APRIL 2012 EDITION

PMMA...

VOLUME VII • No. 4 • ISSN 1908-0972

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

APRIL 2012

sail on, sail high!  Rena Disaster  CHED Shipboard  Lives Transformed

 Containers Test  Hanjin & AMSEC  Seafarer Asia APRIL 2012

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F US I ON OF MARI T I ME N E WS & VI E WS

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CONTENT Cover Story 6

PMMA... Sail On, Sail High!

ABOUT THE COVER

Cruise 9

Magsaysay Leads Growth in Cruise

Manning 10 Rena Disaster Blackeyes Filipinos

Ports 15 Hanjin Teams up with AMSEC

Education and Training 18 Young Lives Transformed 22 CHED Memo Allows Students to Sue?

Shipping 25 Containers Face Test

Gallery 26 Homecoming at San Narciso

Sports 29 8th FAME Golf Tournament

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PMMA President Richard Ritual and Alumni President Jess Morales salute, reflecting optimism on the continued role of their Alma Mater in graduating competent merchant mariners with leadership skills.

PUBLISHER’S NOTE

T

MINING THE GOLD There was no wishy-washy position; a formal manifesto was issued in support of the new leadership. Total and unequivocal synergy to do better things for the school.

here is much agitation on the mineral wealth of our country, increasing debates on the merits and morality of mining. The fun – and farce – is the fact neither side completely carry public interest.

Beyond biases and vested interests should be a mean method or objective protocols; no one is completely correct, no one is entirely wrong. If we could just avoid fanning discord with self-serving spins…

And with the need to cooperate, to coordinate, and yes, to synergize come to mind the bold, heroic efforts of the Philippine Merchant Marine Academy (PMMA) to continue developing competent maritime officers, crew and leaders.

For almost two centuries now, PMMA stands as a beacon amidst whimsical waters of the marine world. Like the tide, it has peaks and ebbs. And similarly, it is constant - even predictable.

Being a public institution, there is a catch-all excuse for shortfalls: budget.

True, money makes the world go round. Even love flies out of the window when poverty sets in, ad nausea. More so in our time of material wants and rising expectations.

But we see the PMMA homecoming in Zambales as an exemplar of things-to-do when fueled by genuine care, when powered by gratitude and focused on public good.

Firstly, there was the joust for the vacant school presidency which could be debilitating for all the protagonists.

Credentials may be questioned, bitter exchanges may circulate.

But the contenders remained gentlemen. No boycotts nor sour-graping from the edged aspirant. Instead, there was goodwill and the readiness to be a cog in the wheels of reforms for the alma mater.

And neither was there bragadoccio from the elected.

Instead, he came up with visions which even border on a wishlist only Santa Claus may gift. Well, maybe eventually.

But let him try, please.

Secondly, the alumni refused to be kingmakers and chose to be the stabilizing piedra china on the PMMA hull.

Its president has a personal choice who lost out. Instead of spewing expletives to cover up a wounded pride, he extended the olive palm with resolve to cooperate.

Thirdly, and more importantly, the new president starts with an inspired program. He makes no excuses on funding shortage. Bold or babe-in-the-wood, no matter.

He will link with the alumni prepared to “payback” (as enunciated by the alumni president). He will implore cooperation from stakeholders in private business, he will seek support from foreign do-gooders and reform advocates.

He will, let us. Also.

Which should bring us full cycle to mining. For the PMMA is a motherload of talent, of guts and of wills to continue Philippine preeminence in the global merchant marine industry. We have the proper mix of daring and skills, of competence and mundane incentives.

PMMA is the Knight Exemplar of our major share of merchant marine opportunities. Ever since it was the Escuela of the Royal Audencia, the Nautical School of the Americans, and the Trade School of the new Republic - then and now, and centuries more.

The PMMA does not just have history, it has faces of success. From its portal passed rookies and returned accomplished. Some waylaid, some trapped in the murk of life. But overwhelming are in solid homes with warm families, in community and civic leadeship, entrepreneurs and hard-nosed businessmen.

In retirement but never with regrets.

With the triad of mind (the school), of heart (the alumni) and the hands (the faculty) we see no reason why we cannot continue to mine the rich potentials of our youth for the merchant marine industry where we excell.

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

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

News and Feature Writers COCA H. STROBAR LIGAYA CABAN MICHICKO LARDIZABAL EVA TAN

Marketing Assistants CHAI CUBILLA JOMELYN TUD JOAMIRICA TUD

Correspondents ROSVIE CORCUERA CHARITO ABAS NHAL CABANBAN

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

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Event Special Coverage

PMMA – Sail On, Sail High!

By Ligaya Caban “Our success and all our glory, we have won for thee, “ pulsate from the hearts of alumni – major movers in the industry – singing the hymn of their alma mater, the Philippine Merchant Marine Academy (PMMA).

The pride and passion root back almost two centuries ago. On recommendation of the Spanish Consulate of Commerce, a Royal Decree was promulgated on New Year’s Day 1820 creating the Escuela Nautica de Manila.

Founded as a school for marine officers, its first campus was at Intramuros, Manila. The Escuela was inaugurated April 5th of the same year. And the rest is history, as the cliché goes.

It was closed as a consequence of the Filipino Revolution of 1896. Then the new government of the Americans re-opened it on 15 December 1899 as the Nautical School of the Philippine Islands.

Under US Navy Commanders supervision, it was renamed Philippine Nautical School (PNS). Much effort was extended but it was closed in1907 for lack of support.

Six years later, the lack of qualified merchant marine officers was greatly felt in the industry. On agitation of the President of the Shipowner’s Association, PNS was re-opened in 1913 but as a unit of the Philippine School of Arts and Trades.

Tactical need.

As war clouds hover in the Pacific, PNS was transferred from the Department of Education to Defense. War expanded the school, now training nautical officers, marine engineers and ordinary seamen.

After the war, a debilitated PNS could not support the needs of industry. This deterioration opened opportunities for the private sector to fill the vacuum and make brisk business on marine education.

Republic Act 3680 passed in 1963 converting PNS into the present PMMA conferring baccalaureates on marine transport (BSMT) with majors either in navigation, seamanship, steam engineering and electricity.

The

1987 Administrative Code attached PMMA to the Department of Transportation and Communication (DOTC).

Ten years after, PMMA was placed under the direct supervision of the Commission on Higher Education (CHED) but still attached to DOTC. Inspite of.

On the travails of almost two centuries and being a public entity, PMMA heroically continues to develop competent officers and crew, morphing into leaders given the well-balanced curricula of the institution.

Pres Ritual points to his vision.

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Today, PMMA stands as a pillar among maritime institutions. It has developed the Quality Standard System as required by the 1995

International Convention on Seafarer’s Standards of Training, Certification and Watchkeeping (STCW ’95) and the Policies, Standards and Guidelines for Maritime Education of CHED. PMMA trains the hands and minds but never neglects the solidity of character and soul. An Ivy-League mindset for the blue waters of the world. In the crucible of Filipino psyche, a race distinguished in its love of the sea and its daring the oceans as far back into historical Asia.

Thus, they are captains in various sectors of the industry: ship-owners, corporate executives and management partners; icons in maritime education, training and review centers; advocates for reforms in maritime labor, benefits, equal opportunity and equality. So goes the roll, on and on.

With core expertise and handson experience, it is not surprising Government recruits them to serve in civil agencies. A good sampling are PMMA alumni as official members of the board of marine deck and engine officers of the Professional Regulation Commission (PRC). They are also in Technical Working Groups (TWGs) of agencies interacting on issues concerning the maritime industry.

Icons of the industry were products of PMMA: Capt. Gregorio S. Oca of the Associated Marine Officers’ and Seamen’s Union of the Philippines and Capt. Juan Bautista Lacson, founder of John B Lacson Maritime University. To name just those who come quick to the mind.

Fly in the ointment.

On its 192nd anniversary celebrations last April 13 to 15th in its San Narciso, Zambales campus, the theme was “Getting better together, setting the pace, leading the race.”

Behind the veneer of gaiety, there rub questions on the credentials of the school’s new president, (PMMA Auxilliary) Commo. Richard Uyehara Ritual.

He holds a Masters on Maritime Education and Training from World Maritime University in Maimo, Sweden, Batch 2000. Ten years back, he earned a

The future of Philippine maritime.

degree in Maritime Transportation from PMMA. Basically, Commo. Ritual has a ten-year work record confined to PMMA. He records his first employment at Hoegh Lines “from cadet to Merchant Marine Deck Officer” without documentation - a great variance from his meticulous recording of other “achievements.” This evokes suspicions as the meteoric rise in Hoegh Lines needs licensures and certifications from government.

His last was a six-month stint (June to Jan ’12) as Managing Director of Seabased Training Center. Again, it has no details unlike his usual verbiage on PMMA responsibilities.

Dream dreams.

But gauged in PMMA terms, Mr. Ritual may hold his fort. He is wellrounded in various responsibilities be it administrative, supervisory and executive. His people skills are admirable reflected on his election as Faculty President (2001, while barely five months in PMMA as Instructor I).

This is not a fluke because he was also elected Chairman of the PMMA Employees Multi-Purpose Cooperative.

And among peers, he was elected 2001 as Vice-President of State Colleges, Universities Faculty Association in Region III. Hawks roost.

Mr. Ritual’s main rival is Capt. Jaime Quiñones, a mariner’s mariner be it paper or voice, command or planning.

Capt. Quiñones also eyes agencies in the transportation department (DOTC) but his ship has not docked yet.

Capt. Quiñones offers no harsh words on the turn-of-events; he was even sporting by attending the homecoming at the San Narciso campus of PMMA. The wild card, or kingmaker, is Capt.

Jess Morales, president of the Philippine Merchant Marine Academy Alumni Association (PMMAAAI) who is openly for Capt. Quiñones. But Capt. Morales is far from a hawkish bent, saying “It appears he (Ritual) is the majority choice of the Board, may mga ibang negative about that matter, but for me sa umpisa pa lang my position there, as long as PMMA graduate, ok na rin.” (… there may be other negatives about that matter… but my position, as long as PMMA graduate ok by me.)

Fact is, the PMMAAAI Board of Directors released a Manifesto of Support to the new president proclaiming, “With high hopes and optimism, the Philippine Merchant Marine Academy Alumni Association Inc. duly respects the result of the election, AND FERVENTLY PRAYS, that Commodore Richard U. Ritual will steer this prestigious institution to greater heights and continue to inspire the Cadets and the Alumni to excel in their chosen career.

