MW Sept-Oct 2011 Issue

VOLUME VI No.
1 ISSN 1908-0972
FUSION OF MARIT IME NE WS & VIE WS
SEPTEMBER-OCTOBER 2011
AMOSUP
Riding the waves
National Maritime Week
PTGWO-ITF
YEARS 1960 - 2010
STCW debates STCW debates EMSA deadline Jimenez on Tirad Pass
SEPTEMBER - OCTOBER 2011 PHP120
FUSION OF MARITIME NE WS & VIE WS
US$8 12 200
CONTENT
Cover Story
5 STCW debates 8 EMSA deadline 12 National Maritime Week 2011
16th National Seafarer Day
Feature
9
Jimenez on Tirad Pass
Shipbuilding Event
18 Hanjin delivers new ships 20 Manning and Training Conference in Manila
Shipping
22 Marina allows armed guards for ships 24 Phil-Indon RoRo preludes to ASEAN
Unions Ports
26 Major Unions hold cruise seminar

Cadets join the National Seafarers Day parade.
28 Romero firms bullish on Petron and SBMA
Business Gallery
31 FedEx back but in Clark 32 First Intl Seafarer Family Convention
Columns
14 Capt. Rodolfo Aspillagas MMAP Corner 16 Atty. Dennis Gorechos Maritime Law
ABOUT THE COVER

Marino World sparkles at the National Maritime Week and 16th National Seafarer Day.
FUSION OF MARI T I ME NE W S & VI E W S
SEPTEMBER - OCTOBER 2011
FUS I ON OF M AR I TI M E NE WS & V I E WS
PUBLIShERS NOTE
COVER STORy
Go Sail, Pinoy!
e do take a brave, bold stance as Marino Worlds 6th Anniversary coincides with the celebrations of the 16th National Seafarers Day --- both daring as we commonly face-off with the competitions, force majeure and the deceit of friends. Marino World was born amidst the economic turbulence in 2005. But beneath the hustlings of our maiden issue was the unwavering support of the OSM Group, one of the worlds leading shipping companies. OSM with its very first model on billboard; Marino World with a seafarer family on the cover. Even as we both grew, we continue to be grateful to OSM President RAdm Adonis Donato who became our regular columnist. I started the publication with two columnists: Atty. Tess Lora and Mrs. Minda Gomez. The former was an arbiter and now Commissioner of the National Labor Relations Commission (NLRC); Mrs. Gomez is Vice President of the Seamens Wives Association of the Philippines, Inc. (SWAPI). And as we rough the blue waters of mass media, more joined unexpectedly aboard --- inspiring us, making Marino World for both the stalwarts and the cadets, of master mariners and merchant risk-takers. As time flies, more are now writing for us, from respected maritime stakeholders to industry icons. Yes, we have weathered gails and enjoined a few hails. Thus, we never forget the maritime industry and the Filipino seafarers are one and the same tough cookie. These we reflect on our pages as we cover objectively the various sectors and endeavors. These we inculcate in our psyche that life cannot just be love-birds but vultures, as well. We have a defining moment in 2007, when Marino World gained the support of the Associated Marine Officers and Seamens Union of the Philippines (AMOSUP), the largest and most-influential maritime labor union in the country. With informative and inspirational mix of articles, Marino World holds on to its vision --- to help create a synergy between Government and the private sector in addressing concerns of our seafarers and their families. Simply stated, barely presented. And with the wind, Marino World Go, Sail!
A Debate on Perspective
STCW is for Safety, not Jobs nor Labor

By Lyn Bacani
he private sector is basically united in its wish to institutionalize a single government agency as the Administration of the Philippines in the implementation of the international convention on the Standards of Training, Certification and Watchkeeping (STCW). A resolution was passed and adopted at the national seminar on familiarization with the Manila Amendments to the STCW Convention and Code held at the Maritime Academy of Asia and the Pacific in Mariveles, Bataan July 22nd, this year. the current regime in the implementation of the STCW Convention in the Philippines is fragmented into various government agencies and, therefore, do not conform with the STCW Convention implementation, underscores the resolution signed by industry leaders. The resolution also recommends to maritime organizations and stakeholders a unified stand for the Philippine government to designate a Single Administration agency to solely and fully responsible to effect the implementation of the STCW Convention and Code, as amended in 2010, on or before 01 January 2012.
Back to Basic.
Atty. Brenda Pimentel, Regional Coordinator of the International Maritime Organization (IMO) for East Asia says the Philippines must go back to basic to review the real intention of the STCW Convention. It is a safety convention and not a labor convention, Pimentel clarifies.
Ms. Pimentel of IMO
FUSION OF MARITIME NE WS & VIE WS
Editorial Board LYN BACANI Publisher/Executive Editor B. CORTES LAGAC Editorial Consultant GEN DY News Editor WALDENGRAFIX Layout & Design
Columnists Ms. MARISSA OCA Ms. MERLE SAN PEDRO Ms. MINDA GOMEZ RAdm ADONIS DONATO Capt. RODOLFO ASPILLAGA Capt. EDWIN ITABLE Capt. IRENEO DELOS SANTOS Capt. JONES TULOD Dr. CONRADO OCA Atty. DENNIS GORECHO JOMELYN TUD CHAI CUBILLA JANE CABANBAN ARNALYN CABANBAN VANESSA CABANBAN Marketing Assistants
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She cites the important factors of the STCW Convention are to ensure that the signatories give meaning to the principles of the Convention. They should create laws on the implementation of STCW to ensure safety of life and property at sea, protection of the marine environment and that seafarers onboard ships are qualified and fit for their duties. Pimentel is disappointed on the prevailing appreciation in our country on STCW protocols. She perceives that in the Philippines, STCWs focus on safety is seldom discussed. Instead, the thinking is how many seafarers to deploy and how much dollars will they enter. The Philippines must implement STCW in a new perspective, thus must revisit the Convention, Pimentel underscores.
The Filipina IMO coordinator is on her ninth year with the IMO regional office for the East Asian sub-region based in Metro Manila. The Manila office covers Brunei Darussalam, DPR Korea, Lao PDR, Mongolia, Singapore, Cambodia, Indonesia, Malaysia, Thailand, China, Japan, Myanmar, Republic of Korea, Viet Nam and the Philippines. Pimentel laments that it is ironic the Philippines does not invite her to discuss the STCW. Yet most of the 15 countries she covers are constantly seeking her expertise (saved the three developed maritime countries, Singapore, Japan and Korea). Sadly, she is forced to quip, Do not copy the Philippine implementation, whenever queried on the Philippine model of STCW implementation.
(DOLE) Secretary Rosalinda Baldoz in a memorandum. If signed by the President, the EO will designate DOLE as the STCW Administration responsible in giving full and complete effect to the 1978 STWC Convention, as amended, and vest functions and authority like : Exercise full and exclusive jurisdiction in all matters concerning the implementation of the STCW Convention, as amended; Ensure all legal and administrative measures provided by concerned government agencies and instrumentalities are appropriate and compliant to the STCW Convention, as amended; Develop, formulate and prescribe standards of education and training, assessment and certification for seafarers as prescribed by the STCW Convention, as amended and approved by the Maritime Training Council (MTC); Issue and revalidate the certificates of competency and proficiency and its corresponding endorsement in accordance with the provisions of Regulation of the STCW Convention, as amended; Prescribe, collect and regulate fees relative to the implementation of the STCW Convention, as amended; Enforce the National Quality Standard System (NOSS) in the implementation of the education and training, assessment and certification system for all seafarers in accordance with the STWC Convention, as amended; Ensure that the qualifications of instructors and assessors are in accordance with Section A 1/8 of the STCW Code; Monitor the performance of Maritime Education and Training institutions (METIs), conduct investigation of noncomplying METIs and the imposition of the corresponding penalties/ sanctions to ensure the effective implementation of the standards of maritime education and training; Assume the responsibility of confirming to other State Parties its full compliance which the requirements of the STCW Convention, as amended, and sign bilateral undertaking with
other State parties, pursuant to regulation 1/10 of the Convention; Communicate to the International Maritime Organization (IMO) information required under regulation 1/7 of the STCW Convention, as amended, and other information that may be required in pursuance of the Convention; Serve as central repository of all certificates and endorsements issues to all seafarers in accordance with Requisition of the STCW Convention, as amended, and all other information relative to STCW Implementation; and Perform such other functions as may be necessary to give full and complete effect to the provisions of the 1978 STCW Convention, as amended. In Section 2 of EO, the Maritime Training Council (MTC) shall continue to be the policy-making body to ensure the full and complete compliance with the provisions of the 1978 STCW Convention, as amended, and shall be attached to the Department of Labor and Employment for administrative and policy control.
PRIMER ON STCW
Adopted 7 July 1978; In force 28 April 1984 Major revisions 1995 and 2010
The 1978 STCW Convention was the first to establish basic requirements on training, certification and watchkeeping for seafarers on an international level. Previously such standards were established by individual governments, usually without reference to practices in other countries. As a result, standards and procedures varied widely even though shipping is the most international of all industries. The Convention prescribes minimum standards relating to training, certification and watchkeeping for seafarers which countries are obliged to meet or exceed. The 1995 amendments, adopted by a Conference, represented a major revision of the Convention, in response to a recognized need to bring the Convention up to date and to respond to critics who pointed out the many vague phrases, such as to the satisfaction of the Administration, which resulted in different interpretations being made. The 1995 amendments entered into force on 1 February 1997. A major feature was the division of the technical annex into regulations, divided into Chapters as before, a new STCW Code, to which many technical regulations were transferred. Part A of the Code is mandatory while Part B is recommended. Dividing the regulations this way makes administration easier. It also makes the task of revising and updating them more simple: for procedural and legal reasons there is no need to call a full conference for changes to Codes. Another major change was Parties to the Convention are to provide detailed information to IMO concerning administrative measures taken to ensure compliance with the Convention. This represented the first time that IMO had been called upon to act in relation to compliance and implementation - generally, implementation is down to the flag States, while port State control also acts to ensure compliance. Under Chapter I, regulation I/7 of the revised Convention, Parties are required to provide detailed information to IMO concerning
administrative measures taken to ensure compliance with the Convention, education and training courses, certification procedures and other factors relevant to implementation. The information is reviewed by panels of competent persons, nominated by Parties to the STCW Convention, who report on their findings to the IMO Secretary-General. In turn, he reports to the Maritime Safety Committee (MSC) on the Parties which fully comply. The MSC then produces a list of confirmed Parties in compliance with the STCW Convention. STCW Convention chapters Chapter I: General provisions Chapter II: Master and deck department Chapter III: Engine department Chapter IV: Radio communication and radio personnel Chapter V: Special training requirements for personnel on certain types of ships Chapter VI: Emergency, occupational safety, medical care and survival functions Chapter VII: Alternative certification Chapter VIII: Watchkeeping The STCW Code The regulations contained in the Convention are supported by sections in the STCW Code. Generally speaking, the Convention contains basic requirements which are then enlarged upon and explained in the Code. Part A of the Code is mandatory. The minimum standards of competence required for seagoing personnel are given in detail in a series of tables. Part B of the Code contains recommended guidance which is intended to help Parties implement the Convention. The measures suggested are not mandatory and the examples given are only intended to illustrate how certain Convention requirements may be complied with. However, the recommendations in general represent an approach that has been harmonized by within IMO and consultation with other international organizations.
The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010, marking a major revision. The 2010 amendments are set to enter into force on 1 January 2012 under the tacit acceptance procedure and are aimed at bringing the Convention and Code up to date with developments and address issues that may emerge in the future. Adopted were important changes to each chapter, including: Improved measures to prevent fraudulent practices associated with certificates of competency and strengthen the evaluation process (monitoring of Parties compliance with the Convention); Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers; New certification requirements for able seafarers; New requirements relating to training in modern technology such as electronic charts and information systems (ECDIS); New requirements for marine environment awareness training and training in leadership and teamwork; New training and certification requirements for electro-technical officers; Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers; New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates; Introduction of modern training methodology including distance learning and web-based learning; New training guidance for personnel serving on board ships operating in polar waters; and New training guidance for personnel operating Dynamic Positioning Systems.
Marina as Marad.
IMOs Pimentel underscores that there is no need to change or to institutionalize MTC; rather, the government should look at the (existing) proper agency which has the right perspective in maritime safety. She says there should be an overarching consideration in the implementation of STCW and that it cannot be done if the major implementor is still focused on labor. Pimentel, formerly of the Marina, muses aloud that, Marina should be the Maritime Administration (Marad), But she warns not to look at the current structure of Marina. There might be criticism on the lack of personnel (and other internal weaknesses), but this will put the implementation of STCW in the right perspective. Pimentel says other agencies concerned may still continue with their mandates or services or there will only be minor changes in the agencies. The Manila STCW 2010 Amendments is asking for only one maritime administration to talk to, concludes Pimentel.
Maritime Administration
Among the advocates of creating a law to establish a Department of Maritime Affairs (DMA) or an STCW Administration are Capt. Rodolfo Aspillaga, president of the Masters and Mates Association of the Philippines (MMAP) and C/E Miguel Marasigan, Professional Regulation Commission (PRC) Officer-in-Charge for Board of Marine Engine Officers. We as an accredited professional association advocate for an agency which has all the mandates in implementing the STCW Convention, says Capt. Aspillaga as he also underlines that creating a law is the long-term solution and not an executive order. This view is supported by C/E Marasigan adding, A new law for a DMA under the Office of the President is needed so that it will be on top of all the other agencies concerned. The incumbent PRC official clarifies that the head of the proposed DMA need not be from the maritime sector but its support staff must be maritime experts.
Nope to DOLE.
Maritime experts, lawyers and leaders hold major disagreement with the draft of an Executive Order (EO) on STCW Single Administration endorsed 09 August 2011 to the President by Department of Labor and Employment
PH report beats EMSA deadline

