manila, Philippines Director and Crewing Manager Mark David with service partners Hosted by:
Supported by:
Organized by:
Fireworks Trade Exhibitions & Conferences Philippines, Inc.
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Shipping
CEO Makoto Hashizume receives the Intl Maritime Centre (Corporate) Award on behalf of his “K” Line.
Deputy Managing Director Patrick Phoon of Evergreen Shipping Agency (Singapore) accepts the Intl Maritime Centre (Individual) Award.
SINGAPORE STRENGTHENS HUMAN CAPITAL by Ligaya Caban Senior Minister Josephine Teo has announced the launch of the Skills Framework for Sea Transport at the International Maritime Awards 2017 at ShangriLa Hotel, April 25th, part of the Singapore Maritime Week (SMW). On the theme “Navigating through Challenging Times,” Teo seeks to develop Singapore’s human capital on three areas of focus: smarter port, vibrant enterprise ecosystem named Maritime Singapore and intense development of human capital. 34
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The Industry Transformation Map (ITM) for Sea Transport is the new initiative to guide maritime organizations and educational institutions in developing training programs. ITM aims to build competencies of maritime professionals, a collaboration between MPA, SkillsFuture Singapore, Workforce Singapore and industry stakeholders. Teo explains, “The Framework provides a good overview of the career pathways and skills required for 48 different jobs
in the Sea Transport Sector and is targeted at new entrants as well as existing employees in the maritime industry…MPA will provide funding support for relevant courses. Through the Maritime Cluster Fund for Manpower Development, we expect to support close to 5,000 trainees every year.” Leader. Singapore has again clinched the top spot as Leading Maritime Capitals of the World, also ranked
first in 2012 and 2015. This is on the Menon Report, developed by the Norwegian consultancy firm Menon Economics. It is a prestigious and widelyaccepted study of the world’s leading maritime capitals, by looking at 24 objective indicators and garnering survey responses from more than 250 industry experts across all continents. Singapore was ranked Number One in three categories: Shipping, Ports and Logistics, and Attractiveness and Competitiveness. It also scored impressive results in the remaining two categories: second in Maritime Technology and fourth in Finance and Law.
Significantly, Singapore jumped three places from fifth to second position in the Maritime Technology category, affirming Singapore’s focus in technology, research and development is in the right direction. Partners. Teo observes Singapore was founded as an entrepôt, but not born a maritime nation. It became one through determination and support from the stakeholders. She points, “We’re not done yet. The industry may be disrupted or transformed and it may not always be smooth-sailing. But we have every intention, 50 years from now, to still be a global hub port and a leading international
maritime centre.” The 700 guests at IMA were described by Teo as “the most important people and partners of Maritime Singapore,” also the highlight of the Singapore Maritime Week, April 22 to 28, organized by the Maritime and Port Authority of Singapore. Teo handed over recognition plaques to 10 industry winners who have made outstanding contributions to Singapore’s development as a premier global hub port and international center. In addition, 52 maritime enterprises also received certificates for their contributions to the growth of Singapore.
Minister Josephine Teo (centre); MPA Chairman Niam Chiang Meng (fifth from right) and Mr Andrew Tan, CEO-Maritime and Port Authority of Singapore (MPA) (sixth from left) with Singapore IMA 2017 winners.
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Borromeo, Hinchliffe, Jebsen, Chawla, Olofsen
Inmarsat VP Drew Brandy
INMARSAT FOR CREW CONNECTIVITY “(W)e need to embrace crew connectivity. This is something that’s becoming an expectation and the demand for it will continue to increase,” declares Drew Brandy, VP for Marketing Strategy at Inmarsat Marine in a Marino World interview at Singapore during Sea Asia 2017. Inmarsat is the leader in global satellite communications, founded in 1979 to ensure safety of lives at sea; yet, increasingly involved now in the personal lives of passengers and crew. Brandy admits, “When I talk about Inmarsat, I often say that we’re in the business of improving the quality of life at sea.” Choice. In a recent survey by Futurenautics, connectivity emerged as one of the top criteria of seafarers in selecting a vessel to sail on. Brandy recognizes this trend hence Inmarsat provides the “… functionality to support all of those types of connectivity simultaneously so the ship manager or the captain can still have the critical communication …but
equally the crew still have the access … for social purposes and … stay in contact with family and loved ones.”
educate the industry, try to understand how to use communications effectively to drive the operating cost down.