May he be granted with the wisdom, power and strength by our Creator to continue the Academy’s mission and vision, to improve and build upon this PMMA legacy… a world famous merchant marine institution known for producing quality ships officers and gentlemen.

Let it be known that the PMMA Alumni Association will always be the vanguard, and likewise a partner”.

Plans and pursuits.

Commo. Ritual responds in a cavalier mien, “You know every time I’m under pressure, it keeps me on my toes… I will prove them all wrong by showing them what I will do for the Academy in the next two years. Probably, it will be a very different academy.”

Ritual continues, “… technically the graduates of PMMA are good… (but) give them time for research because doing research they will learn more to write…the best way to improve it is really on research.

We have to give them the tools… I try to look for a budget wherein … all the cadets will be issued e-books..all the books from…all the way to first class year is already included as soft copy and then I will make the whole campus wi-fi.”

The new president believes, “…PMMA being government institution should really look at the national interest as well. So what I did is I’ll increase the relationship among major academies particularly PMA and the other government agencies like the Navy and the Coast Guard.

His third priority, “... improve the graduate school program … I need…a site to give them credibility so I have to look for a fund wherein we will have our own graduate school in Manila.”

The new president is prepared to market his vision by sponsorship from foreign donors.

The full plate.

He starts eschewing improved relations among major APRIL 2012

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academies and related government services. This may be the pre-condition for a new graduate school site in Manila.

He speaks of electronic notebooks and tablet-based learning solutions.

Commo. Ritual wants a new degree, BS in Maritime Law Enforcement; and cross-training with Philippine Military Academy (PMA) and Navy cadets training in PMMA. He expects the Navy and the Coast Guard to upgrade PMMA equipments and facilities; and PMMA graduates becoming regular officers of the Navy.

He eyes the renewal of SBMA-PMMA Memorandum of Agreement for another five years; hopes Secretary Rene Villa to back-up the proposed PhP5-million PMMA Water Project.

Ritual plans on goodwill visits to manning companies; a search for Outstanding ROTC Alumni.

He received several applauses as he reports on his accomplishments within his two-and-a-half month incumbency as president of the academy.

Biggest Challenge.

Asked by Marino World what is the biggest challenge, Ritual answers, “Of course the budget obviously is the main problem because the government normally gives limited budget… probably that’s the biggest challenge, the rest I think manageable. ” PMMA survives through the support of shipowners and donations of the alumni.

Alumni support this year is meaningful: a utility van from Class 90, gazebos from Class ’96, communication equipment and sound system from Class ’95, cadets

rifles and swords from the Singapore chapter.

Capt. Ely Diaz of Class 1982 facilitated a Crossworld Machine Shop while Capt.

Benjamin Katipunan picked up the tab for the repainting of the school buildings.

Alliance.

Capt. Morales pledges a strong alliance with Ritual.

And this is a bankable commitment, a palabra de honor.

For Morales is of the honesty of the soil, born from a poor farmer in Vinzons, Camarines Norte. He resolved to get a college degree. From Vinzons High in 1966, he bagged a scholarship at PMMA. He graduated in the Top 7 of Class ‘70.

On a seafaring path, he secured a Second Mate licensure, then a Chief Mate and a Master’s license. At age 28, believe it. He is now the main breadwinner, taking care first of his parents’ needs and siblings’ well-being and education before his own.

A full-pledged Captain in 1978, he married the love of his life, the former Lidwin Alfafara, a high school teacher at Sienna College, Quezon City.

After 20 years at sea, Capt Morales put up his own manning firm in 1990.

From there, leaps and bounds: four manning companies employing some 4,000; two land-based firms of 2,000 OFWs; two integrated training centers; two real estate corporations focused on condominiums and housing projects and a daily newspaper, freely distributed and the first nationwide.

Sharing bread.

As payback for his blessings, he

Capt Morales supports Ritual.

underwrites the Gaudencio C. Morales Foundation (2002) for scholarship grants to poor but deserving students. Education lifted him from abject poverty. Capt.

Morales is making the wheel of goodwill turn well.

Small wonder he has received various citations, prominently OWWA’s “Outstanding Achievement in Entrepreneurship Award” handed in 2010 by President Aquino III himself. The Professional Regulation Commission (PRC) gave him last year the “Professional of the Year Award” in the field of Marine Deck Officer.

Capt. Morales current passion is to finish the PhP10-million PMMA Alumni Center proposed on a 240-sq/m lot at Dian and Boyle streets, Makati City. As of Q4 of 2011, donations total at PhP8.8million, a wee-bit short of the goal.

Committed to transparency, Capt.

Morales also initiated the establishment of the Philippine Merchant Marine Academy Alumni Foundation (PMMAAFI) to be the financial arm and registered owner of the PMMA Alumni Center. He has shared his business acumen to insulate the project from any misgivings.

Revelries usually end up with hangovers.

But PMMA’s celebrations appear free of fears but filled with anticipation. For while it started with grumblings, it seems on a closure of unity and partnership: Capt. Quiñones not rocking the boat, Capt. Morales and the Alumni pledging partnership and President Ritual bursting to the seams with optimism.

All’s well that ends well - man the bridges!

To one more century - lift sails, Mighty PMMA!

Capt Diaz leads fellow alumni.

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Cruise

MAGSAYSAY LEADS GROWTH IN CRUISE

M

agsaysay Maritime President Marlon Roño announced five new cruise ships are coming this year to lead in the growth of the cruise industry.

Pres Roño: We are proud of our crew.

www.mihca.com.ph

The bullish move was in spite of the recent incident of one of its ship, the Costa Concordia, which attracted

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

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

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

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

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

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

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

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

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

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

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global concern happening in the pristine waters of Le Sole reef.

Magsaysay or MMC supplies some 5,000 hospitality personnel to Costa’s 15 cruise ships, less the Costa Concordia which shall take the year to be refurbished. But it is practically steady at 15 with the delivery of Costa Fascinosa this May calling for some 1,000 Filipino crew.

Mr. Roño believes the recent sea mishap has no effect at all since “… a lot of tourists are going into cruise shipping rather than visit destinations because its more exciting onboard ships. The ship sail normally takes 7 days.”

“We are proud of our crew. We received news on the heroic acts of our crew during the time of crisis and we commend them for their bravery,” he beams proudly.

Even if the job contract of the crew is technically terminated with the accident, each and every one will still receive two months salary representing the unserved duty.

He observes most of the crew are graduates of Hotel and Restaurant Management (HRM) conducted by MMC, inclusive of rigid training in basic safety, fire drills and other rescue techniques.

Costa Concordia employs 1,100 crew, of which 296 are Filipinos, 200 are Indians and 155 Indonesians and the rest are French, South Americans, and other nationalities.

MMC supplies a total of 26,000 Filipinos in various cruise lines including Costa Cruises and Princess Cruises, among others.

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MANNING

Analyzing New Zealand Interim Report

RENA DISASTER BLACKEYES FILIPINOS

The MV Rena aground on Astrolabe Reef (photograph taken 6 October 2011. (TAIC)

P

Radio New Zealand (RNZ) reports resumption of a “highly risky” operation to pump remaining oil from the Rena.

The vessel is dangerously teetering on the reef – may split anytime and spew 1,000 more tonnes of oil into the sea.

registered in Liberia which elected to appoint its own investigator.

The basically no-comment stance of the manning agency is quite understandable as bad news is not good for business.

Matt Watson confirms the danger that, “… if anything changes they will be getting back off that vessel quick smart.”

He was speaking for Svitzer, the lead company in the salvage attempt.

The Philippines sent a three-man panel to New Zealand since MV Rena has an all Filipino crew. Until presstime, Marino World is unaware of any statement on the team’s findings from such trip.

Digging facts.

Ship profile.

The incident occured at 0214 of 5 October. At 0237, Rescue Coordination Centre New Zealand has already notified their Transport Accident Investigation Commission (TAIC).

MV Rena is classed by the American Bureau of Shipping as a containership.

It is owned by Daina Shipping (owned by Costamare incorporated in Marshall Island), managed by Ciel Shipmanagement S.A. and chartered by Mediterranean Shipping (MSC).

By Ligaya Caban hilippine government agencies and officials are surprisingly mum while six Filipino seafarers are detained in New Zealand with two facing criminal charges.

The Philippine Embassy confirms 19 of the 25-man all Filipino crew have been repatriated home after being interviewed

by New Zealand authorities over the incident.

The maritime accident has not registered well locally but it is New Zealand’s worst pollution disaster in an ecologically sensitive area teeming with wildlife.

It is a “very serious casualty” as defined in the International Maritime Organization (IMO) Casualty Investigation Code.

Marpol, marpol.

As a recall, Containership MV Rena ran aground on Astrolabe Reef in the Bay of Plenty within Tauranga, New Zealand at about 0214 on 5 October, 2011.

Slick dumped clumps of oil on beaches.

While now thinning, it is becoming wider. Maritime New Zealand (MNZ) says even Whakatane is bracing to be hit, some 90 kilometers (56 miles) east of Tauranga.

A massive clean-up operation is underway involving some 1,000 people.

MNZ confirms 1,000 dead birds have been collected while seals are being rounded up for rescue.

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The latter is an independent Crown (government) entity for inquiring into maritime, aviation and rail accidents and incidents.

The principal purpose is to determine circumstances and causes to avoid similar occurences. It is not to ascribe blame nor liability to any person or agency.

TAIC Act 1900 mandates its report inadmissible as evidence in any proceeding. The current Chief Commissioner is John Marshall with Helen Cull as deputy. Both are lawyers (in fact, QCs or Queen’s Counsel).

The third commissioner is Capt. Bryan Wyness.

TAIC granted permission for parallel investigations requested by the Director of MNZ and the Chief Executive of Bay of Plenty District Council.

IMO requires a marine safety investigations on every “very serious casualty” incident. MV Rena is State-

It requested assistance and was granted such under Section 14(3) of the TAIC Act 1990.

It was built in 1990 with 224.5 meters length, 32.2 meters width and a gross tonnage of 37,209.

Rena’s propulsion is single fixed-pitch, propeller-driven by one Sulzer 8RTA76 (21,680 kilowatts) creating a maximum service speed of 20 knots.