he Philippines has submitted its report to the European Maritime Safety Agency (EMSA) ahead of the 30 August 2011 deadline pending matters relating to the functioning of the maritime administration but confident that the country can rectify the deficiencies noted by EMSA.
CRIME CRUSADER
By Lyn Bacani
RP has bilateral agreements on the certification of seafarers with 12 European member states, including Belgium, Cyprus, Denmark, Greece, Ireland, Italy, Luxembourg, Malta, Netherlands, Poland, Portugal and Sweden. In 2009, about 79,111 Filipino seafarers were deployed on ships in EU member-states flags of registry. C/E Miguel Marasigan, Professional Regulation Commission Officerin-Charge for Board of Marine Engineer Officers exudes the report was so voluminous with hundreds of thousands of pages enclosed in one balikbayan box. Marasigan was an observer during the inspections of EMSA auditors and one of the members of the technical working group who made the countrys report to EMSA.
found out to be deficient in areas of quality standard systems, training equipment and facilities and use of simulators. Seven other schools have already complied. Marasigan warns 50 more maritime schools may be penalized if remedial measures will not be applied.There are 94 accredited maritime schools in the country. CHED will add inspectors to make sure all maritime schools are monitored in one year. CHED also drafted policies and guidelines on the implementation of shipboard training requirement for the Bachelor of Science in Marine Transportation (BSMT) and Bachelor of Science in Marine Engineering (BSMarE) programs. CHED included monitoring and evaluation of higher educational institutions offering BSMT and BSMarE regarding compliance with the requirements of CHED and the international convention on STCW 1978, as amended.
Cease-and-desist order
The report tells EMSA that a ceaseand-desist order was issued to the three maritime schools which were twice visited in 2006 and 2009 and
C/E Marasigan of PRC
Dante La. Jimenez. Born in Mandaluyong, raised in Metro Manila. Batang Malate yet proudly Uragon. Navy duty and Intel officer. Shipping executive and maritime educator. Bemedalled in the Navy and president to his peers (PAMI, Phil Assn of Maritime Institutions). Served under three presidents on the fight against criminality, corruption, organized crime, illegal drugs and private armies.
Flash of Grace.
antes crusade against heinous crime is not just an advocacy; it is a way of life. For it came to him as a thunderbolt --- a defining moment as it was of Saul on his way to conquer Damascus. Says he in Profile of a Crusader: From the day I held Boboys body in my arms with blood and brain tissues oozing from his head caused by a bullet that pierced through his brain, I have become a different Dante Jimenez. 20 December 1990. His brother Boboy was a 31-year old marine engineer and naval architect; advocate of children and workers welfare. A bullet dropped him, fired by goons hired by a Las Pias drug queen mistaking Boboy for a weasel on her obnoxious trade. Seven days comatose, yet Boboy knew his family was at bedside --- in tears as the world bubbles with Christmas cheers. Two more deaths followed: that
of his father while speaking at a school event; then his Lola Maria three months after, broken-hearted.
Boboy were jailed, Carlito Aguilar in 1994 and Ernesto Mendoza in 1998.
The Warrior Within.

But fact is, Jimenez did not become another Dante because of the tragedies. Instead, these unchained the warrior in the shy and scrawny boy living in the Navy barracks at Plaza Militar, Malate. There decades back, he defended his friend Boy Nicanor aka Tulo Laway against a huge bully named Boy Negro. My friend and I went home nursing bruises in the head and face. I suffered a cut on my left eyebrow, recalls Dante. This incident bookmarks his psyche, judge me not for what I have done but for what I have fought for. And fought he did against moguls of crime. Against Ka Mameng (Maxima Asuncion Cristobal), a protge of Don Pepe (Pepe Oyson), the overlord. There was no letting up until the gunmen of
A Common Front.
He synergized with relations of other victims through CAV, Crusade Against Violence founded by its chair, Atty. Romulo Villa (whose son, Leni, died from brutal hazing at Ateneo Univerty). CAV roster looked like a police blotter: the Hultmans (daughter Maureen with Jussi Leino and John Chapman all shot dead by son of former Chief Justice Claudio Teehankee), the Villas, the Bernabes (Beebom-Conchise kidnapmurder), Vizconde (family raped and murdered) the Maguans (death in a traffic altercation) the Jimenezes, plus some. CAV used publicity to awaken the nation on the intensity of crimes and the weakness of our criminal justice system. CAV plodded on and with the glare of mass media, both Justice Department and the Supreme Court decreed to finish each heinous crime within 90 days on Special Courts.
end radio broadcast on maritime issues.
Where Justice Due.

Dantes sensibilities are reflected on his concerns, samplings: Against do-gooders from Church and Society lobbying for Leo Echegaray, on death row for incest-rape. When Leo was getting sympathies, Dante asks in-your-face, Does anyone sympathizes with Baby (the daughter raped while a minor)? Hounding the rapists with homicide and robbery of Nancy Siscar, a shy and pretty 22-year old teacher at Mahabang Parang Elementary School of San Luis, Batangas. Brothers Jurry and Ricardo Andal and Edwin Mendoza were convicted after two years. Seeking justice for Vincent Hataw Joro-joro who, at 11 years, was the sole breadwinner of his family. While flying a kite on a rooftop, he was shot dead by Cooper Fallorina. Justice was swiftly given to Vincents family, yet Jimenez still asks: when will the violence and bloodshed stop? Dripping with sarcasm, he asks why the Asosacion de Damas de Pilipinas cannot spare Php200 thousand for DNA testing of the 21 kids burned in the fire of the Asosacions old building. The ladies would not; they need all the money for a new building!
attending hearings and watching eagle-eyed the minutest infractions/ accommodations and 3) Jail-watch where members visit jails to validate the convicts are not given special treatment (and worse, like the killers of Boboy released on faked official papers).
Creative Vision.
Jimenez is a pillar of the maritime industry - a leader, educator and innovator. Even if he was a Navyman, he shifted his students from N-ROTC to PCG-ROTC, the first in the country. He says it is ripe to support the Coast Guard, primarily in search and rescue operations given more than 20 typhoons rage annually in our archipelago. More recently, he is involved in political dynamics, not the partisan kind of himself getting elected. He is a prime mover of Bicol Reform, a Region 5 group of academe, business and civil executives and clergy seeking a regional charter to fast-tract progress in Bicol. It even boldly endorses the wish-list of Muslim activists for autonomous governance of a defined Bangsamoro constituency. Jimenez Bicol Autonomy Movement has already drafted a Charter, collated and scrutinized by experts in various disciplines. They want changes now, within the purview of the current Constitution to avoid waiting for a highly politicized and partisan Charter change.
TIRAD PASS
This feature is inspired by the selfless nationalism of Gen. Gregorio Del Pilar who gave up privileges of rank, of youth in its prime, and of life itself for the Republic the world refuses to honor. Marino World thus searches for persons from the maritime industry who are outstanding in fields other than their livelihood. They are those with advocacy and action that impact positively, that enrich values and perspective, and - for whatever ethical nugget - make a difference in life of others. To nominate person/s, kindly e-mail initial data for evaluation to marinoworldpublisher@gmail.com Or by courier to Suite 3810 Manila Executive Regency, 1200 J. Bocobo St., Ermita, Manila. Should the Editorial Board consider the nomination, we shall request for photographs and collaterals to validate claims. A personal interview of the nominee may also be arranged. All submission automatically becomes the exclusive property of Marino World. We regret we cannot return nor acknowledge unsolicited articles.
Jimenez consoles chief cook Randy Ularte whose wife and children were massacred in Lumban, Laguna. Justice Sec Leila De Lima and VACC Chairman Martin Dio complete the major support for Ularte. Photo taken at VACC 13th Founding Anniversary, August 26th.
Congress also returned in 1994 capital punishment repealed under Cory Aquinos term. CAV had two major effects: pressures on the criminal justice system to prioritize heinous crimes and a stern warning there is CAV that means business --- a partner of Government in crime fighting that cannot be cajoled, bribed nor intimidated.
Jimenez waded deeper into murky waters with VACC on the PhP40million illegal recruitment of Matias and Ruth Domiquil victimizing some 600 OFW applicants. He also honed in on two plunder cases against Dominga Manalili, BIR Region 7, for Php66million and Php193-million. Theres Mayor Eduardo Roquero of San Jose, Bulacan scam of Php35thousand diverted from a waiting shed. Peanuts by itself but billions when sifted nationwide and the impact it will send, VACC contends. As its crown jewel, VACC filed the plunder case against President Estrada for Php130-million diverted from tobacco excise tax of Ilocos Sur. Lawyers of CLEAR and CLAMOR filed similar cases and history was made.
several reforms that enriched maritime education and improved the quality of seafarers in our merchant marine industry. It seems preparatory for in 1994, the industry was on the verge of collapse due to conflicting government ordinances. Jimenez organized the Multi-sectoral Task Force to Save the Seafaring Industry from a rainbow coalition of academe, shipping firms and builders, seafarers, and more. Midstream stakeholders blocked powerful opportunists tailor-fitting ordinances to serve their vested interests. At the face-off, politics and protectionism buoyed the manipulators but lost wind gradually against the inspired task force. Jimenez, high school editor-in-chief of the Malate Echo and AB-Journalism degree from UST, inks his pen with columns VACC at Kabayan broadsheet and Krusada at Pilipino Star Ngayon and Peoples Tonight tabloids. He hosted a talkshow at GNN cable television and now co-anchors a week-
More On His Plate.