Brandy logged 20 years in the telecommunications industry at various firms, primarily in business strategy, adoption of new services and liaise with customers in North America and Europe.
At the same time we always advocate that we provide training and awareness when we introduce these. We don’t want our crew member on social media all the time and not doing their job.”
He notes despite seafarers identifying connectivity as a selection criteria, “less than 40% of merchant vessels provide Internet connectivity (around 20% for free).”
Security.
He thinks “communication is still seen very much as a luxury item. And so it’s used in many instances on a limited basis.” Manage. When any technology or service are introduced on board, training and guidelines are required. Support must be provided, as most industry offers Internet connectivity used for both personal and business reasons. Brandy takes the perspective, “We try to
When a vessel is opened to Internet connection, there is a risk in cyber terrorism whether hacking, whether malicious, whether naïve. For this, Inmarsat has signed a partnership with Singtel Trustwave to develop a unified Threat Management (UTM) solution delivered through Fleet Xpress, Inmarsat’s next generation of maritime communications. “We live in the Internet age, where everything and everyone is connected. That means we need to take precautions,” Brandy warns. “Safeguarding information is absolutely fundamental to our future success, and that of our customers.”
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SHELL SHARES TECHNOLOGIES
Shell Marine has renewed technical partnership with the University of Cebu - Maritime Education and Training Center (UC METC), made formal with a Memorandum of Understanding (MoU) between Shell Marine Executive Director Jan Toschka and UC President Augusto W. Go. Commenting on the four-year MoU, Atty. Go says, “We are exceptionally pleased to renew our technical partnership with Shell Marine. We are appreciative of
Shell’s efforts on imparting the latest technical knowledge from years of research to our maritime students and lecturers.” Shell Marine provides expertise in lubrication technology, imparted by its technical team through training and knowledge workshops and seminars at the UC METC.
(b)y providing them with the latest insights in technology and innovation onboard.” “Shell Marine will also provide its Rapid Lubrication Analysis (RLA) Onboard Plus Test Kit (Cold Corrosion Test Kit)” to UC METC which disseminates the knowledge to its wards.
Toschka says, “We continuously seek to support the development of seafarers…
FOR FLEET EFFICIENCY
MAKING THE MOST OF NEW SATELLITE SERVICES The digitalisation of vessel operations critical for the prosperity – if not survival – of the maritime industry. And Cobham SATCOM has been in connectivity at sea, as far back as 1969 with Arpanet later becoming the Internet. This history means it understands life at sea more than most. Satcoms systems are emergency lifelines, essential parts of the Global Maritime Distress & Safety Systems (GMDSS) of IMO Safety of Life at Sea (SOLAS) regulations,” notes Sales Director
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Stephan Jørgensen, APAC-Cobham SATCOM. These demand reliability, with “lives and livelihoods at stake, there’s no place for second best.”
Nanjing Tanker of China for Cobham’s Sailor 100 GX and Sailor 60 GX on 70 ships, bringing ‘smart shipping’ connectivity.
Cobham produces hardware for Kuband frequency range, dominating the maritime market with over 15,000 installations, covering C, L, X, Ku bands and Ka-band, the latest range.
Life at sea is now more comfortable, a come-on against possible seafarer shortfalls. It offers to crew access to WeChat, iMessage on smart phones, social media or video-on-demand services for crew to stay in touch with friends and family, remain connected improving work-life satisfaction.
It also led to partnering with Beijing Marine Communication & Navigation (MCN) to bag a major contract with
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