It is State-registered in Liberia, Portregistered in Monrovia and fully-manned in the Philippines.

While no human physical injuries were suffered, the hull was severely damaged in the initial grounding. The hull girder later failed, breaking the vessels into halves. The aft section moved off the reef and partially sunk.

About 350 to 400 tonnes of heavy fuel oil slicked to the sea. Containers are yet to be accounted for to determine how many are lost.

Documentation.

TAIC Interim Report draft on Marine Inquiry 11.204 was approved on 9 December 2011 for circulation to interested persons (or organization whose conduct is referred to as being relevant to the occurence or those that the Commission believes may have significant interest in matters relating to its inquiry, e.g. master/mates, owner, agent, etc).

The draft report was assessed and amended with submissions from interested persons raising a number of matters more relevant to the final analysis not yet addressed therein but in TAIC’s Final Report.

On 23 February 2012, the Interim Report was approved for publication. It was released at 9:30 a.m., Thursday 8 March 2012.

It contains facts that have been verified to date. It gave no analysis on why things happened nor what could prevent repeation. The Final Report of TAIC should cover such.

The master advised the ship agent MV Rena would be at Tauranga by 0230 doing 17 knots keeping the passage plan.

The vessel rounded Mahia Peninsula at 1300 and proceeded up the coast.

At 0015, Tauranga Harbour Control (THC) asked MV Rena’s estimated arrival and pilot boarding time. MV Rena responded 0300 wherein THC advised 0300 is the end of the time window for pilotage; to please make best speed for the pilot station.

Crossing swords.

This and other technical shortcomings between the master, the second mate, and the able-bodied seaman watchkeeper may have contributed to the accident.

Critical determination may be gauged on excerpts from the Interim Report, viz: “2.2.17 The second mate’s plan was to navigate closer to Astrolabe Reef. He said he placed a mark on the chart about one nautical mile north of Astrolabe Reef… which was the point to which he intended to navigate the Rena before

an intermittent echo on the radar. The echo was about 2.6 nautical miles dead ahead of the Rena. The master showed the echo on the radar to the watchkeeper able-bodied seaman and they used binoculars to look through the windows of the bridge for the cause of the echo.

They could not see anything, so they moved to the bridge wing to look from there. When again nothing could be seen the master said that he decided to plot the Rena’s position on the chart, so began to walk through the wheelhouse to the chartroom.

2.2.25 At 0214, as the master made his way to the chartroom, the Rena struck Astrolabe Reef while travelling at a speed of 17 knots.”

Look, see.

Maritime Training Council (MTC) Executive Director Liberty Casco was visibly reluctant to comment and on the findings (if any) of the three-man team that went to New Zealand. Status and well-being of the Filipino crew were not discussed. But underscored was that they (New Zealand) did not blame our

(Figure 1) Part of chart NZ56 showing passage plan, plotted positions and GPS positions obtained from the voyage data recorder on passage around Mahia Peninsula. (Figure 2) Automatic identification system data showing vessel gyro heading and ground track and the difference between the 2. Some points of the narrative have been overlaid on the plot (automatic identification system data provided by Marico Marine NZ Limited).

Narrative.

MV Rena departed Singapore 5 September 2011 and called on Fremantle, Melbourne and Sydney, Australia.

It arrived 28 September in Bluff, New Zealand and journed on to Port Chalmers, Lyttleton, Wellington docking at Napier dawn of 3 October.

At 0620, it started cargo operations completing it by 0920 on 4 October (rather delayed by 13 hours since it was bumped off from berth by a ship with prior booking).

MV Rena sailed immediately with pilot disembarking at 1020.

making the final course adjustment to the pilot station. The master has stated that the mark… was put there after the grounding. The contradicting statements from the master and second mate will be the subject of further consideration…

competence nor our system.

2.2.18 The second mate said that, following the discussion with the master, he took the Rena’s position from the GPS and marked the point with a “prick” using a drawing instrument. He did not mark this position in pencil on the chart.

The pin-prick mark on the chart was not immediately obvious to anyone other than the person who had made it.

Sadly, the contentions will be between Filipino seafarers: the master, the second mate and the able-bodied seaman watchkeeper.

2.2.24 At about 0205 the master noticed

This appears as the usual fodder to media. Al contra, it may also betray misunderstanding on the role and legal restraint on TAIC to freely comment on its findings.

A Tauranga court ordered their identities to be suppressed after lawyers raised concerns on their safety. Marino World respects the court order and will limit information on the three

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(Figure 3) Part of chart NZ541 showing passage plan, plotted positions and voyage data recorder GPS positions on approach to Tauranga. (Figure 4) Annotated screenshot of the Rena's radar (colour reversed for clarity).

Filipino seafarers on the line.

Credentials.

The master holds a certificate of competency as Master Mariner issued by the Philippine Government. On 12 December 2007, he secured another such certificate from Liberia. He signed as Master on the Rena on 21 November 2010 and renewed it 25 March 2011.

The second mate (navigating officer) holds a certificate as OIC of a navigational watch issued 28 September 2010 by the Philippine Government in accordance with STCW. He also holds a similar certificate from Liberia issued 5 November 2010. He signed on the Rena as an officer November 2010.

The able-bodied seaman watchkeeper holds a current certificate of competency as Desk Rating issued again from the Philippines in accordance with STCW criteria.

Backlash Tensions may be gathered from guarded statements like that of the ship agent, Mike Hodgins: “We’re keeping them (the Filipino sailors) low key, at an undisclosed location. We’re not going to parade them in front of everyone in case some nutcase does something he shouldn’t.”

Migrante Aotearoa New Zealand issued an appeal against racial hatred over the Rena disaster after one of its members was abused in a street in Auckland.

Migrante Coordinator Dennis Maga says, “We don’t want this to become a racial issue, Filipinos are as upset as anyone about this disaster.”

Fears and threats The Philippines should take deeper interest on data released by Seafarers Rights International (SRI) regarding seafarers facing criminal charges. It

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speaks of unfair treatment, intimidation, lack of legal representation and interpretation service.

SRI surveyed 3,480 seafarers over 12 months (ending February 2012) in eight languages gaining responses from 18 countries and 68 nationalities.

The survey specifically asked on experiences of seafarers who faced criminal charges. Responses are upsetting: 44% were bodily searched 87% did not have legal representation 91% no interpretation services 89% their rights not explained Not surprisingly, 80% felt intimidated or threatened.

On casualty inquiries and accident investigations, 46% are reluctant to cooperate since, “I would fear incriminating myself…” as a typical rejection.

Over-all, 81% who faced criminal charges “did not consider that they had received fair treatment.”

For a broader view, SRI reviewed all incidents involving criminal charges against seafarers as reported in Lloyd’s List, TradeWinds and Fairplay covering 2000-2011 which recorded 415 cases involving 1,580 seafarers.

Significantly, the number of detained seafarers trends to an increase.

SRI Executive Director Deirdre Fitzpatrick comments, “…criminal charges is daunting for any human being, whether in your own country, and even more so in a foreign country, and so for seafarers entering foreign ports on a daily basis, the risks are high and the consequences can be dire if fair and due process is not followed.”

SRI was launched in September 2010 on World Maritime Day. It has a spectrum of advocacy and uses research, education and training in law for concerns in seafarers rights.

Implications We may mimick an ostrich by hiding our heads in the sand to parry off problems.

But time will push for a reality check.

The recent sinking of the Costa Concordia off Tuscany area in Italy showcased Filipino bravery in the face of imminent danger.

Not the sinking of the MV Rena. It has an all-Filipinio crew and officers maybe finger-pointing now at each other to loosen necks from criminal charges. This is definitely a black-eye on the Filipino campaign to have more hands in the global maritime jobs.

The timing cannot be worst: coming on the heels of the EMSA audit which threatens to withdraw recognition by the European Union of the privilege to issue certificates of competency based on IMO STCW requirements.

But we have tongue-in-cheek pronouncements by senior government officials that EMSA is really of no concern; that we have complied by submitting reform proposals; and all is well again with our usual cavalier attitude – until the next sanction.

Now the Rena disaster stares in our face while our “fact-finding team” returns with self-serving hurrahs that New Zealand did not blame us. The truth is, Kiwi investigators cannot be prevented by their law to do so at this stage of the interim reportage.

Well, so much for us wet-nose journalists.

Just wait for gripping spins on the deaths of our seafarers by Somali pirates…

Adopted by International Maritime Organization (IMO) and the International Labor Organization (ILO) 27 April 2006 as Resolution LEG.3 (91)

GUIDELINES On Fair Treatment of Seafarers In a Marine Accident For the Port or Coastal State.

1.

Take steps so that any investigation they conduct to determine the cause of a maritime accident that occurs within their jurisdiction is conducted in a fair and expeditious manner; 2.

Cooperate and communicate with all substantially interested States, shipowners, and seafarers, and take steps to provide seafarer’s representative organizations in the port or coastal State with access to seafarers; 3.

Take steps to ensure that adequate measures are taken to preserve human rights of seafarers at all times, and the economic rights of detained seafarers; 4.

Ensure that seafarers are treated in a manner which preserves their basic human dignity at all times; 5.

Take steps to ensure/verify that adequate provisions are in place to provide for the subsistence of each detained seafarer including, as appropriate, wages, suitable accommodation, food and medical care; 6.

Ensure that due process protections are provided to all seafarers in a non-discriminatory manner; 7.

Ensure that seafarers are, where necessary, provide interpretation services, and are advised of their right to independent legal advice, are provided access to independent legal advice, are advised of their right not to incriminate themselves and their right to remain silent, and, in the case of who have been taken into custody, ensure that independent legal advice is provided;

the nationality of all seafarers concerned are notified of the status of such seafarers as required, and also allow access to the seafarers by consular officers of the flag State; 10.

Ensure that all seafarers detained are provided with the means to communicate privately with all of the following parties; -

family members;

-

welfare organization;

-

the shipowner;

-

trade unions;

provided to all seafarers subsequent to any such charge; 17.

Have in place procedures so that any damage, harm or loss incurred by the detained seafarer or by the shipowner, in relation to the detention of that particular seafarer, attributable to the wrongful, unreasonable or unjustified acts or omissions of the detaining port or coastal State are promptly and fully compensated; 18.