Dante wrote on the grenade carnage at Winnie Danaos birthday party in La Union; the kidnap of 9-year old Willy Junjun Garpen by his guardian, Rubirosa Pastrana of Tondo; the armed robbery of a bus in broad daylight at busy Buendia, Makati with neither police nor Marines in the vicinity; and many more, all seeking action and closure by our criminal justice system. Win-some, lose-some was it all? Or just antics like the gazillion coins for the Supreme Court fine to needle for somber and objective decision? The jury is out VACC is extremely successful in its methods: 1) Sympathy-extending approach by sharing the grief of the survivors and relatives; 2)Court-watch by
May Your Tribe Increase.

In a matrix, Dante is clearly a transformative leader, focused in his vision yet open to societal priorities. He does not apologize for his personal bias (i.e. justice for his brother, Boboy) but pliable and open to demands of events, to resources at hand. We are privileged to feature Dante as a Tirad Pass exemplar. It seems deja vu recall of wisdom from his book, there are still concerned people who despite their setbacks remain steadfastin their fight for justice. They are like the legendary bamboo tree firm but resilient. I call those who choose to struggle the emerging modern heroes of today. Marino World calls them Dante La. Jimenez.
CAV to VACC.
Jimenez experience with presidential task forces validated his suspicions that increasing crime is connected with corruption prevalent, nay almost ingrained, in the system. Thus, CAV leveled-up to VACC, Volunteers Against Crime and Corruption on 30 July 1998. Core organizers include Vizconde, Cory Quirino (kidnap victim), Levi and Alice Vinculado (son Albert killed by a mayors bodyguard), Attys. Jose Calida and Benjamin E. Paggao and others in various fields seeking to neutralize the impact of victimization.
Charging Windmills.
Crusading is essentially Dante, starting ala Man from La Mancha but morphing as Super Hero. In 1993 as Philippine Association of Maritime Institutions (PAMI) president, he introduced
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Western Union honors Ten Outstanding Youth

Western Union, a global leader in money transfers, recently awarded 10 outstanding maritime students after a meticulous nationwide search. It is taken as Western Unions corporate statement recognizing the countrys preeminence in the global seafaring industry. Manila is the manning capital of the world, with 350,000 Filipino seafarers on board any time and any where ships are.
Luswelf proudly participates at the NSD parade. Ms. Lyn Bacani, publisher of MW and Capt. Rodolfo Aspillaga of MMAP report live on Usapang Maritime sa DZRH during the NSD parade.
ilo), Rizaldie Zambra, Jr. and Steven Ryan Arillo (John B. Lacson Foundation Maritime UniversityArevalo, Iloilo). Allyson Agustin (Technological Institute of the Philippines), Florence Peter Virtucio (Lyceum International Maritime Academy), Luis Nico Enciso (Polytechnic Colleges Foundation) and Marville Cullen Espago (Maritime Academy of Asia and the Pacific). They were also recognized at the National Seafarers Day celebrations in recognition for their achievements as model citizens of the seafaring community. Dadole, 20, undergoing training at the Korean shipping STX Pan Ocean says, the shipping and seafaring industry will remain a foundation of the economy and so the need for highly competent Filipinos onboard ships.
Karaoke, Guiness boodle fight spark Natl Maritime Week

By Coca H. Strobar
multi-faceted week is expected as the nation celebrates National Maritime Week (NMW) from September 25 to October led by Maritime Industry Authority (Marina). The years theme is Piracy Orchestrating the Response adopted from the UNs International Maritime Organization (IMO) commemoration of the 2011 World Maritime Day. Marina Administrator Emerson Lorenzo observes the theme is both timely and relevant to the Philippines, noting Filipino seafarers are most vulnerable to piracy attacks taking the most numerous in international seaborne trade. They need urgent and timely intervention by the global maritime community for the protection of their general-being, says Lorenzo.
A seafarer sings out loud at the Karaoke Challenge.
The tough criteria include academic excellence, competence, good moral standing and involvement in community affairs. The finalists also mirror Western Union five (5) corporate values: integrity, passion assertiveness, dependability and camaraderie. Through recognizing the accomplishments of the maritime student community, we hope to instill a lifelong love for learning for
16th National Seafarers Day

The Apostleship of the Sea (AOS) leads an ecumenical memorial rites at sea on waters by the Philippine Coast Guard Headquarters (PCG) on September 25, to culminate the 16th National Seafarer Day (NSD). Other activities for the NSD lend colors and excitement like the oratorical contests for the maritime students, photo challenge, art contest, karaoke challenge, raffles and games participated in by maritime students and seafarers. In a solemn remembrance to departed seafarers, the Associated Marine Officers and Seamens Union of the Philippines (AMOSUP) leads the wreath-laying. After a Roman Catholic mass, the fluvial parade and flower offering followed and capped by a concert at the Seafarers Memorial in Roxas Boulevard in Manila. The Women in Maritime Philippines (WIMAPHIL) holds a health symposium and launches an Adopt-ABamboo-Tree program. Marinas Lorenzo heralds to all and sundry that Filipino seafarers are the countrys ambassadors and important partners for national growth and development for having consistently remitted to the Philippines foreign currency estimated upwards of US$ 3.8-billion in 2010.
Different groups from the industry parade from the Luneta Seafarer Center in T.M. Kalaw street towards the Manila Cathedral in the Intramuros area. Smart Communications launches the 2012 Search for Outstanding Filipino Maritime Workers and Smart Pinoy Maagang Pamaskong Handog/Jobs Fair. A series of professional lectures are in the week-long fest, starting with Filipino Association for Mariners Employment (FAME) conducting lectures on antipiracy and armed robbery against ships in various manning agencies premises. Likewise, Marina, the Department of Foreign Affairs (DFA) and the Philippine Coast Guard (PCG) host a roundtable discussion on the same issue. PCG also demonstrates oil preparedness response and anti-piracy exercises at the Manila Bay and partners with Philippine National Red Cross in bloodletting activities. The Philippine Association of Maritime Training Centers (PAMTCI) and the Philippine Association of Maritime Institutions (PAMI) host a career talk on the maritime profession in maritime schools.
the next generation of seafarers as they begin their journey to make a difference for their loved ones and to make a difference to the world, says Patricia Riingen, Senior Vice President, Pacific & Indochina. On its second year, Western Union continues to recognize the handwork of maritime students. Congratulations to the 10 outstanding students who have exhibited great passion and dedication in honing their seafaring skills to become part of our countrys growing force of global heroes, Riingen adds. The top ten honorees are Daryll Dadole (Asian Institute of Maritime Studies), Jan Asley Valenzuela and Bryan Segovia (both of John B. Lacson Colleges FoundationBacolod), Mark Anthony Gascon (John B. Lacson Foundation Maritime University Molo, Ilo-
Valenzuela, 19, a scholar of Jo Tankers Inc, a Norwegian shipping line, confirms they all received a cash prize of P15,000, honor trophy and recognition plaque. On top of this investment on the countrys youth, Western Union has earlier handed over a Welfare and Development Learning Center to the Associated Marine Officers and Seamens Union of the Philippines (AMOSUP) for orientation, livelihood and social development programs on both seafarers and families. In support of quality education, Western Union donated an audio visual system to the Maritime Academy of Asia and the Pacific. Last year, 20 students were honored in celebrations of Western Unions 20 years of essential service in the Philippines.
On the lighter side, the Luneta Seafarer Welfare Foundation (Luswelf) hosts a Karaoke Challenge for the seafarers and a boodle fight at its Luneta Seafarer Center in TM Kalaw, Manila. Anfred Yulo, general manager of Luswelf says, the boodle fight is the countrys entry to the Guiness World Record for the Longest Seafarer Boodle Fight.
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Sailing the cool waves

Abstract from a speech First International Seafarer Family Convention Youth Session, August 5, 2011, Pasay City
crossing the Magellan Strait near Punta Arenas, south of Chile. We slowed down to exchange empty drums with shrimps and king crabs. Getting acquainted with the warm and caring beings of South and Central America can become unforgettable.
Consequences.
Being away from ones family and loved ones is the greatest sacrifice that a seafarer will experience. Loneliness could set in, especially on anniversaries, birthdays, graduation, reunions, wakes and burials. Aside from family occasions, there are also emergencies and involvement of children in undesirable activities such as street-gangs, alcoholism and drug abuse. Being absent when they needed you the most can have guilty feelings which can destroy a seafarers disposition and career if there is lack of support extended to him in difficult times. We also hear of relationships being severed due to gaps between a seafarers spouse and in-laws. Such situations are sticky; no rule of thumb because its unique in each case. On social issues, shipping/management companies and manning agencies are now partnering with each other to develop programs that will reach out to families of the crew. Counseling are done by professionals. Re-integration trainings and other social awareness programs are being done for the seafarers and their families. Boredom on board is lessened by entertainment, regular supply of videos, sports equipment and reading materials. CDs produced by our local TV stations are among those sent to keep our seafarers abreast on showbiz and teleserye, Capt. Barbel, Darna or Mara Clara.
In the global economy.

We were a mixture of nationalities, with the rest of deck and engine ratings Filipinos. It was a real challenge for everyone, especially to the vessels command in maintaining harmony on board. (It) was a great learning experience as it made me understand other way(s) of life. When you are out there in the open, you are exposed to the forces of nature. In our present day, the Captain is now assisted by modern instruments to track the path of storms and areas of bad weather and can maneuver his vessel to avoid getting hit hard by a boisterous weather. But there are times that it cannot be helped. Your training and seamanship skills shall be put to the test once you are caught and have to battle the strong winds, waves and seas. Around 90% of world trade is carried by the international shipping industry. Contributing to this global economic activity are over 50,000 merchant ships trading internationally, transporting every kind of cargo. The world fleet is registered in over 150 nations, and manned by over a million seafarers of virtually every nationality. Today, global seaborne trade totals nearly 8 billion tons, and sea transportation accounts for more than 90% of goods traded between countries. Shipping is the lifeblood of the global economy. Without it, export countries would falter and importers would face desperate shortages. Much of the world would starve, societies would remain divided, and globalization would slow drastically.
magine the world without a ship transporting goods, imagine a world without any vinta sailing the islands. Unimaginable, without these vessels there will be very limited means in transporting goods in bulk, commodities, products, livestock and people. Without ships, barter trade will still be around but global trade is non-existent. We all know from history that in the Middle Ages, vessels or ships have been very useful in discovering new frontiers and with these discoveries the volume and scope of global trade has grown exponentially. Behind the discovery of lands, peoples and civilizations are the SEAFARERS who navigated vessels through calm and rough waters. They are the silent heroes of the world economy, without them no ship will run and no world trade to talk about.
MMAP CORNER
Impact on lives.
Although the shipping industry has enjoyed record markets and freight rates in recent years, freight costs for consumer goods have historically represented only a small fraction of the shelf price, and continuous improvements in technology and efficiency have helped ensure maritime transport costs remain very competitive, like: The typical cost to a consumer in the United States of transporting crude oil from the Middle East, in terms of the purchase of gasoline at the pump is about half a US cent per liter. The typical cost of transporting a 20 foot container from Asia to Europe carrying over 20 tonnes of cargo is about the same as the economy airfare for a single passenger on the same journey. The transport cost element in the shelf price of goods varies from product to product, but is ultimately marginal. For example, transport costs account for only 2% of a television shelf price and only 1.2% of a kilo of coffee.
Opportunities.
In entering a maritime academy, I learned navigation, seamanship, astronomy, meteorology, oceanography and maritime commerce. Most importantly, the regimental training prepared me physically and mentally for the unknown. Place for cadets in 1975 are not that too many; it took me 10 months from completion of my two years academic period before being an apprentice in 1976 on a German-owned vessel with the flag of Cyprus.
Hardships, nay, call it challenges, are part of our life and seafaring has a lot of it. But for each challenge, surely, there is a corresponding option or way to overcome it. Thats why we need to be trained well to develop our seafarers skills and become well-rounded in the profession. Only then, that we will be prepared to face the challenges of the sea and enjoy the benefits that goes with it.
Positive impact to family.

The seafarer is a hero to his family and the community. He is the ever great provider, from basic items to luxuries. A seafarers income has grown from $4,000/month in the 80s. A Filipino Master now earns $8,000/month in a container vessel, upwards $10,000/month on a tanker. Seafarers family must manage well his hard-earned wages. Most importantly, our seafarer hero deserves all the love we can give as a family, more so when he is on vacation. Seafaring industry has generated US$2.46 billion in 2010, a big contribution in the Philippine economy. Their contribution is one major factors our economy has remained strong in the midst of economic crisis which hit globally two years ago. It is perhaps just fitting for our legislators to craft laws for the welfare of our seafarers. From his education, training, assessment and certification up to the time he is issued a seamans book and deployed to work overseas, the least we can do is to make life easier for him while complying with international standards. After all, they are our living heroes.
Benefits.
A Filipino seafarer, once certified in accordance with the STCW Convention may be employed in domestic or foreign vessels giving his qualification a global recognition. The system of his education, training, assessment and certification follows an international standard with the government seeing to it that compliance is sustained. A Filipino seafarers employment contract is very detailed most specially the terms and conditions of his compensation and benefits. A seafarer doesnt need to spend anything when being employed by a licensed manning agency. You are given free flight when joining your vessel any place and in flying home after. The first time I visited Shanghai they were still under the influence of Chairman Mao Zedong. The guide talks in monologue always praising Mao. I joined a vessel once, taking the train from Bremen to Rostock which was then still East Germany. I had a chance to visit the historic town of Vyborg, Russia, near the border of Finland. I was able to visit Gdansk where Lech Walesa fought for the Polish workers rights. I and my fellow seafarers were able to visit the Great Sphinx, the Pyramid of Egypt; the leaning tower of Pisa, Florence and Venice in Italy. We saw Niagara Falls in Ontario, Canada, Sears Tower in Chicago as well as the Twin Towers in New York when it was still standing. Meeting people and learning from them is something that a seafarer will treasure. I remember the time when we were
The Adventures.
Age 21 starts journey to the world of seafaring. In three days, I travelled half the globe for my assignment in Tanzania, East Coast of Africa. It is the start of the many firsts in my life from the first plane ride to the first experience in a foreign territory. I enjoyed most stargazing, at some Greek and Roman mythology characters scattered in the stillness of the night on cloudless sky, it was exciting to bring out my Astronomy book and identifying Orion with his belt of stars. And below him is Sirius, the Dog Star also known as the heart of Canis Major(Big Dog). And at upper right, the head and horns of Taurus, the Bull.
Impact on the Industry.

International shipping is the lifeblood of global economic growth; that is, as the global economy goes, so goes shipping and related industries. Each sector has a different propensity for maritime transport. Agriculture, mining and manufacturing are directly involved with trade, either through imports or exports. Growth in these sectors usually generates trade. Increase in business in these sectors produce cargoes and therefore has a strong propensity for maritime transport. With a robust agriculture, mining and manufacturing, other sectors will benefit due to global sea trade. Shipbuilders will generate more new building contracts; Infrastructure projects will be realized; the service sector will greatly benefit and more employment will be generated. In the middle of it all there is the Seafarer practicing his profession and contributing.
The Challenges.
The first voyage at sea will determine ones resolve; could gauge whether one is fit to become a seafarer. We were three days in the open sea from Tanzania to China. Our vessel was rolling and pitching to the Indian Ocean swells and seas due to strong winds. I was affected by motion sickness, felt I cannot carry on. I informed the Chief Officer thinking he will give me rest. Instead he asked me to do wash painting wheel house for according to him, all I needed was a breath of fresh air. I survived that day and I was able to develop my sea legs.
________________________________________________
CAPT. RODOLFO A. ASPILLAGA. President of
the Masters and Mates Association of the Philippines (MMAP). Treasurer of the League of Maritime Educators International Inc. (LEMARE).
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15
Remittance saves economy

n overseas employment the discussion of wages does not end in questions like how much or when one will be entitled to it or how much deductions there should be. The issue of wages in overseas employment is more extensive than those questions and the word remittance always comes into the picture. Remittance is the amount or portion of the foreign exchange earnings sent by the worker to the Philippines. In the Philippines, everyone knows that OFW remittances, including those of Filipino seafarers, have become the lifeblood of the economy, allowing the country to survive through prolonged political crises and instability. Simply put the countrys economy is saved from eventual collapse by the remittances of Filipinos working and residing overseas. This is a stark reality that all Presidents and their different sets of economic managers know for a fact, and take pains to hide from the general public. The Philippine government, since the time labor export was institutionalized in the Marcos years to the present, cannot do without the remittances of migrant Filipinos and the revenues it derives from the fees that it gets from them before they leave the country.
Comparative Total OFW, Land-Based and Sea- Based Remittances From 2003 to 2010 (In Thousand US$)
Total OFW 2003 2004 2005 2006 7,578,458 8,550,371 10,689,005 12,761,308 14,449,928 16,426,854 17,348.052 18,762,989 Land-based 6,280,235 7,085,441 9,019,647 10,812,018 12,213,565 13,392,301 13,947,640 14,956,881 Sea-based 1,298,223 1,464,930 1,669,358 1,949,290 2,236,363 3,034,553 3,400,412 3,806,108 Sea-based % 17.13 % 17.13 % 15.61% 15.27 % 15.47% 18.47% 19.60% 20.28%
requires the inward remittance of the 80 % of his basic salary to the country, for it contribute to the economy. But not the manner or as to how he will divide nor dispose it. His right to dispose his wage remains in his discretion. One legal recourse of the wife is the filing of a civil case for support. Once the court grants the petition, the said court order should be given to the manning agency and attached to each POEA standard employment contract. This will serve as a notice to the seafarer that failure to comply will have legal consequence. The manning agency is likewise bound to abide by said order for the allocation in favor of the wife. Nevertheless, a Filipino seafarer can be held criminally liable and be subjected to sanctions due to the act of abandoning his financial obligation to persons to which he is obliged by law to support. Under the Anti-Violence Against Women and Their Children Act , which was promulgated March 08, 2004, economic abuse can be committed against a woman who is his wife, former wife, or against a woman with whom the person has or had a sexual or dating relationship, or with whom he has a common child, or against her child whether legitimate or illegitimate, within or without the family abode. Popularly known as VAW, the said law defined Economic abuse as any act that makes or attempts to make a woman financially dependent which includes, but is not limited to the following: 1. withdrawal of financial support or preventing the victim from engaging in any legitimate profession, occupation, business or activity, except in cases wherein the other spouse/partner objects on valid, serious and moral grounds as defined in; 2. deprivation or threat of deprivation of financial resources and the right to the use and enjoyment of the conjugal, community or property owned in common. If convicted under this law, the seafarer shall be punished by prision mayor, or imprisonment of a minimum of six years and one day to a maximum of twelve years. He shall also pay a fine in the amount of not less than one hundred thousand pesos (P100,000.00) but not more than three hundred thousand pesos (P300,000.00). The court may likewise expedite the process of issuance of a hold departure order once the case is filed.
the seafarers monthly earnings to the allottee-family. The allotment shall be at least eighty percent (80%) of the seafarers monthly basic salary. Generally, there are two modes of sending remittances available to seafarers, through formal (banking) and informal (door-to-door) channels. a. Through formal (banking) channels, the seafarer would bring his/her hardearned wages in whatever currency to the bank which shall transmit it its branch in the Philippines specified by the seafarer. The inflow of remittances through formal channels are reported by all banks to the Central Bank, that in turn tallies this as part of the country dollar reserves, the same reserves that are used to show the IMF, World Bank and other international funding agencies the countrys capacity to pay its debts.
2007 2008 2009 2010
Source: BSP
Comparative Total Seafarers Deployment and Sea- Based Remittances From 2003 to 2009 (In Thousand US$)
Total Seafarers Deployment 2003 2004 2005 2006 2007 2008 2009
216,031 229,002 247,983 274,497 266,553 261,614 330,424
S e a - b a s e d Growth Rate Remittances Sea-based 1,298,223 1,464,930 1,669,358 1,949,290 2,236,363 3,034,553 3,400,412 8.26% 12.84% 13.95% 16.77% 14.73% 35.7% 11.04%
MARITIME LAW
The Philippines is considered as the major supplier of maritime labor globally. Per Philippine Overseas Employment Administration (POEA) data, there were 330,424 Filipino seafarers deployed abroad in 2009 comprising almost 30 percent of the global maritime labor force. Although the number of deployed Filipino seafarers has decreased from 2006 (274,497), 2007 (266,553) to 2008 (261,614), the dollar remittances have been constantly increasing from US$1.9B in 2006, US$2.2B in 2007, US$3B in 2008, US$3.4B in 2009 to US$3.8B in 2010. As of 2010, the seabased sectors remittance comprise at least 20% of the total dollar remittances of OFWs. No specific reason can be identified in the increase in dollar remittance despite the drop of supply globally in 2007 and 2008. But perhaps it is a result of increase in the salaries of the seafarers, on one hand, or the more aggressive remittance attitude of the Filipino seafarers, on the other hand. Under the revised POEA Standard Employment, the seafarer is required to make an allotment which shall be payable once a month to his designated allottee in the Philippines through any authorized Philippine bank. The agency shall provide the seafarer with facilities to do so at no expense to the seafarer. The allotments shall be paid to the designated allottee in Philippine currency at the rate of exchange indicated in the credit advice of the local authorized Philippine bank. Their allotments do not go directly to their beneficiaries but are coursed through their manning agencies as middlemen, who disburse in pesos
b. On the other hand, through informal channels (door-todoor) mode is actually an increasingly extensive network of informal money remitters that is also called the padala system. This system is based on personal couriers (usually friends and relatives) who deliver money door-to-door. In many cases, this mode is faster, cheaper and is more flexible with regard to time and proximity to seafarers and their dependents, especially in the urbanized areas of the Philippines.
Source: BSP
their credit needs. That helps sustain economic activity in the country. A significant new provision in the Migrant and Overseas Filipinos Act of 1995, R.A. 8042 (as amended by R.A. 10022) is its provision stating that the remittances of Filpino seafarers, shall be exempt from the payment of documentary stamp tax. The removal of the documentary stamp tax or DST on all funds wired home by seafarers would help drive down money transfer charges, and put more cash in the pockets of those receiving remittance. A common problem in connection with remittance is the issue on who will be his allottee. An allottee is any person named or designated by the seafarer as the recipient of his/her remittances to the Philippines. A wife of a contract worker cannot force the agency to remit to her account more than what is allowed by the worker. What is required by law is to implement and enforce the required inward remittance of the workers salaries to the Philippines and not to see whether or not the full amount of the remittance is received by the dependents of its workers. The mandatory remittance required by law does not divest the right of an overseas worker over his hard earned money or earnings. A worker earned salary or wage is his exclusive property; the matter of its disposition is his alone and his employer cannot interfere on how salary should be divided and to whom the salary should go. The employment contract is the bilateral agreement between the seafarer and his principal, as represented by the manning agency Like any personal property he can freely dispose or give to anybody without other limitations than those provided by law. The law
...Filipino seafarers, have become the lifeblood of the economy.