Insofar as national laws allow, ensure that a process is available for posting a reasonable bond or other financial security to allow for release and repatriation of the detained seafarer pending resolution of any investigatory or judicial process;

- the Embassy or Consulate of the flag State and of their country of residence or nationality; and

19.

Take steps to ensure that any court hearing, when seafarers are detained, takes place as expeditiously as possible;

-

20.

Take steps to ensure decisions taken are consistent with generally applicable provisions of the law of the sea;

legal representatives;

11.

Use all available means to preserve evidence to minimize the continuing need for the physical presence of any seafarer; 12.

Ensure decisions taken pursuant to the Protocol of 1978 relating to the International Convention for the Prevention of Pollution from Ships, 1973 (MARPOL 73/78) are consistent with the provisions of Annex 1 (Regulations for the prevention of pollution by oil), Regulation 11; 13.

Promptly conduct interviews with seafarers, when done for a coastal State investigation following a maritime accident, taking into account their physical and mental condition resulting from the accident; 14.

Take steps to ensure that seafarers, once interviewed or otherwise not required for a coastal State investigation following a maritime accident, are permitted to be re-embarked or repatriated without undue delay;

8.

Ensure that involved seafarers are informed of the basis on which the investigation is being conducted (i.e., whether it is in accordance with the IMO Code for the Investigation of Marine Casualties and Incidents (resolution A.849(20) as amended by resolution A.884(21) or as subsequently amended), or pursuant to other national legal procedures);

15.

Consider non-custodial alternatives to pre-trial detention (including detention as witnesses), particularly where it is evident that the seafarer concerned is employed in a regular shipping service to the detaining port or coastal State;

9.

Ensure that the obligations of the Vienna Convention on Consular Relations, including those relating to access, are promptly fulfilled and that the State(s) of

16.

Promptly conclude its investigation and, if necessary, charge seafarers suspected of criminal actions and ensure that due process protections are

21.

Take steps to respect the generally accepted provisions of international maritime law regarding the principle of exclusive flag State jurisdiction in matters of collision or other incidents of navigation; and 22.

Take steps to ensure that no discriminatory or retaliatory measures are taken against seafarers because of their participation during investigations.

•

The Flag State should:

1.

Take steps that any investigation to determine the cause of a maritime accident is conducted in a fair and expeditious manner; 2. Co-operate and communicate with all substantially interested States, shipowners, and seafarers, and take steps to provide seafarer’s representative organizations with access to seafarers; 3.

Where appropriate, participate directly, under the IMO Code for the Investigation of Maritime Casualties and Incidents (IMO Assembly resolution A.849(20) as amended by resolution A.884(21) and as may be subsequently amended), in any

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casualty investigation; 4.

Assist in ensuring that shipowners honour obligations to seafarers involved in a maritime accident or any investigation; 5.

Ensure/verify that adequate provisions are in place to provide for the subsistence of each detained seafarer including, as appropriate, wages, suitable accommodation, food and medical care; 6.

Ensure that shipowners honour obligations to co-operate in any flag, coastal or port State investigation following a maritime accident; 7.

Assist seafarers to secure fair treatment, and assist shipowners in the event of an investigation by port or coastal State; 8.

Fund the repatriation of seafarers, where necessary, following the aftermath of a maritime accident in instances where shipowners fail to fulfill their responsibility to repatriate; 9.

Assist, as provided for in national law, in the issuance and service of process and the return to a port or coastal State of seafarers subject to its jurisdiction who are needed solely as witnesses in any proceeding following a maritime accident; 10.

Take steps to ensure that its consular officers are permitted access to the involved seafarers, irrespective of their nationality; 11.

Take all necessary measures to ensure the fair treatment of seafarers who were employed or engaged on a vessel flying its flag. This may ultimately include utilizing international dispute resolution mechanisms, which can secure the prompt release of vessels and crews upon the posting of a reasonable bond or financial security; and

steps to provide seafarer’s representative organizations with access to seafarers; 2.

Monitor the physical and mental well-being and treatment of seafarers of their nationality involved in a maritime accident, including any associated investigations; 3.

Fund the repatriation of their national seafarers, where necessary, following the aftermath of a maritime accident in instances where shipowners and the flag State fail to fulfill their responsibility to repatriate; 4.

Assist, as provided for in national law, in the service of process and the return to a port or coastal State of seafarers subject to its jurisdiction who are needed solely as witnesses in any proceeding following a maritime accident; 5.

Take steps to ensure that its consular officers are permitted access to the involved seafarers; 6.

Take steps to provide support and assistance, to facilitate the fair treatment of nationals of the seafarer State and the expeditious handling of the investigation; 7.

Take steps to ensure that all funds remitted by shipowners, the detaining State, or any other State for detained seafarers, or for support of those seafarers’ families, are delivered for the intended purposes; and 8.

Take steps to ensure that no discriminatory or retaliatory measures are taken against seafarers because of their participation during investigations.

•

Guidelines for Shipowners:

1.

Take all available measures to ensure that no discriminatory or retaliatory measures are taken against seafarers because

12.

Take steps to ensure that no discriminatory or retaliatory measures are taken against seafarers because of their participation during investigations.

•

The Seafarer State should:

1.

Co-operate and communicate with all substantially interested States, shipowners, and seafarers, and take

A NEW KID IN TOWN

of their participation during investigations and take steps to ensure that such conduct by other entities is not tolerated; industry. The downside may be an outsider disoriented on concerns, issues and permutations.

2.

Cooperate and communicate with all substantially interested States, other shipowners, as appropriate, and seafarers, and take steps to provide seafarers’ representative organizations with access to seafarers; 3.

Take action to expedite the efforts of a port, coastal, or flag State investigation; 4.

Take steps to encourage seafarers and others under their employment, with due regard to any applicable rights, to cooperate with any investigation; 5.

Use all reasonable means to preserve evidence to minimize the continuing need for the physical presence of any seafarer; 6.

Fulfill their obligation in relation to the repatriation of, or take steps to reembark, the seafarers; and 7.

Ensure/verify that adequate provisions are in place to provide for the subsistence of each seafarer including, as appropriate, wages, suitable accommodation, food and medical care.

•

Seafarers should:

1.

Take steps to ensure, if necessary, that they have appropriate interpretation services; 2.

Take steps to ensure that they fully understand their right not to self-incriminate, and that they fully understand that when statements are made to port, coastal or flag State investigators, these may potentially be used in a future criminal prosecution; 3.

Take steps to ensure, if they consider it necessary, that they have arrangements for access to legal advice prior to deciding whether to give statements to port, coastal or flag State investigators; and 4.

Participate in an investigation, to the extent possible, having regard to their right not to self-incriminate, with port, coastal or flag State investigators, by providing truthful information to the best of their knowledge and belief.

publication into his peers in the maritime industry.

This is a defining move for Capt. Arcilla considering shipowners are not pleased when their manning agencies are into other business, much more in the unpredictable and highly volatile mass media.

Marino World welcomes the maiden issue of a new magazine focused on the maritime industry. It may circulate as Seafarer Asia Magazine published

by Extraordinary Maritime Publishing claiming:

The former editor-in-chief of Marino World may be the circulation manager to make certain copies are delivered at the door of clients. A linked-in site states he has been hired since January 2012 but copies have yet to hit the streets.

“… a platform for the families of seafarers and the organizations that keep them connected.

The new publication holds offices at Suite 408, The Gregorian building at 2178 Taft Avenue Manila.

Ms. Marissa Oca-Robles seems involved with the magazine as letters circulate signed by her, the daughter of the founder of AMOSUP, the largest seafarer union in the country.

… the first magazine catering towards the mariner profession with the worker’s family in mind.

Securities and Exchange Commission (SEC) records show Maria Luisa Michaela Estefania O. Robles as the major stockholder subscribing to 1750 shares. She is the only daughter of Ms. Marissa O. Robles and holds training in collegiate mass communications.

Observers interpret this as an expansion of the Oca Family into mass media, a surprising development given the almost sheltered inclination of the members. This may pry open AMOSUP leadership and resources control of which has not changed in over 50 years.

Capt. Leopoldo T. Arcilla is a minority founder with 125 shares. Arcilla holds office at The Gregorian building where he runs a manning agency. He may be expected to be the pointman of the new

However, the new magazine may benefit the industry on the synergy of Oca scions with struggling maritime papers ... or demolition thereof on advertising clout and competitions.

… to tell the stories within the maritime industry, putting a human face on the issues and concerns of this huge workforce, while expanding the emotional and thematic range to include the families.”

Its editor-in-chief may come from mainstream media which should give a fresh outlook in the

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Giants Grow Greater

HANJIN TEAMS UP WITH AMSEC

By Gen Dy

H

anjin Heavy Industries & Construction -Philippines (HHIC-Philippines) and AMSEC LLC, agreed to jointly provide technical services to the U.S. Navy and other customers in the Western Pacific region.

AMSEC LLC is a subsidiary of Huntington Ingalls Industry, the largest builder for the United States Navy.

HHIC-Philippines President Jin Kyu Ahn says HHIC Philippines and AMSEC LLC teaming is also to provide maintenance, repair, and logistics services to new clients.

The agreement enables HHICPhilippines to diversify its operations at Subic Bay, leveraging its investment and increasing long-term revenue stability while benefiting from Huntington’s expertise and hold on US Navy requirements.

Hanjin’s Subic Bay Shipyard generates five percent of the Philippines’ gross domestic production (GDP) and one of the largest single employer in the Philippines.

With Hanjin’s production in Subic Shipyard, the Philippines currently ranks as the world’s fifth largest ship building country.

Subic Shipyard is equipped with hightech shipbuilding facilities that include two mega-docks with 550m in length and 135m in breadth, 4 km of waterfront quay facilities, four units of Goliath Cranes and an Assembly Shop with automated facilities of 1,000m in length.

AMSEC LLC is a full-service supplier to the US Navy and commercial maritime

industry, providing naval architecture and marine engineering, naval ship systems assessments, maintenance engineering, waterfront maintenance support, acquisition program support, shipyard industrial engineering and C4I installation and support services.

AMSEC also provides life-cycle integrated logistics services, including technical manual development, provisioning documentation, spare parts management, training development and delivery, and software development.

Huntington Ingalls Industries (HII) designs, builds and maintains nuclear and non-nuclear ships for the U.S. Navy and Coast Guard with after-market services for military ships worldwide.

“We could not be more pleased with this new strategic relationship with AMSEC and Huntington Ingalls,” beams Jin Kyu Ahn. By combining AMSEC’s industry leading technical services capabilities with HHIC-Philippines’ production ability, technologies and quality, delivered from the world’s most efficient marine production system it allows Hanjin to offer maintenance, repair, and logistics services at new levels of value to customers.

“It’s great that AMSEC’s relationship with HHIC-PHIL has been firmly established,” comments Harris Leonard, HII vice president and president of AMSEC operations.

“This partnership enables us to leverage Hanjin’s state-of-the-art shipyard at Subic Bay. I am confident we’ll be able to expand our efforts in providing quality technical services to our most important customer, the U.S. Navy, wherever they may be operating,” Leonard adds.

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Klaveness Raises Stake at PH Chairman Klaveness: continue to develop.

By Ms. Lyn Bacani

H

e lays anchor on the shore and gives full bellows he is here to stay, to compete. And to grow with the Philippines --- the Torvald Klaveness and allied operations.

A lot of heart and vision come with the recent inauguration of Torvald Klaveness Manila offices at the 7th Floor, Two Ecom Center Bay Shore Avenue, at the famous Mall of Asia by the bay, Pasay City, Metro Manila.

The Norwegian Ambassador to the Philippines graced the occasion, joining other major maritime stakeholders, KMA staff and officers of allied operations.

This has full sanction from Mr. Trond Harald Klaveness, sole proprietor and Chairman of the Board of Directors. For as of September 2011, Trond Harald himself assumed full ownership of all the maritime activities of the group, keeping the operational parts of Klaveness intact as one group.

later, Klaveness also became the first to move cement in bulk.

In 1960, Klaveness ordered six self unloading bulk carriers of 16,500 dwt together with three Norwegian partners.

The vessels started in 1063 bulkhandling, the first shipping pool ever.

Mr. Torvald Klaveness believes that he had to provide cost efficient and predictable transport services to his customers; that he had to find new and creative ways to do so.

Loading and discharging with vessels crew and equipment, new ways to transport hitherto difficult commodities, and creating trading patterns that minimized ballast were some of his

Mr. Lasse Kristoffersen has been appointed Chief Executive Officer (CEO), the first non-family person ever to hold this position. This creates a healthy balance between the roles of the Board and that of executive management.

The Company.

In 1946, Mr. Torvald Klaveness established his first company to provide technical management and Norwegian seafarers to American ship owners. He soon expanded into brokering of reefer vessels. He invested earnings to contract his first vessel, Balao, in 1950.

Klaveness built in 1958 one of the first specialized bulk carriers for the transport of fertilizer from Norway. Three years

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A commitment to the Philippines.

hallmarks.

The innovations were the result of strong technical capabilities combined with a thorough understanding of the customers’ challenges. His interest in developing new trades led him to partner with governments and companies in Africa, South America, Eastern Europe, Asia and the former Soviet Union.

These partnerships and the pools enabled Klaveness to develop shipping solutions with a scale he could not have accomplished alone.

Split to bond.

Throughout his career, Mr. Torvald Klaveness does business in such a way that he became a trusted partner. In turn,

View of Manila Harbor from the new offices.

he put his trust in the resourceful people around him, particularly in the captains and crew.

In March 2011 the shareholders of the former Torvald Klaveness Group formalized an agreement regarding a split of the group into two separate entities. The split was fully implemented in September 2011.

The activities related to Klaveness Invest, Real Estate and investments in private equity and shares continued under the ownership of Mr. Tom Erik Klaveness and daughters under Klaveness Marine Holding AS. The core shipping activities continue under the ownership of Mr. Trond Harald Klaveness, son of the founder.

This means the chartering/operations and container activities and the offices in Shanghai and Manila will continue as Torvald Klaveness together with related management and supporting functions in AS Klaveness Chartering.

The company has built on the history of innovation, partnerships and joint ventures. Today, it is a business model built on transparency, credibility and trust.

Torvald Klaveness has a global market approach with local presence through

offices in Shanghai, Singapore, Manila and Oslo.

The group operates about 125 vessels carrying some 35 million tons of cargo per year. Among its customers are governments, oil and industrial companies and traders.

The company is powered by core values like trust, innovation, long-term commitment and quality of service.

The horizon.

At the inaugurals, Mr. Trond points, “Seafarers here in Manila are now the backbone of the company culture, thank you for supporting the company.

“I have a wish for all: don’t bring the neighborhood in this office but do bring the family spirit that we have in the old office into this office. Also for those of you who have been with us for many years, we have had 28 years of presence in Manila, thank you for being such a loyal and important person for us in Manila. I would also like to say that many of you who are here today have been with us for many of those 28 years.”

“For those of you who haven’t… I hope you will. Even if we have new offices, we still have the same company values.

I hope and I trust that you will continue

those values and build upon the platform that has been established here over so many years, new generation that will come in (applause).

Finally, it’s only three years until we are going to celebrate 30 years of presence here in Manila. I would like you to welcome all you back to come and celebrate with us in another three years.”

Why do what Speaking to Marino World, the Chairman says aside from the new offices, “You can expect that we continue to rely on Filipino seafarers and continue to develop Filipino seafarers and keep developing also our company in the Philippines.”

He also explains the office transfer as, “It is important to have a good education, people with a good attitude… it also important ...that from the experience that our older seafarers would not have been with us for many years that I maintain and develop people also in the future.”

He stresses the importance of being accessible in one office in one roof at a neighborhood at its best with good infrastructure. He further projects more work in the Philippines than before. This influences purchasing management from the Philippines and creates the need to have good IT infra for accessible and reliable communications.

Klaveness Maritime Agency (KMA) President and General Manager Victor S. Del Prado has been with KMA for almost 20 years. He now looks forward to 2014 with its loyal seafarers and staff for the celebrations of the 30th year of Klaveness-Manila.

Del Prado echoes the pride and advantage of the new offices: “Good ambiance, most welcome area for our crew and their families to report and transact business.”

Klaveness executives.

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26th Year at MPCF-LC

YOUNG LIVES TRANSFORMED

By Coca H. Strobar

academic requirements await the following:

Two defining moments: ring hop and commencement exercises - the first, for a probable partner; the other, for certainty of a future. To be young again, gosh ...

117 completed 3-year academics for BS in Marine Engineering (BSMarE);

These cycles were repeated on the Mariner’s Polytechnic Colleges Foundation (MPCF) on its - Legaspi Campus 26th ring-hop and commencement exercises last April 11th.

These were at its JCJ Gymnasium at MPCFLC Annex in Legazpi City, Albay.

The Board of Trustees was in full complement led by its President Commodore Dante La. Jimenez and Members of the Board of Trustees: Mrs. Eliza Lazaro de Jimenez, Dr. Marilissa Jimenez-Ampuan, Merle Jimenez-San Pedro, Dr. Gabriel La. Jimenez and Mrs. Nimpa V. Jimenez.

Three in the bridging program from Mechanical to BSMarE; 216 3-year academics for BS in Marine Transportatione (BSMT); 22 completed ladderized program in Hotel and Restaurant Management; and 48 in the 1-year Steward Ratings Certificate Course.

Special guests of honors were Capt. Millind Phandis, Capt. Marcelino Bautista and Capt.

Marlon San Buenaventura. The former is the ASP Manila Representative who is a best friend of the MPCF Founder Engr.

Jaime C. Jimenez, Sr. The third is Manila Representative of K Line LNG Shipping (UK) and MPCF alumnus.

The Commencement Prime Speaker was Capt. Robert Walker, General Manager, ASP Tanker Management of then Singapore Branch.

Capt Walker has logged 37 years, both afloat and ashore. He spent 22 years with Mobil Shipping on tankers and OBOs, scaled the

Prior to all mundane reasons, the program started off with a Baccalaureate Mass.

This was so because the theme for this year is “Quality Education: Effecting Change; Transforming Lives.”

Batch 2012 is Mapunyagi which totals 598 hardworking candidates, thus the name.

MPCF conferred the following degrees to successful candidates,viz: Three for 5-year Mechanical Engineering; 28 for 4-year BS in Customs Administration; 14 for 4- year BS in Hospitality Management; 146 for 4-year Hotel and Restaurant Management; One for 4-year BS in Marine Transportation.

Further confirmation upon completion of

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Commo. Jimenez impressed on Capt. Robert Walker.

ranks from cadet to master. He then was posted ashore to take up global positions in technical, quality assurance and commercial operations, then ExxonMobil.

He spent four based in Singapore then joined ASP in 2008 in Ship Management. The speaker holds an honor degree in Maritime Studies, a member of Nautical Institute and of the Chartered Institute of Logistics and Transport.

Capt. Walker centered his address on prime values, “Education is at the heart of human progress… Quality education prepares people to be successful and productive members of society. I strongly believe that the MPCF education system provides appropriate knowledge and skills enabling new graduates to obtain jobs that promote social equity and economic growth.”

“To prepare for the jobs of tomorrow, today, students need new skills thought in new ways.

Teachers need to develop new materials and deliver it differently… Graduates, you are very fortunate as you are graduating from this college with all the benefits you need to face the effect of the changing world, and new challenges of life that will lead to transform your lives into success.”

We will be supporting your education experiences that aim at solving real world problem, provide learning…that will help you become more effective and pride in the workplace. With all these, we assure you that you are at the right path of your chosen career and the growth within it.”

In response, Commo. Dante Jimenez the MPCF President was equally inspired, “We have transformed many many lives but the challenge is for you graduating class to prove for yourselves as worthy as others”.

Good sampling: A supervisor of Manila Hotel (alumnae of MPCF- Naga Campus, BS Hotel and Restaurant Management); and one of the guests Capt. Marlon San Buenaventura, Manila Representative, “K” Line LNG Shipping (UK), MPCF-Canaman Campus alumnus.

“One of our guests today and I would like to be really candid about it, I was surprised he was a graduate of Canaman Camarines Sur representing a big and reputable shipping company. He has transformed himself from what he was used to be. Round of applause to all graduates who have transformed themselves from what they have before into

what they have now – respectable citizens, professionals in their chosen career.”