Efforts to improve on the types and coverage of global remittance networks are giving more overseas Filipinos more opportunities for money transfers using innovative financial services including web-based systems, automated teller machines (ATMs), and reloadable or reusable cash cards. Increased capture of money transfers has also been made possible with the expanded offering of financial products and services to overseas Filipinos by banks and other financial institutions that have established more tieups with foreign service providers. In a sense, the greater proportion of remittances recipients for saving and investing is good for the economy because the multiplier effects can be significant in the future. Savings and investments increase the pool of resources available to both households and corporate borrowers for
_____________________________________________
ATTy. DennIS R. GOReChO. Bachelor of Science, major in Economics (Deans Medalist) in 1991 and Bachelor of Laws in 1998 from the University of the Philippines Diliman. Admitted to the bar in April 1999. Heads the seafarers division of the Sapalo Velez Bundang Bulilan law offices. Lecturer on Paralegal Seminars on Legal Rights of the Seafarer in coordination with the churchbased Apostleship of the Sea (AOS). Actively participated in the drafting of various legal documents pertaining to seafarers such as the revised POEA employment contract and the Implementing Rules and Regulations of the amended Migrant Workers Act.
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17
Hanjin delivers new ships to Star Bulk Carriers

By Gen Dy
Hanjin Heavy Industries and Construction (HHIC-Phil) continues to impress by delivering on time and as contracted two new vessels of 180,000 deadweight tons each. These two newly-built bulk-carriers were ordered by Star Bulk Carriers (SBC), a global shipping company based in Athens, Greece, providing worldwide seaborne transportation in the dry bulk sector. The vessels, named M/V Star Borealis and M/V Star Polaris, have an individual capacity of 180,000 deadweight tons and a gross tonnage of 93,681 tons. Both are 292 meters long, 45 meters wide and 24.75 meters deep. SBC President Spyros Capralos is grateful to HHIC-Phil for crafting topquality ships for SBC, given that Star Borealis and Star Polaris are SBCs first-owned, brand-new vessels ever. We are very pleased, not only with the superb construction quality, but also with the safety record of the construction since there were zero incidents, observes Capralos. Capralos notices Star Bulk and Hanjin share the same vision for better and more efficient ships that will surpass the strictest global safety and environmental standards. We acknowledge the efforts made to ensure that our vessels were designed with low-waste levels and highly-efficient plans and equipment to support low-energy operation. Improving energy efficiency is critical not only because it reduces emissions, but also because it directly affects our stability, Capralos continues. SBMA Chairman Roberto Garcia extends appreciation to HHIC-Phil for continuing to contribute to Philippine economic development through its shipbuilding operations in this free port. As you maybe well aware of, because of Hanjins presence in the Philippines in the past few years, the Philippines has come from nowhere to become the fourth largest shipbuilder in the world. And I congratulate President Ahn and his staff for the magnificent
job that they have done here in Subic Bay, explains the SBMA chairman. Garcia says Hanjin plans to expand the shipbuilders presence in Subic Bay and SBMA has already reserved an additional 200 hectares for such plan. We hope that in a few years, the Philippines will go from number four to number one in the world, Garcia predicts. We hope that you will continue to contribute to the economy, not only in terms of the production of ships but also in creating, especially, more jobs for Filipinos, Garcia adds. After the unveiling ceremony, both vessels were blessed in a Greek Orthodox religious
rites. A tour of the vessels and a ceremonial horn-honking immediately followed. HHIC-Phil, located at Subics Redondo Peninsula, has the two largest drydocks in the world. Its operations here now makes the Philippines the fourth largest shipbuilder in the world, employing 22,000 skilled workers from local communities. Chairman Garcia, Olongapo City mayor James Gordon, Jr., HHIC-Phil president Jin Kyu Ahn and Star Bulk president Spyros Capralos graced the naming ceremony. Nicoletta Panayiotopoulos and Danae Capralos were honored as sponsors in the naming ceremony.
S SPIRIT OF MOL model for Cong. Rodriguez.
Officials of the Subic Bay Metropolitan Authority and local government units in Olongapo City and Zambales join owners of M/V Star Borealis and M/V Star Polaris for a ceremonial picture-taking during the naming-ceremony for SEPTEMBER OCTOBER 2011 18 the two newly-built bulk- carriers at the Hanjin shipyard in the Subic Bay Freeport.
19
EVENTS
World premiere manning event returns Nov 17 to Manila

Experts from 20 countries join in Manila over 350 industry leaders to tackle global issues on maritime manpower business. Billed as the 12th Asia Pacific Manning and Training, the major event is scheduled on November 16 to 17, this year, at Sofitel Philippine Plaza. This is the worlds premiere crewing conference, the longest running international manpower, recruitment, retention and training conference now on its twelfh year. It is a must attend event in the international maritime industry. This is the second time the event is held in Manila, in itself the manning capital of the world. At any given time, about 300,000 Filipino seafarers are on board ships all over the world, 30 % of the merchant marine crew of the world. As it shapes global maritime manning issues, the conference has developed strength and is exhibited as a major annual forum that attracts senior people, notes GlobalMET Executive Secretary Rod Short. Organized by the UK-based conference specialist, Informa Maritime Events, this years event features more problem-solving panel discussions that place participants in the center of the decision-making process on issues that really matter. Our goal is to encourage an open and cutting-edge debate on the real issues affecting the crewing industry, Informa Senior Conference Producer Kathryn Barnard said. Broader participation will bring out more ideas and improve the level of dialogue resulting in more effective and real solutions to the issues affecting the industry, she adds. Debates will focus on two important issues: Raising training standards and competency of Filipino seafarers: A Government/ Industry responsibility and response and Placing seafarers at the heart of the fight against piracy. Overseeing the debate is a panel of leading manning and training experts including : Intermanager President Alastair Evitt, Magsaysay Group of Companies President and CEO Doris Magsaysay Ho, International Chamber of Shipping & International Shipping Federation President Peter Hinchliffe, International Maritime Employers Committee (IMEC) Secretary General and Save Our Seafarers (SOS) Campaign Chairman Giles Heimann, V Ships India Managing Director Rajesh Tandon and Filipino Association for Mariners Employment, Inc. (FAME) President Ericson Marquez, among others. The conference also features two interactive delegate streams which will allow participants to customize the agenda to suit their needs. Delegates have a choice of attending either sessions: Effective Training: Exploring strategic approaches to managing competence or Safe Manning: Examining ways to optimize the skills of shipboard personnel. To round off the dialogues, the event includes six roundtable discussions on key recruitment and training themes like: 1).Maritime education and training delivery, 2) Electronic ship operations 3) Structured shipboard training 4) Cross-cultural communication 5) Shipping industry image as a risk issue 6) Use of Key Performance Indicators (KPIs) to improve seafarers safety.
Recruiting, Training & Retaining Competent Seafarers: Strategies For The Future
Wednesday 16th Thursday 17th November 2011
Conference facts & figures
350+ professionals attending annually 40+ expert speakers, featuring international industry leaders 2 dedicated streams focusing on effective training and safe manning practices 7 new panel debates and interactive discussions 12 years of experience in delivering the shipping industrys largest seafarer recruitment and training event Over 70% of conference delegates are toplevel decision makers in their organisations
Discuss your seafarer strategies with:
Rosalinda Dimapilis-Baldoz Government of the Philippines Neil Frank Ferrer International Maritime Organisation Doris Magsaysay Ho Magsaysay Group of Companies Alastair Evitt, Intermanager Lawrie Campbell, V. Ships Peter Hinchliffe International Chamber of Shipping Capt. Michael Elwert Thome Group of Companies Simon Frank, Wallem Ship Management Arvind Sharma Bernhard Schulte Ship Management Giles Heimann, IMEC Dr. Conrad Oca, Amosup Roy Paul, Maritime Piracy Humanitarian Response Program Capt. Satya Mitra Bagga Maersk Training Centre India Tom Leander, Lloyds List Asia
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20
21
ShIPPING
MARINA allows armed guards for ships in pirate zones