Some of you ladies and gentlemen, will be working when you leave the portal of your beloved institution but what can I say is that the challenge will always be in yourself as it commence in your life in your career. And this institution which has graduated thousands of professionals already will always be here to receive you anytime…

When you graduate be sure that you will always think Bicol, think of your fellow Bicolanos. Because a Bicolano seafarer is one of the best seafarers of the world. (applause) Commo. Jimenez assured the family of the graduates, “… hindi po kayo nagkamali na ipasok sa ating institution (you were not mistaken in enrolling (them) in our institution).

I hope and pray to make sure this graduating class will succeed in their chosen careers.”

And ended with a burst of optimism: “Mabuhay ang MPCF Graduating Class of 2012!

He continues, “As many Filipino seafarers provide services in the maritime world, they are most likely expected to address the issues of performance matrix, capability and workforce provision ..and I believe, I strongly believe your country and your students are effectively able to prepare students with skills required to succeed in this career.”

The Captain waved the MPCF flag: “Strive to add to the reputation of your school as the premier maritime institution in the Bicol region…”

And he pitched for positive work attitude: “We on the ASP tanker family support robust calibration, experiences and education that plays beyond the walls of the traditional ship and crew management company in our quest for a safety culture…

MPCF leadership with Capt. Millind Phandis.

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OSM: All About People T

he world’s leader in offshore and ship management reiterates once more its highest priority: people.

This defining policy direction is clearly reflected through the OSM Management Seminar held at the Hyatt Hotel in Manila on April 18 to 19th , this year.

The OSM officers’ seminar is conducted four times a year. These events are for the total corporate force: almost 200 Filipino marine officers, OSM top management and representatives from clients and principals from Norway, and other parts of Europe and Asia.

The OSM Group Norway is led by Bjorn Simonsen, managing director, OSM Crew Management Mr. Allan Falkenberg has just assumed as managing director for OSM ROHQ. Falkenberg replaces Gunnar Dybesland

Bonding towards success.

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who has just finished eight years in Manila. Dybesland returns to Norway office in preparation for his retirement after 14 years with the OSM Group Rear Admiral Adonis Donato, OSM President (Philippines) says, “Another important part… is that it gives us the special opportunity and the occasion where our ship officers can meet with their respective principals or shipowners, and have a face to face dialogue aimed at better understanding and appreciation of each other’s needs and expectations – leading to a more successful shipping operations and trade.”

Donato cites staff programs: social welfare benefits –health insurance benefits for the seafarers and family even when on vacation and competitive pension plan.

The company is considering a branch office in Cebu this year.

“With these important information and programs, we are confident that our fleet officers would be more currently updated and guided to become highly effective and competent in their tasks and responsibilities on board, and would give them that needed peace of mind and assurance regarding the security of their future,” continues the admiral.

Topics.

Stressed in the seminar are cultural sensitization (awareness, understanding, acceptance among the crew onboard); oil major requirements and OCIMF reports; health safety and environment; incident reporting (near miss and accidents); nutrition, health and diseases, healthy living and Maritime Labor Convention (MLC 2006).

Since last year, OSM is already MLC 2006 compliant and now orients its seafarers on its provisions.

A frank and open discussion among participants capped the seminar.

Participating companies met with their respective vacationing officers and ratings, glad-handing and bonding towards the sumptuous dinner.

OSM Academy.

OSM has its in-house training Academy for technical courses and shipowner’s required trainings at no costs to its seafarers. OSM also shoulders fees for Management Level Course of its deck and engine officers enrolled at outside training providers.

The Company.

Today, the OSM Group has a fleet of more than 430 vessels (offshore and tankers) and operates from 26 offices around the world.

The company employs more than 7,000 skilled and motivated employees from around 30 nations who are dedicated to serving customers worldwide.

OSM leadership.

Of its 10,000 seafarers, about 7,000 are Filipinos which overwhelms as 2/3 of the total.

OSM was established in 1989 at Arendal, Norway, by Bjørn Tore Larsen together with partners and friends Jan Morten Eskilt, Jan Ove Dalsøren and Erling Bjørn Wik. The founding partners’ business objective was to create the best ship management company in the world, based on sound ethical principles and close relationships with all employees onboard vessels.

Creating a big, united OSM family, with fair treatment and equal opportunity for all, has also been a key priority for the company since the beginning.

Face to face dialogue.

Reiterates Admiral Donato: “At OSM our people are our highest priority.

We place great emphasis on teamwork and on creating an environment in which our seagoing and shore-based staff feel valued and a part of the company.

We also strive to reflect our values and vision throughout the organization in order to provide the best possible service for our clients.

By making all our employees feel part of the OSM family, and by fully supporting their continuing education, competence building and career development, we intend to attract the “new generation” of seafarers.”

A cooperative relationship.

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CHED MEMO ALLOWS STUDENTS TO SUE MET PROVIDERS?

By Capt. Rodolfo A. Aspillaga

W

e comment here in detail on the Policies Standards and Guidelines (PSG) by the Commission on Higher Education (CHED) on Shipboard Training to complete BSMarine Transportation (BSMT) and BSMarine Engineering (BSMarE) programs.

This is on CHED’s CMO No. 02, Series of 2012: IMPLEMENTING GUIDELNES ON THE SHIPBOARD TRAINING REQUIREMENT FOR BSMT AND BSMarE PROGRAMS.

service record issued by the shipping/manning company.

MMAP CORNER

Section 2 says Shipboard Training is a mandatory requirement of BSMT and the BSMarE programs as provided for under Regulation II/1 and III/1 of the STCW Convention.

BSMT students should undergo an approved seagoing service not less than 12 months which includes onboard training per Section A-II/1 of the STCW Code documented in an approved training record book (TRB); or otherwise an approved seagoing service of not less than 36 months.

On such seagoing service, they must also perform bridge Watchkeeping duties under a Master or a qualified officer for six months or more; BSMarE students should undergo a combined workshop skills training and an approved seagoing service of not less than 12 months which includes onboard training required

by Section A-III/1 of the STCW Code documented in an approved TRB (or otherwise a combined workshop skills training and an approved seagoing service of not less than 36 months with no less than 30 months in the engine department).

Again, on such seagoing service, they should perform an engine-room watchkeeping duties under a Chief Engineer or a qualified engineer officer for six months or more.

Section 3 categorizes the STCW shipboard training either as (a) 12 months seagoing service or (b) 36 months seagoing service for BSMT, BSMarE or OIC of a Watch.

When one opts for 12 months, Section 2 requirements apply.

When one chooses 36 months seagoing service, there are variations.

For BSMT, approved seagoing service of not less than 36 months in a position other than a cadet or apprentice (e.g. general purpose – deck, deck boy, ordinary seaman, able seaman, quarter-master, boatswain) provided at least six months shall be in bridge watchkeeping under the supervision of the master or a qualified officer, logged on a

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For BSMarE a combined workshop skills training and an approved seagoing service of not less than 36 months in a position other than a cadet or apprentice (e.g. general purpose – engine, engine boy, engine fitter, wiper, oiler, motorman, pumpman, able seaman engine) provided at least six months shall be in engine watchkeeping under the Chief Engineer officer or a qualified engineer officer; again, logged as above.

We have a few questions.

How could the manning company verify the six months watchkeeping duties of the cadet which they will issue in a form of service record?

What about if the Master will issue the certificate before the student cadet disembarks from the vessel? Aren’t student deck cadets be at least qualified helmsman before they are certified deck watchkeeper under the STCW Convention, as amended?

Our next concern is the responsibility of the maritime education and training (MET) providers in the mandatory assistance they should extend to their students for them to satisfy the Shipboard Training requirements of the BSMT/ BSMarE programs.

CHED’s CMO clearly provides in Section 4 that “All maritime higher education institutions (HEIs) offering BSMT and/or BSMarE program shall be required to: “1. Ensure that qualified students completing the academic requirements for their bachelor’s degree (BSMT or BSMarE) are provided with opportunities to get cadetship/ apprenticeship through linkages or partnership with manning/shipping companies.

The linkage or partnership shall be supported by a notarized Memorandum of Agreement or Understanding (MOA/ MOU) between the maritime HEI and the partner company/ entity.

Provided that maritime HEIs shall also have the option to provide their own Training Ship. The said training ship shall comply with the basic requirements for training in terms of gross tonnage (500 GT or more) propulsion power (750 kw or more).

Provided, further, that to improve the shipboard training or cadetship program, maritime HEIs, on its own initiative, may further engage in other arrangements such as: (1) government programs like assistance to provide a

Training Ship for use by participating group or consortium of HEIs; (2) mandatory and cadetship program on board foreign vessels manned b y Filipino seafarers; (3) though linkages with domestic and foreign shipping companies for Scholarship and/or onboard cadetship program for sponsored cadets; and (4) other relevant schemes as may be possible.”

As if these are not enough, HEIs are required to (2) Have and maintain a shipboard training office; (3) specify in their quality standards system (QSS) the policies and procedures pertaining to the enrolment, embarkation, disembarkation, validity of TRB and approval of twelve months seagoing service, validation and approval of the thirty six months seagoing service and the assessment of student cadets for shipboard training purposes; And on and on to four more requirements with other things-to-do.

This section of the CMO is basically saying that MET providers offering BSMT and BSMarE courses “shall” be able to provide or facilitate shipboard training to their students.

This is a tall order. If the school fails to embark their students on shipboard training, they are liable under the provisions of this CMO. In order to strengthen the implementing arm of the HEIs, the CMO detailed the responsibilities that must be carried out by the Shipboard Training Office of each institution and the functions of the one in charge, the Shipboard Training Officer (STO).

“Section 5 details Shipboard Training Office and the Officer “ … shall be responsible for the administration and coordination of the activities and other requirements for student cadets undergoing the shipboard training.”

In essence, (1) Arrange for and facilitate the embarkation of student cadets; (2) Conduct thorough orientation/ familiarization of student cadets pertaining to: the difference between the 12 months and 36 months seagoing service; enrolment for shipboard training purposes; the proper way of accomplishing and filling-in of entries in the TRB, validation of the TRB and the sea-going service, and the assessment of student cadets among others.

It further mandates to ensure that all student cadets undergoing a 12 months sea-going service shall be issued an approved TRB before their embarkation; The STO must (1) conduct briefing of cadets for embarkation; (2) Coordinate with the shipping company and/or manning agency where the shipboard training is undertaken; (3) Provide necessary assistance to student cadets undergoing the shipboard training; (4) Conduct debriefing, validation of the TRB and the sea-going service, and assessment of cadets after disembarkation; and (6) Keep records of the linkages or partnerships with shipping companies and/or manning agencies that the maritime HEI has established, the results of cadets’ assessment as well as the validation of TRBs and other pertinent records relating to shipboard training.