By Gen Dy
ICS urges EEDI compliance, Serious anti-piracy moves

Climate Change Conference, in Durban in December. says ICS Chairman, Spyros M Polemis.
aritime Industry Authority (Marina) allows on board Philippine flagged vessels armed personnel for protect--ion as these ply pirate-infested areas. Marina Administrator Emerson Lorenzo says this move is in line with International Maritime Organization (IMO) guidelines for shipowners and operators to deal with the use of armed guards. Lorenzo adds ship owners can also opt to apply best management practices when besieged by pirates. Admiral Ramon C. Liwag, Commandant of the Philippine Coast Guard (PCG), says shipowners are increasingly using armed guards as they see this as the only effective deterrent to the proliferation and threat posed by pirates in the Gulf, the Indian Ocean and West Africa. Liwag is the Chairperson of the Regional Cooperation Agreement on Combating Piracy and Armed Robbery Against Ships in Asia (ReCAAP) based in Singapore. He was unanimously elected to the post last March. The admiral says they have conducted antipiracy seminar-workshops on areas affected with piracy problems. Currently, there are naval forces from European Union, Indian Coastguard, China and Singapore There are more than 140 Philippine flagged
vessels, on which about 90 % of them pass through pirate zone areas. These vessels include container, bulk, general cargo, oil tanker and cattle carrier. Lorenzo says, there must be clear rules of engagement. Definitely seafarers will not be allowed to be armed, thats not their expertise. There are trainings available for armed security in United Kingdom and United States many of the instructors have military background. He adds hiring of armed personnel, normally 4 to 5 persons, depends on the shipowners as it entails additional cost for them. Lorenzo says this proposed Marina Circular will be submitted for considerations by the Marina Board this September. Liwag recommends the adoption of a number of defensive measures on board and promotion of greater level of support and coordination with the navies operating in the region. ReCAAP promotes anti-piracy cooperation procedures between and among states, regions, organizations and industry. It seeks to assist states to build capacity in pirate-infested regions worldwide to deter, interdict and bring to justice those who commit acts of piracy and armed robbery against vessels.
ReCAAP also vows to provide care for those attacked or hijacked by pirates and for their families and increase political pressure to secure the release of all hostages. Ship operators are likewise encouraged to comply with the industry best management practices and the recommended preventive, evasive and defensive measures that vessels should follow. Meanwhile, the US Committee on Foreign Affairs sub-committee on terrorism, non-proliferation and trade hearing on Confronting Global Piracy in June confirmed: It is notable that no vessel with an armed security team embarked has been successfully hijacked. The Round Table of international shipping associations has called for the establishment of a United Nations force of armed military guards to tackle the current piracy crisis. Dom Mee, President of Protection Vessels International (PVI). At a conference on piracy organized by SAARPSCO (South Asia and Africa Regional Port Stability Co-operative) in the Seychelles, PVI called for ports to provide better guidance to support the provision of armed guard security including on the storage of arms, weapons licensing and the embarkation and disembarkation of guards.
he International Chamber of Shipping (ICS) calls on shipowners to secure an Energy Efficiency Design Index (EEDI) as mandated by the International Maritime Organization (IMO),a major agency of the United Nations. The ICS Board of Directors passed this position in a meeting in London 13 September. ICS is composed of national shipowners associations representing all sectors and trades and over 80% of the world merchant fleet.
EDDI
With respect to the adoption of IMOs EEDI, which must be applied to new ships, the ICS Board considered the theoretical right of flag States to issue waivers to shipowners taking delivery of new ships. This was agreed to by IMO for political reasons to allay concerns among developing nations. The ICS Board concludes that no responsible shipowner would want to order a new ship (covered by the new IMO regulation) without an EEDI, since this would almost certainly impact on in its ability to trade. Mr Polemis explains, As a signal of good faith and commitment to the uniform global implementation of the IMO agreement on CO2, ICS strongly recommends that all ships of a type for which the index has already been agreed should be delivered by shipyards with an EEDI - regardless of any flag State waiver that might be available. Having taken this decision in principle, ICS will be developing guidance to explain the implications to shipowners within the next few weeks.
opportunity to continue highlighting the severity of the crisis, and the reality that the international community has ceded control of the Indian Ocean to criminal gangs, despite the best efforts and dedication of military navies in the area. The truth about governments failure, and the terrible suffering endured by captured seafarers, might be unpalatable to many politicians. says Mr Polemis. But our expectation is that the frequency of attacks against shipping will escalate again dramatically, once the monsoon season is over. The current military response with only a handful of navy ships available to provide protection on any given day has just been sticking plaster on a gaping wound. We have still not yet seen the political will from governments needed to develop a comprehensive military strategy that will have a decisive impact. It is ironic that the world has just marked the anniversary of the tragic events of 9/11, following which very radical measures were taken, such as the IMO ISPS Code, to reduce the possibility that shipping might be used by terrorists to attack society at large measures that have cost the shipping industry billions of dollars to implement. However, for all the talk of maritime security during the last 10 years, governments have so far failed to protect shipping, and the smooth flow of world trade, from being literally held to ransom by Somali criminals, Polemis fumes.
CO2 Regulation
ICS members expressed great satisfaction with the adoption in June, by the International Maritime Organization (IMO), of a package of technical regulations to help the shipping industry further reduce its CO2 emissions on a global basis. ICS members stressed this demonstrated IMO was eminently capable of regulating shippings CO2 emissions. With the full support of the industry IMO was ahead of the curve and well placed to supplement this with the development of Market Based Measures for shipping. The ICS Board reiterated the preference of the majority of the industry for an environmental compensation fund, to which any contributions by ships would be primarily linked to fuel consumption, rather than an emissions trading scheme. Now that IMO has adopted binding regulations into force in 2013, ICS hopes this will be sufficient to dissuade governments from pursuing detailed CO2 rules for shipping at the UN Framework Convention on Climate Change (UNFCCC or through regional requirements, for example by the EU. Such alternative measures would only be likely to apply to a proportion of the world fleet and would therefore deliver far smaller total emission reductions than global measures agreed through IMO. Such alternative measures would also fundamentally upset the level playing field shipping industry needs to carry world trade efficiently. ICS national associations will be lobbying their governments hard on these points, and in support of IMO, in advance of the next United Nations
Piracy
The ICS Board reviewed the continuing piracy crisis in the Indian Ocean, with over 3,000 seafarers having been kidnapped for ransom by Somali pirates since the situation first developed three years ago. ICS members agreed to use every
InterManager calls for freedom of choice

InterManager members have called for more proactive methods to be developed in the protection of ships transiting pirate-infested trade lanes by launching a campaign to allow owners and third party managers the freedom of choice in employing armed guards onboard ships they manage. The InterManager campaign, which has received more than 90% support from its members, proposes to lobby Flag States and Charterers to review their rules relating to armed guards onboard ship. It claims that any decision taken to provide armed guards should be based on a robust risk assessment of each vessel and its transit and should be in accordance with the guidance set out in Best Management Practices 4 (BMP4) the recently produced IMO guidelines on the employment of armed guards. Such decisions should be unhindered by restrictive Flag State legislation or Charter Party agreements. Pressure for greater protection of ships transiting danger areas such as the Gulf of Aden and the NW Indian Ocean has grown following concerns over the effectiveness of naval operations in the area. Notwithstanding the efforts of the international communitys naval forces deployed in the area since 2008, more than 3,500 seafarers have been taken hostage by pirates with around 60 dying as a result of their captivity. InterManager, whose members include ship managers as well as crew managers, is keen to give all support possible to protect its seafarers from the mental and physical torture, degrading treatment, food deprivation and dehydration, that those held hostage suffer. InterManager believes the shipping industry needs to work closer with those flag administrations, oil majors and bulk charterers who prohibit owners from protecting their assets in the manner to which they believe they should be protected. The current situation creates a disparity between those companies free to involve armed private security and those who are prevented from utilising this option, so increasing unnecessary risk for their crews Alastair Evitt, InterManager President, said: At the end of the day it is the welfare of our crew members and their families that is at stake and there can never be too many initiatives running in parallel to address this disgraceful situation. Pirates are demanding increasingly larger ransoms as a result of which many ships are being held hostage for longer periods while owners attempt to negotiate deals. This can inevitably cause more personal stress to those captured and their families.
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Phil-Indon RoRo preludes to ASEAN

By Gen Dy
anilas Maritime Industry Authority (Marina) is pushing for a roll on-roll off (ro-ro) facility that connects the Philippines with Indonesia, an initial step to the linkage of the larger region with each other. This shall be via ports and water transport based on the master plan of the Association of Southeast Asian Nations (Asean) RoRo. Marina explains the connectivity facilitates the seamless transport of cargo and passengers in the Asean economies. Marina and the Indonesian Directorate General for Sea Transport are now identifying the best ports for the project. Earlier, Marina has identified Zamboanga, General Santos, and Davao ports in Mindanao to connect with Indonesia. The initiators have met with the Department of Foreign Affairs (DFA) for the required bilateral agreement, assuring DFA the project is workable based on its terms of reference (TOR). A feasibility study which will merge the studies to be conducted by the Philippines and Indonesia is expected to commence in January next year. The Philippines may join the existing
Indonesia -Malaysia- Thailand growth triangle for a truly seamless connectivity. It fits into the Masterplan on Asean Connectivity spearheaded by the Japanese consultancy firm Economic Research Institute for ASEAN and East Asia (ERIA). Another study being made is the Brunei Action Plan, also known as the ASEAN Strategic Transport Plan 2011. Presently, they are working on the TOR of the ASEAN RoRo, which include the kind of RoRo, the financing, identifying the areas, legal and policy consideration and the socio economic condition in the ASEAN. The ASEAN TOR is expected to be approved this October and will be submitted to the ASEAN maritime technical working group (MTWG) and then to the Senior Transport Officials meeting in November. The heads of state of the Asean agreed to adopt the RoRo system to integrate their economies by 2015. They have included the Ro-Ro system in their 2011-2015 integration masterplan. They have also imposed the Ro-Ro system that will be included in the Top 6 Asean
priority projects along the Brunei-IndonesiaMalaysia-Philippines East Asian Growth Area (BIMP-EAGA) that will be connected to the ongoing Ro-Ro service between China and Japan. Enrico Basilio, President of Research Education and Institutional Development (REID) Foundation, says the RoRo concept adopted in the Philippines can also succeed in the Asean region and in Asia. The idea was first recommended by Paul Apthorp, of TNT Worldwide Expresss during the Asian Development Bank (ADB) conference in 2008. They will facilitate the implementation of the Asean Ro-Ro system on ships and trucks; ships and vehicle registration; in ports such as the promotion of containerchassis Ro-Ro; standardization of Ro-Ro ports; freight and logistics support; and customs, immigration and quarantine. Asean is keen on applying intra-regional connectivity such as transportation, information technology and people. The Asean Ro-Ro concept can shorten transport time and open new markets for wider and briskier regional economic activities.
MARINA develops database for safety of PH vessels

The Maritime Industry Authority (Marina) will link all Philippineflag vessels to other government maritime agencies. This database aims to ensure safety of cargoes and passengers. Marina plans a Safety Protocol database which also generates information from the Philippine Ports Authority (PPA) and the Philippine Coast Guard (PCG). The database will show the history of vessels from construction, acquisition, alteration, and usage (or nature of trade) prior to acquisition, dry-docking, and detailed inspection reports. It will also have information on the vessel owner, seafarer and the personnel involved, especially the last personnel who disembarked prior to ship sail. The development of the database will be bidded out to service providers, once approval has been secured from stakeholders, pertinent government agencies, particularly the Department of Transportation and Communication. Recent sea accidents, were just wake up calls. Now ship owners are upgrading and are aware of the safety management system. We have a positive outlook on the sea transport of cargoessince 90 percent of trade is dependent on sea travel, the Marina official said. Meanwhile, Marina is also strengthening its inspection procedures that include watertight integrity, stability, loadline, cargo security compliance, and crew competency. Marina will focus on basic laws in a bid to improve the current state of the countrys maritime industry. Presently, Marina hears whether to cancel or not the certificate of public convenience (CPC) of those vessels involved in recent sea accidents.
China keen on RoRo to Batangas and Subic

Guangdong is the manufacturing base of China where global leading technology companies have set up factories. But labor cost in China has gone up pushing multi-national companies to look elsewhere to base manufacturing operations. The [labor] situation in China had tremendously changed over the last two decades. Their labor cost is now relatively expensive as such that they now face labor supply problems, says Roxas. This presents a good opportunity for us particularly to claim the position of being the manufacturing base in the region, he adds. The project will further improve local transportation and communication system, which will propel future national economic growth. Other important road and rail network infrastructure and transportation project is the NorthRail project, also discussed with top Chinese leadership. Roxas accepts the NorthRail project is highly desirable but the present contract needs a reconfiguration. Roxas, however, assures they are opening talks to prevent the project from being stalled. Roxas explains Philippine procurement laws must be satisfied like proper [contract] bidding and correct payment scheme agreed with suppliers. This will take a lot of time but at least the condition has been set now, Roxas admits. The last of our local project the Central Spine Nautical highway project -- involves the construction and operation of an integrated transportation system combining RORO ferry port network and services with connecting new toll roads linking Manila-PanayNegros-Cebu-Bohol-Northern Mindanao. If we can determine the cost of this project, funding companies like JICA, World Bank and China will have an idea how much they can finance the project, said Roxas. Roxas said the projects are in line with President Aquinos 5 Rs policy Right project, Right quality, Right people, Right cost and Right on time.
Map of Guangdong Province, China.
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UNIONS
ITF represents over 4.6 million members with 781 affiliated trade unions in 155 countries. ITF is one of the 12 Global Union Federations (GUFs). AMOSUP has a membership roster of 85,000 seafarers. It is the biggest union of Filipino seafarers. The Norwegian Seafarers Union is 100 years old and organizes seafarers of all categories in domestic and international trade and deep-sea fishing. FIT-CISL, a part of the European Transport Organization, is a federation of 160,000 members. AMOSUP, NSU and FIT-CISL are all ITF affiliated unions.
Major unions hold cruise ship seminar

By Lyn Bacani
Ms. Smith of NSU talks about harassment.
International regulations.
Unions officials and expert participants synergized in discussing regulations affecting their work on-board, particularly the advocacy and regulations of the International Maritime Organization (IMO) on maritime safety and social well being of seafarers. Also dissected, at some points debated, were issues on international Conventions like safety of life at sea (SOLAS), prevention of pollution on ships (MARPOL), and the standards on training, certification and watchkeeping (STCW). Also in the discussion circuit was the Maritime Labor Convention (MLC) of the International Labor Organization (ILO), a United Nations agency mandated to create laws and regulations on labor and allied concerns. These directly affect minimum employment requirements, health protection and medical care, wealth and social protection, clear principles and rights for seafarers.
Mr. Johnny Oca of AMOSUP presents the programs of the union.
our major maritime unions banded last August to present and critique major issues in the maritime industry. Focus of the seminar were concerns working onboard a cruise ship, together with allied issues. Lead unions were the Associated Marine Officers and Seamens Union of the Philippines (AMOSUP), Norwegian Seafarers Union (NSU), Federation of Italian Transport (FIT) and International Transport Workers Federation (ITF). They convened at the Movenpick Hotel Resort and Spa in Mactan, Cebu, on August 11-15, this year. Key officials of the four unions discussed regulations aboard cruise ships and of the cruise industry, harassment and bullying onboard, the unions agreement with the shipowners and healthy lifestyle. Seafarers shared experiences, even asked detailed questions during the proceedings. Some requested for a oneon-one briefing by union officials on topics they cannot open up during the presentations.
passenger services. First sold were cruise trips to the Mediterranean and the Norwegian fjords. In 1965, Norwegian Caribbean Lines reached out to the middle class by offering short cruises to the Caribbean. Cruise ships were then small, carrying a range of 400 to 900 with 300 to 400 crew. By 1980, the industry started to use ships for 1,000 to1,200 passengers serviced by about 500 seafarers. Today, newly-built luxury cruise ships are more than 200,000 gross tonnage with a capacity to accommodate more than 5,000 passengers with more than 2,000 crew. Major cruise lines are RCCL, Carnival, Norwegian Cruise Line and MSC Cruises, together represents more than 90% of the cruise industry. Onboard cruise ship, there are about 50 to 100 different nationalities.
the NSU/Shipowner policy, No supervisor or other employee shall threaten or insinuate refusal of sexual advances will affect an individuals employment. Moreover, No supervisor or other employee shall promise, imply or grant preferential treatment in connection with another employee in exchange for sexual favors, the CBA provides. As defined, harassment and bullying are treating person abusively. Under the Collective Bargaining Agreement (CBA), there is a fair treatment policy protecting seafarers. Discrimination on the basis of race, sex, nationality, religion, age, sexual orientation, color, disability or ethnic origin will not be tolerated and may constitute cause for termination of employment. The NSU CBA covers around 34,000 seafarers onboard, 7,500 or 23.5% of them are women.
The Philippines has yet to ratify the MLC to be in concert with the world and give MLC the stature of a treaty as provided for by the Geneva Convention.
Health issues, games.

Basic nutritional information were disseminated, inclusive of data on social diseases. On top, cumulative HIV cases and AIDS transmission were presented on a matrix and explained. Two medical practitioners spoke on nutrition and healthy lifestyle, Dr. Delia Ediza, a certified diabetes educator and chief nutritionist-dietician and Dr. Shelbay Blanco, a certified diabetes educator and resident head of AMOSUPs Seamens Hospital-Cebu.
With a request to stay anonymous, a former Filipino seafarer shared his suffering from HIV. He is now on medication and continues to battle the social disease. The forum taught participants on the ABC of preventing HIV and AIDS. Refrain from illicit sex, conjugal fidelity, use of contraceptives like condoms, and further education on sexuality and sensuality, and further education were discussed. The five-day seminar also included group exercises and games actively participated in by the seafarers and union officials. Some participants were joined in by their families in the outings.
Harassment, bullying.
NSU President Jacqueline Smith led an exclusive meeting with ladyparticipants to discuss harassment and bullying experienced by women working onboard ships. The ladies confirmed cases of sexual favors, verbal and physical sexual harassments. Hearing the stories from the participants, Smith cited that under
Union awareness.
The unions strength lies with its huge membership, more so that they are bonded on common concerns They have greater collective bargaining power; they can effectively lobby for regulations that will provide fair conditions of employment, increase job security and workplace, health and safety of the seafarers.
The cruise industry.

Seminar participants were given a historical briefer on the cruise industry. As far back as 1800, ship cruising was only for the very wealthy and just a supplement to regular port-to-port
Capt. Edwin Itable, C/E Christopher Mambong & Ms. Lyn Bacani
Saturdays, 10 to 11am DZAR, Sonshine Radio, AM Band 1026 kHz www.sonshinetvradyo.com
with
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PORTS
Romero firms bullish on Petron and SBMA Projects

North Port can be around 850,000 TEUs. The port has a capacity of 1.2 million to 1.5 million TEUs. OGCC green light. This year, MNHPI expects to handle 780,000 TEUs, up from last years 630,000 TEUs. Subic Bay Metropolitan Authority (SBMA) awarded the contract to operate its Naval Supply Depot (NSD) after clearance from the Office Government Corporate Counsel (OGCC). Again, Michael Romero of Harbour Centre announces that the OGCC had a letter to SBMA saying its ok to go ahead in OGCCs legal opinion. This was released three months earlier after delays basically due to change of leadership in Malacanang. Romero confirms HCPTI will use NSD as extension of its Manila Harbour Centre which nearly reach its capacity. If NSD can handle about one million tons of cargoes, they can add up another million tons coming from the Manila Harbour Centre. SBMA has conducted post-qualification which include verification of the documents submitted by HCPTI and it found that the requirements were sufficient. SBMA Administrator Armand Arreza pointed out that National Economic and Development Authority (NEDA) Secretary Cayetano W. Paderanga, Jr. withdrew NEDAs earlier approval to HCPTI. Three issues. Paderanga cited three reasons which SBMA already answered. Paderanga claimed the contract was awarded during the election period. Arreza said there was no awarding up to this point. Paderanga said before the bidding, there was a contract signed that it will be subject to Swiss challenge. Arreza explained its the same process made in New Container Terminal 1, before it was awarded to International Container Terminal Services Inc, it underwent Swiss Challenge. He added that it was only a conditional contract. The third reason-- the bid security submitted by HCPTI only covered $32 million, which is the guaranteed fee to SBMA. NEDA pointed out that it must include the proposed investment. We cannot guarantee that we can deliver the land for HCPTIs port expansion, because some are still leased. Nonetheless, HCPTI said it will increase the bid security to cover the investment. But still NEDA claimed its non-conforming, he said. OGCC said there was no award, so no violation of the election code. The premature signing though, was with a clause that it was conditional. Third, its unfair to change the Bid security because there has been no turn -over yet. So the only bid security submitted was guaranteed fee for SBMA, Arreza explained. Fly in the ointment. Amerasia International Terminal Services, Inc., the first cargo handling company to operate at Subic has expressed opposition to HCPTI claiming it has a valid and outstanding 25 years Lease and Cargo Handling Operations Contract with SBMA. Arreza said there was no conflict, since there is no exclusivity in their contract and that Amerasia is just a cargo handler and HCPTI will operate and manage the port.
By Gen Dy
The Manila North Harbour Port (MNHPI) is committed to risk resources on two local large projects, that of Petron oil farm in Manila and the Naval Station Depot (NSD) in Subic through Harbour Centre Port Terminal (HCPTI). Both MNHPI and HCPTI are controlled by Michael Romero, board chairman and CEO. Romero said the planned oil facility of Petron may entail reclamation or setting up offshore platforms at the North Port. Development of North Port was already approved by the Philippine Ports Authority (PPA), but approval of the oil farm would depend on Petrons submission of the design. We are on the stage of finalizing the master plan expected to be completed within the year. MNHPI has allocated one hectare for Petron, but they will need about 30-50 hectares to consolidate the oil tank operation either by reclaiming or putting up platforms which is cheaper in cost, Romero explains. A billion and more. MNHPI claimed the logistics hub is important in increasing the economic activity inside the port. It is a joint venture of Harbour Centre Port Terminals, Inc. (HCPTI) and Petron-San Miguel. P1- billion has been invested, P650-millionfrom Harbour Centre and P350-million from Petron-San Miguel for purchase of equipment inside the port. Another P1-billion was infused partly for the interim passenger terminal and container terminal of Phase 1 of the modernization project. Construction begins this October and will be finished in 3-4 years. MNHPI committed an investment of P14.8 billion for the whole port development. Based on PPAs projection, volume at the
North Port adopts SPARCS to improve services

The Manila North Harbour Port, Inc. (MNHPI) will soon implement the Synchronized Planning and Real-time Control System (SPARCS), a new system aimed to improve service at the North Port. In adopting SPARCS, MNHPI wanted to level-up North harbor from being the busiest yet most inefficient into a very efficient port which use sophisticated equipment along reduced documentary requirements. MNHPI has also been working closely with shipping lines and has been making the rounds to make presentations to stakeholder the detailed engineering design for the port which the Philippine Ports Authority (PPA) already approved. The port construction is tentatively scheduled for October this year. Meantime, the new system involving SPARCS provides for continuous cargo tracking, cargo and vessel location, allocation of yard support for proper handling of cargoes and enforces a green lane for cargoes that needed to be released immediately. North Port also provides a separate yard space for food items, perishables, and livestock. The new process also provides for the proper segregation of perishables, nonperishables and hazardous cargoes, the latter given a safety hub with technical handling and strict monitoring. MNHPI and shipping lines led by the Philippine Liner Shipping Association (PLSA) are working on the introduction of a Single Document which contains relevant information about a cargo to facilitate its release. With the implementation of Single Document along with SPARCS, the release and deposit of cargoes will be reduced to only at least a day compared to more than 24-hour period. MNHPI committed to invest P14.5 billion in the North Harbor development, particularly to reconfigure the existing ports by expanding its operational area from 52 hectares to 70 hectares withy improved facilities. MNHPI targets to increase the ports capacity to 5 million twenty-foot equivalent units (TEU) from the current 1.5 million TEUs.
BOC must rush automations to link with ASEAN single window