In order to strengthen the STO, maritime HEIs shall provide for sufficient means and support to the Shipboard

Training Officer (STO) like: A separate workplace at least 20 square meter; One staff STO for every 500 students for shipboard training; Enough resources and facilities to support its effective and efficient operation, such as but not limited to: at least one (1) set of computer unit with internet connection; tables and chairs; at least one (1) telephone line with fax machine; a bulletin board.

Section 6 provides for the minimum qualification of a Shipboard Training Officer like: Fulltime as STO; Holds PRC license as OIC of a Watch with as least a year of seagoing as an officer; Completed training in IMO Model Course 3.12 (Assessor’s Training Course); and Preferably, have gained practical assessment experience.

The STO may be given a maximum teaching load of 24 hours a week provided that, he shall comply with the required qualification of a faculty handling professional subjects. “ The rest of the CMO deals with authenticity, validation of the TRB and service time, assessment, remedials and sanctions.

It shall be fully implemented on the First Semester of School Year 2012 – 2013.

I am particularly happy with this CMO. When I was very active in the inspection of MET providers, majority of the school doesn’t give attention nor support their Shipboard Training Office to discharge its functions per Policies Standards and Guidelines (PSG) of CHED. With the CHED staffs, we took pains in explaining and elucidating to the school officials the importance of their support to the STO in order to attain its objectives. It was perhaps, that the PSG was somewhat general which created misunderstanding in its implementation.

It can be said that this latest CMO has given teeth in compelling MET providers to comply with the requirements for the mandatory shipboard training of student cadets taking up the BSMT and BSMarE programs.

Now a nagging implication: Given the responsibilities of HEIs and the reality that not all those who are on their shipboard training phase can be accommodated, can these students file a suit against the school for not providing shipboard training as required by CMO No. 02, Series of 2012? ___________________________________________________  CAPT. RODOLFO ASPILLAGA. President of the Masters and Mates Association of the Philippines (MMAP). Treasurer of the League of Maritime Educators International (LEMARE). Chief Operating Officer of Bibby Shipmanagement Philippines.

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SHIPPING

Containers Face Test

Drewry’s March 2012 Container Forecaster highlights that while carriers have successfully implemented a series of GRIs recently that will improve their battered financial position, there are still a number of threats on industry profitability.

Many carriers have now grouped together on the core Asia-Europe trade to pool their largest ships into fewer services and to share costs. This was unlikely to have happened several years ago, but has been forced out of necessity.

It notes the perception might be that the industry has turned a corner and the extremely low freight rates seen on the Asia-North Europe trade are now behind.

Drewry concurs but it forecasts east-west freight rates including fuel will rise by as much 13.7% this year.

Nobody saw the huge $800 per TEU rate increases coming on the Asia-Europe trade and the timing of this bemused virtually everyone. Few believed it would be successful, but carriers have stood firm during a period when load factors have not necessarily been in the high 90’s on the headhaul leg.

Yet it warns of being lulled into a false sense of security by the considerably higher spot rates revealed in the weekly rate indices and think that all is now fixed.

From an industry perspective, Drewry says it is clear that higher rates enabling ocean carriers to cover their rising costs and turn a profit is a far healthier position. But there are still a number of factors which threaten this.

It seems that their recovery into profit is very much dependent on this resolve to maintain the GRIs and little else since they resolutely refuse to put significant tonnage into lay-up. This year will see another 59 ships of at least 10,000 TEU enter the global fleet.

Demand is by no means certain and Drewry has downgraded its 2012 global forecast to 4.6%, largely on the basis of a weak Eurozone, crippled by debt.

The revised assessment is that the industry lost at least $6.5 billion in 2011 in a year that saw global demand growth of 7.4%.

This was very much a missed opportunity for carriers to build on their surprisingly strong recovery in 2010.

Ocean carriers have successfully implemented GRIs on both the headhaul Asia to Europe and Asia to US trades this March. These have lifted spot rates above or at least close to the respective trade route break even margins.

This year will mean they will take some time to make up for this lost ground, rather than moving forward. Drewry still expects 1Q12 carrier financial results to be weak, although their position will improve as the year progresses.

But until very recently, even the largest 15,500 TEU vessels operating on the AsiaNorth Europe trade were not making money.

Recent losses and the high fuel prices have forced the industry into a re-structuring which was started at the end of last year.

Neil Dekker, head of Drewry’s container research, states, “Until the inherent structural capacity is truly tackled, we will continue to have periodic and violent bouts of overcapacity that will keep rates and operating margins yo-yoing.

It seems evident that carriers do not truly see the severity of their situation since the number of ships in actual full term lay-up is fairly small. As of early March, the idle or inactive fleet had grown to around 5.4% of total global capacity, but only 47 vessels above 5,000 TEU were included in this figure and a number of these are being re-deployed on new services.”

FEARS ON CARIBBEAN OIL SPILLS The Caribbean region cannot cope with a major oil spill, given the limited resources of small island developing states, confirm delegates to a regional convention on oil spill prevention and response.

Convention keynote speaker Christopher Cargill, Chairman of the Petroleum Corporation of Jamaica, says Jamaica and other islands in the region do not have access to vast amounts of resources to combat major oil spills.

Mr. Cargill was referring to the magnitude of the BP Deepwater Horizon incident which occurred two years ago this month in the Gulf of Mexico.

He told delegates: “We understand that the BP Deepwater Horizon incident involved 47,000 persons, 600 vessels and 120 aircrafts and the responders had access to a Spill Liability Trust Fund.

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The development of a mechanism for cooperation is therefore a critical part of the preparedness in the region as Jamaica and other small states will have to rely heavily on their neighbours to the north for assistance in dealing with such events. “ The meeting last April 11 to 13th at Kingston, Jamaica was to further regional preparedness and cooperation to oversee the offshore oil exploration and exploitation industry. It is also to improve oil spill response preparedness.

This is the third fora to complete a Caribbean Multinational Authorities Matrix to aid regional plans towards the offshore oil exploration industry.

Previous discussions looked at the legal and policy frame work for drilling operations and issues related to preparedness and response to pollution

incidents arising from oil and gas exploration and exploitation.

Mr. Bertrand Smith, Director of Legal Affairs at the Maritime Authority of Jamaica (MAJ) adds, “This meeting was important to Jamaica as we ratified the IMO Oil Pollution and Response Convention (OPRC) two years ago and are currently incorporating its provisions into national legislation to deal with discharges from oil and gas platforms…”

The convention was sponsored by the Maritime Authority of Jamaica and the Petroleum Corporation of Jamaica under the auspices of the International Maritime Organization (IMO), United Nations Environment Programme (UNEP) and the Regional Activity Centre/Regional Marine Pollution Emergency Information and Training Centre (RAC/REMPEITC).

2012 Review & Forecast for MPV Will increased competition drive this recovering sector back into recession?

Drewry research points 2011 saw the multipurpose (MPV) fleet recover some of the optimism seen prior to 2007. Rates have started to firm again and the demand outlook is steady for both breakbulk and project cargo, while the fleet supply is under control.

But its latest Multipurpose Shipping report states that MPV market share continued to rise over 2011 as non-containerised cargo volumes benefited from the rise in general cargo trade. Those volumes are expected to continue to rise throughout the forecast period.

However, Drewry expects the MPV share to drop from 2014 onwards due to competition from both the container and Handy sectors.

One of the principal contributing factors to MPV demand is general and project cargo where there was a significant increase in volumes during 2011. Although the next couple of years are expected to see stable volumes levels, this sector faces the most competition from container ships and ro-ro carriers.

Susan Oatway, author of the Multipurpose

report states, “Over the past year we have heard more and more stories of this type of cargo moving in containers. A number of the major lines have invested in open-top or flat-rack containers, designed specifically to carry the heavy, awkward cargoes that used to be the preserve of the project carrier fleet. And a number of lines have told us they are aggressively marketing this service.”

While the container market is depressed, then anything is being taken to fill a ship.

Equally, bulk rates are not significantly lower than the container rate to make that stuffing uneconomical.

However, the container market is expected to recover eventually – albeit slowly and not in the near future. Equally, although bulk rates are also expected to improve there is no suggestion that they will rise to levels anywhere near those seen over 2004-08, so keeping low-value cargo in low-freight vessels.

There is little incentive to put a lowvalue, low-freight cargo into a container – especially one that is not full, unless container rates are equally low.

Meanwhile, the MPV fleet is steadily growing and is forecast to grow at about 1.9% per year to 2016. The current

orderbook is equivalent to 17% (in deadweight terms) of the operational fleet, with the larger vessel sizes still proving to be the most popular for new tonnage, as opposed to replacement, which appears to be the norm in the smaller sectors.

Drewry has analysed the fleets and orderbooks of the major operators in this sector. In nearly all cases the average vessel size on order is greater than the average vessel size currently operated.

An important sign in the development of the fleet is that of increased lift capacity, where investment in new ships with greater specifications enables owners to create a niche sector for project carriers.

Author Oatway adds, “I think the outlook is much more positive than it was 12 months ago, demand is picking up in the near term and even though competition from other sectors is an on-going concern it seems to be mainly on a regional level, albeit that it needs frequent monitoring.

Project cargo is on the rise and much, if not most, of it depends on developing economies, which are faring much better than the old industrial nations. However the niche market for the project carriers is not impervious to the competitive threat and added value must be the way forward for many carriers.”

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gallery

HOMECOMING AT SAN NARCISO

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A

Abesamis lectures in Thailand

Filipino doctor stood outstanding in Thailand, speaking on maritime concerns before a panel of experts and select audience.

Dr. Joseph Bien Abesamis was among major speakers at the First Maritime Medical Conference for the Thai Royal Navy held March 26 to 28, this year, at the Long Beach Resort and Spa in Pattaya, Thailand.

Some 600 elements of the Thai military attended the three-day event.

Abesamis is a current Executive Board Member of the International Maritime Health Association (IMHA) where he was earlier a vice-president.

He is the incumbent president of the Maritime Clinics and Doctors Association of the Philippines (MARCDOC).

His credentials are impressive: assistant medical director of American OutPatient Clinic (American Hospital Inc.) and Clinical Occupational Medicine and Treatment Center, Manila (Clinicomed); approved medical examiner of Seearztlicher Dienst German Maritime Medical Services, Norwegian Seaman’s Directorate, Malaysia Marine Department, British Transport and Netherlands Shipping Inspectorate.

A full spectrum of maritime medical concerns were expounded at the convention like

• Global history and development of maritime medicine

• Medical issues at ILO Maritime Labour Convention

• International Cooperation in Maritime Health

• Developing Maritime Health Care based on international regulations

• Building of Network of Maritime Health Services

• Seafarers Medical Fitness examinations

• Maritime Emergency Medicine • Medical Care on Board Ship • Port Clinics, Crews Medicine • Maritime Occupational Clinic set-up

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Dr. Abesamis receives a gift from Admiral Nagara of Thai Royal Navy.

• Offshore Medicine, Telemedical Assistance Service Center

• Quality Assurance in Maritime Medicine

• Social equity and welfare Our Filipino doctor was among globallyprominent speakers like the eminent Dr. Suresh Idhani (India), president of IMHA. Also on the podium were Dr. Tim Carter (UK) Medical Adviser of the Maritime Coast Guard Agency; Dr. Alf Mage Horneland (Norway) Director of Norwegian Center of Maritime Medicine, Vice President (IMHA); Dr. Ilona Denisenko (Russia) Executive Board Member (IMHA).

Dr. Eilif Dahl (Norway) Cruise Line Doctor; Dr. Arne Ulven (Norway) Head of Offshore Division in the Norwegian Center of Maritime Medicine; Mr. Agner Tveten (Norway) Director of Radio Medical Services, Norwegian Center of Maritime Medicine.

More experts spoke: Dr. Nebojsa Nikolic (Croatia) past president – IMHA; Dr. Luisa Canals (Spain) Director of Technical Scientific Section of Spanish Society of Maritime Medicine.

Dr. Abesamis’ topic was Building of Network of Maritime Health Services of Seafarers (Main Milestone and

Guidelines). He also discussed the set-up of Maritime Medical Clinics in international standards.

“I gave more talk about sharing of competition and cooperation of clinics aside from business aspects... I shared (with) them the setup in Asia specially in the Philippines which compose 30 to 40% crewing. Aside … from India and eastern region, eastern Europe, majority are Filipinos (crew).

(We are) totally different from eastern perspective where they hire people compared to Europe because most … directorates Norwegian, German, British and Dutch usually are the shipowners, the directorates government.

We are with manning agencies that’s why the setup of the clinics is different.

We are private; they are public.

(Government) accredit doctors..like here in the Philippines, Norwegian we are like 6 or 7, for the Dutch 6, British 4, for the German only 1, so I have 4 of them,” stresses the doctor.

Dr. Abesamis assures he knows the setup. “In Europe, one gets the results within one to two weeks… since it’s manning (in the Philippines), we get the results within 24 to 48 hours as long as there is no backlog,” he observes.

The famous doctor is also doing yeoman’s job for the forthcoming Second Philippine Maritime Health Symposium slated late October, this year.

sports

C

8th FAME Golf Invitational Tournament

asalme and Harada hit the low gross and low net with sparkling precision at the 8th FAME Golf Invitational held Friday, the 13th last April.

This was over 84 golfers who participated at the Filipino Association for Mariners’ Employment (FAME) 8th golfest at the 1995 Johnnie Walker Classic, The Orchard Golf & Country Club in Dasmariñas City, Cavite.

Capt. Norie Casalme (Phil Transmarine Carriers) and Capt.

Tsutomu Harada (Grace Marine and Shipping) were with the

pack at seven in the morning till round-up time before lunch.

Awarding followed after the tees, pitches (and bogeys!) amid mango trees and gardens at the parkland layout of the Palmer Course.

The Innova car for the hole-in-one was unclaimed, despite shorter yardage of the tilt.

The Philippine team repeated claim on the pennant of FAME Ryder Cup, a side-bet of the tournament. The Japanese came close and wacked over the Europeans. Team standings duplicates last year results.

The Final Results Low Gross

: Capt. Norie Casalme PTC

Low Net : Capt. Tsutomu Harada Grace Marine Longest Drive

: Mr. Dario R. Alampay Joint Manning Group

2nd RUNNER- UP : Capt. Jimmy R. Boado Grace Marine CLASS B CHAMPION : Mr. Rick Loyola Vestland Maritime

Nearest to the Pin : Capt. Jimmy R. Boado Grace Marine

1st RUNNER- UP : Peewee Surbiron Guest, Centennial Transmarine

Most Accurate Drive : Capt. Tsutomu Harada Grace Marine

2nd RUNNER- UP : Mr. Dario R. Alampay Joint Manning Group

Most Promising Player : Atty. Erwin F. Pobre CSC Manila, Inc.

CLASS C

CLASS A CHAMPION : Capt. Banny B. Briones Multinational Maritime 1st RUNNER- UP : Capt. Lou A. Atienza Eurasian Maritime

CHAMPION : Mr. Kjell Hjartness C.F. Sharp 1st RUNNER- UP : Capt. Sabino M. Manglicmot Midway Maritime

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2nd RUNNER- UP : Engr. Nelson F. Ramirez UFS CLASS D

Mr. Rey Eduardo U. Quipit Bank of the Philippine Islands

CHAMPION : Mr. Robert Vincent B. Eusebio Trans Star Shipping

Mr. Jonathan M. Palma Bibby Shipmanagement Phils

1st RUNNER- UP : Engr. Sosimo P. Quibilan Tri Maritime Corp

Radm. Domingo T. Estera Cargo Safeway

2nd RUNNER- UP : Capt. Rafael C. Diño C.F. Sharp

Mr. Altair Casareo Cargo Safeway

WOMEN’S DIVISION

Atty. Erwin Pobre C.S.C. Manila

CHAMPION : Ms. Michelle Castillo Eurasian Maritime 1st RUNNER-UP : Ms. Ma. Cristina A. Basilio, BPI 2nd RUNNER-UP : Ms. Rafonchelle Lim Great Southern SPONSORS & GUESTS DIVISION CHAMPION : Mr. Paul Schenk Lufthansa German Airlines 1st RUNNER- UP

: Mr. Manuel Otayza AJSU Welfare Office

2nd RUNNER- UP : Mr. Beda Melgar MATEU FAME Ryder Cup Winners Champion

: PHILIPPINE TEAM

Ms. Rafonchelle Lim Great Southern Maritime Services Capt. Emmanuel L. Regio Island Overseas Transport Capt. Rene Kruidenier Jo Tankers Philippines Mr. Jon Judan Southfield Agencies Mr. Marlon Trinidad Magsaysay Maritime Capt. Sabino Manglicmot Midway Maritime Foundation C/E Regino S. Trajano Transnational Uyeno Maritime MAJOR RAFFLE WINNERS One round trip ticket via : C/E Efren Robles Delta Air Lines worth USD 1,500 ASP Crew Management Services

Capt. Norie Casalme Three Gift Certificates : Ms. Ma. Cristina A. PTC Mr. Edilberto Rivera Overnight stay for two

Basilio

Guest of Milmar Crewing From Baguio Country Club BPI Mr. Jon Judan

Southfield Agencies RAdm. Domingo Estera Cargo Safeway 1st RUNNER- UP : JAPAN TEAM Mr. Jon Judan

Southfield Agencies Capt. Tsutomo Harada Grace Marine One 22 inch Samsung LCD T.V. : Mr. Alfredo T. Mendoza

Mr. Keisuke Sugane

MMS Phil Maritime Cargo Safeway Services Mr. Shogo Yamada NYK-Fil 2 pcs. Mizuno Golf Bag : C/E Regino S. Trajano

Transnational Uyeno 2nd RUNNER- UP : EUROPEAN TEAM Maritime Mr. Kjell Hjartness Dr. Jose Emanuel C.F. Sharp Gonzales Mr. Nigel Trabshaw JEG Medical Services Magsaysay Maritime Mr. Geir Winterness Magsaysay Maritime Over-all Sponsor Banco De Oro Unibank For completing four consecutive years, Major sponsor Delta Airlines these are the 2012 Hall of FAMErs Hole-in-one sponsor Toyota Otis C/E Paul L. Bagalay Avantgarde Shipping

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Shipowners and ship managers want their crewsciencies, to focus their full or attention on theand work such as their health maintenance, or the well-being of their families so far away, their at hand while their ships are on the high seas.

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And forcrews long-term retention good-performing crews, we And for long-term retention of good-performing crews, we crew have packaged a Retirement Plan benefit for officer-level We can customize HMO, retirement plans and insurance have packaged a Retirement benefi t for offi crew so that, together with HMO Plan coverage benefi ts, cer-level the clients’ so that, together with HMO coverage benefi ts, the clients’ coverage to suit your particular needs, big or small. senior crews remain stable in their workforce. senior crews remain stable in their workforce.

We can customize HMO, retirement plans and insurance We can customize HMO, retirement plans and insurance coverage to suit your particular needs, big or small. coverage to suit your particular needs, big or small.

Penthouse A81, Zeta Bldg., Salcedo St., Legaspi Village, Makati City, Metro Manila, Philippines Tel. (632) 810 7707 • 810 7349 Fax: (632) 810 6848 Cellphone: (63920) 9400852 Website: www.ascent-aimai.com Email: ascentinsurance@ascent-aimai.com

Penthouse A81, Zeta Bldg., St., Village, Makati City, Metro MetroManila, Manila,Philippines Philippines Penthouse A81, Zeta Bldg.,Salcedo Salcedo St.,Legaspi Legaspi Village,For Makati City, Providing Flexible Solutions Your Insurance Needs Tel.Tel. (632) 810 7707 •• 810 Fax: Cellphone:(63920) (63920)9400852 9400852 (632) 810 7707 8107349 7349 Fax:(632) (632) 810 810 6848 6848 Cellphone: Website: www.ascent-aimai.com Website: www.ascent-aimai.com Email: Email:ascentinsurance@ascent-aimai.com ascentinsurance@ascent-aimai.com

Providing Your Insurance InsuranceNeeds Needs ProvidingFlexible FlexibleSolutions Solutions For Your 32

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

APRIL 2012