The Bureau of Customs (BOC) must take serious focus on the implementation of its automation systems to be able to interconnect with the Asean Single Window system expected to be on-line early next year. A prior requirement for our BOC is the full implementation of the Automated Export Declaration System (AEDS) and the National Single Window (NSW) system. AEDS in all customs territories and all ecozones and freeport zones was originally set last September 1st and the NSW a week after. Full implementation means all manual processes should have been eliminated. However, the impending leadership change affects several automation policies. Full implementation may now depend on the incoming BOC Commissioner, as manual operations continue on a parallel run. Stakeholders claim the BOC needs to determine quickly the new target dates for full implementation. AESD and NSW are vital aspects of the agencys automation program for interconnection with the Asean region. The Philippine NSW should have been implemented in 2007 but moved back several times due to lack of funds and changes in schedules within the Association of Southeast Asian Nations (ASEAN). NSW is a prelude to the ASEAN Single Window (ASW) that links all Asean member countries customs offices for faster documentation and clearance of import/export shipments. The ASW has been pilot tested in several countries, including the PhilippinesThailand, Philippines-Korea, and Philippines-Brunei, and MalaysiaIndonesia.
Harbour Centre readies $100-M for acquisitions

Mic Holdings is the new kid in the block, ready to play the international market in ports operations. It was acquired last month by Sultan 900 Capital for P175-million on 95.22% of shares from businessman Tonyboy Cojuangco. Sultan 900, in turn, is owned by Harbour Centre Port Terminals which is preparing an initial public offering (IPO) middle of the year to raise P1.5billion to P2-billion for expansion for both domestic and international port operations led by its new holding firm, Mic Holdings. Michael Romero, President and CEO of Harbour Centre admitted they are following the Razon-led International Container Terminal Services, Inc. (ITCS) strategy of acquiring ports all over the country and in some parts of the world. Romero said they are going international and may possibly acquire two of the 5 international ports they have been eyeing within the year. He said they bidded in Guam and will be having a joint venture port operations with a petrochemical company for a private port in Vietnam. Other ports they are looking are in Sri Lanka by 2012, Indonesia and Vladivostok in Russia. We will be raising $100 million for the acquisition of two ports but the amount will also be dependent on the size and capacity of the ports, he said. Romero added for they are scouring Visayas and Mindanao for domestic port acquisition and will earmark the same amount of funds.
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Container terminal use up, surge continues to 2016
FedEx back but in Clark

(From Left) PPAs AGM Atty. David Simon, GM Sta. Ana; LPUs President Atty. Roberto Laurel and Vice President Dr. Conrado Iego Jr in a photo op after the MOA signing.
US-based Federal Express (FedEx), the worlds largest air-cargo shipper has been in talks with the Clark International Airport Corporation (CIAC) to make Philippines its hub in Asia. Fedex is expanding its presence here and is looking at Philippines as the hub of Asia to better serve customers around the world and the broader North Asian markets, a high profile official of CIAC said. Source also said that negotiations have been going on since last year, realizing that it is better to remain in the Philippines on cheaper cost compared to China. Definitely they (Fedex) will not be coming back to Subic, because of the short runway, the same source added. CIAC has the mandate to operate, manage and develop the 2,367 hectares civil aviation complex, four times larger than the Ninoy Aquino International Airport complex in Metro Manila. The choice of Clark puts firmly on the global investment map that establish the countrys competitive service as logistic hub. It can be recalled that in February 2009, FedEx has decommissioned its facility at Subic Bay. But it continues to maintain presence in the country, with Manila and Cebu remaining an integral part of FedEx AsiaOne network. Its Asia-Pacific Hub in Guangzhou, China represents a $150 million capital investment centered on the companys operations in the region for 30 years. Subic Bay Metropolitan Authority SBMA administrator Armand Arreza when asked for comment said all he knew is that Fedex will launch a one flight a day only. We cannot open the airport just for one flight a day. It will be more expensive as all operations will be on. Its not because we have a short runway that they choose Clark, he said. Clark is operational 24 hours a day and its a good airport, everything is there, he added. He clarified that Fedex would have technical staff here. The plane will put the cargo from China, sort it here and bring them back to China. Fedex present Asia Pacific hub located at the Baiyun International Airport in Guangzhou, China, is the companys largest outside of the United States. The investment is a significant milestone for FedEx, as it reinforces its long-term commitment to this region. When FedEx left Subic, SBMA lost the opportunity of earning revenues amounting to P160 million a year which include rentals and parking fees. About 600 workers were affected after FedEx transferred its new Asia-Pacific hub in Southern China. The cargo carrier has reached full capacity and it can no longer expand in Subic, prompting FedEx to move to China to service the demand of its customers. Subic Bay became FedExs Asia-Pacific hub in September 1995.
Global container terminal operators see a return to healthy growth, fueled by higher world container terminal utilization, on the average. Year 2010 registered 66.5% and projected to rise to 84.2% in 2016. The average container terminal utilization levels were generally up last year and expects to further increase in the next five years, speculates Drewry Maritime Research. Neil Davidson, Drewrys Senior Advisor Ports, says the appetite for investing in the container terminals business has returned strongly and there is evidence of increased privatization activity and signs of renewed interest in bidding for greenfield developments. By region, Far East posted 69.3% in 2010 and expects to increase to 97.8% in 2016; South East Asia, 72.2% in 2010 to 93.5% by 2016; South America from 66.3% to 87.0; Middle East, 76.0 % to 88.6 %; Central America 67.3 % to 83.2%; Africa from 70.4 to 78.9 ; North America 54.1%t to 67.1%; North Europe 60.2% to 66.2%; South Asia from 76.4% last year to 61.2% in 2016. The main international terminal operators broadly maintained their positions in 2010, with those having significant interests in Chinese ports achieving particularly high growth. PSA was the leading global terminal operator in 2010 (by equity TEU throughput), followed by Hutchison Ports, DP World, APM Terminals and the Cosco Group.
PPA links with Lyceum on graduate studies

The Philippine Ports Authority (PPA) partners with the Lyceum of the Philippines University to upgrade to graduate school levels the scholastic capability of its personnel. -This should further develop the academic competencies of PPAs human resource. A Memorandum of Agreement (MOA) was recently forged between the two entities, particularly through Lyceums Claro M. Recto Academy of Advanced Studies (LPUCMRAAS). PPA General Manager Juan C. Sta. Ana says that through this undertaking his agency and LPU will jointly plan, implement and collaborate in offering necessary graduate program and courses to interested PPA employees. I urge every member of the organization to continue uplifting/enhancing their academic credentials by pursuing graduate studies and other relevant courses not only for purposes of helping professionalize the human resource competencies of the PPA but for the employees professional/ career advancement as well., Sta. Ana adds. The PPA Chief stresses it is in the priority plan of the Port Agency to continuously upgrade capabilities and competencies of its human resource through systematic/ organized training program and education. Everyday there are new development and changes that must be met and confront with but with an efficient and competent human resource, fresh approaches and novel techniques are expected to come out. We want our co-workers in government to develop qualities and exceptional competencies as an executive career officer with academic credentials that will be most sought after by various government and non-government agencies thus making them more marketable, Sta. Ana further explains. LPU, on the other hand, hopes to expand its educational services by covering the needs of professionals working in government institutions like the PPA, by affording its employees who may be interested to pursue graduate studies and other relevant courses and programs with big discounts on tuition fees.
PPA mediates conflict of shippers with cargo handlers

The Philippine Ports Authority (PPA) created an inter-agency panel to mediate between cargo carriers and cargo handlers. International carriers opposed the vessel-related cargohandling rate increase proposal of port operators. Members of the Association of International Shipping Lines (AISL), operating in and out of the country said any increase in cargo-handling rates is untimely as international shipping lines suffer from overcapacity and reduced freight rates. The members of the AISL include the biggest shipping companies in the world. The two biggest port operators here are International Container Terminal Services, Inc. (ICTSI) and Asian Terminals, Inc. (ATI). Both ICTSI and ATI would like to impose tariff rate increase to boost profitability given the huge volume of cargoes handled in the Manila ports. They handle about 60% of cargoes passing through Manila and the bulk of the countrys foreign trade. They filed a petition to the PPA to increase tariff by about 21%. They claim the proposal is expected to be imposed by the start of next year. Port operators are eligible to increase their rates after every two years. Last year, they completed the implementation of the 15% increase approved by PPA implemented in two tranches. This was imposed to recover losses related to manpower, labor, fuel and other increases in operational expenses during previous years economic downturn. However, AISL claims shipping lines and shippers will be very much affected once this proposal is approved. The committee created by PPA consist s of representatives from the National Economic Development Authority, Department of Trade and Industry, Department of Public Works and Highways, Office of the Government Corporate Counsel, Maritime Industry Authority, and a representative from the private sector.
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GALLERy
Exhibitors at the First International Seafarer Family Convention (ISFC) Expo, a feature of the Convention held at the Philippine International Convention Center (PICC), August 4-5. ISFC major supporters are the Associated Marine Officers and Seamens Union of the Philippines (AMOSUP), International Transport Workers Federation (ITF) Seafarers Trust and International Committee on Seafarers Welfare (ICSW). Ms. Marissa OcaRobles spearheads the global event. The lady is also president of Gig and the Amazing Sampaguita Foundation, Inc. (GASFI) and daughter of the late Capt. Gregorio Oca, AMOSUP founder.
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SM Prime Holdings President Mr. Hans Sy and JMG Chairman Mr. Eduardo Manese together with SM and JMG other officials bond further to serve the seafarers and their families.
Seafarers benefits from SM supermalls

Filipino seafarers can now access to more information and job opportunities in the maritime industry. They and their families can also enjoy currency exchange and remittance services, free Internet use and other exclusive amenities like program rewards and privileges. This is now possible with the Memorandum of Agreement (MOA) signed between SM Supermalls (President Hans T. Sy, Jr) and the Joint Ship Manning Group (JMG Chairman Eduardo U. Manese) to include Filipino seafarers in SMs Global Pinoy Program. JMGs members include the Filipino Association for Mariners Employment Inc. (FAME), Filipino Shipowners Association (FSA), International Maritime Association of the Philippines (INTERMAP), Philippine Association of Manning Agencies and Shipmanagers, Inc. (PAMAS), and Philippine-Japan Manning Consultative Council, Inc. (PJMCC). SM Supermalls MOA with JMG grants on its members and family SMs Global Pinoy Card wherein cardholders can avail of over P150,000 of perks and privileges ready at over 150 SM Supermalls and partner establishments. The agreement also opens SMs Global Pinoy Centers nationwide as ready and friendly venues for JMG projects and programs. JMG is a non-stock, non-profit umbrella organization, the countrys largest federation of seafarers manning associations. SM Prime is the countrys largest operator of a chain of fully-integrated, multi-level retail shopping, dining, entertainment, educational, and leisure complexes. The teamwork of these two service giants have enlarged and enhanced special benefits and unique privileges to our hardworking seafarers --- 300,000 all over the world, 30% of the global merchant maritime crew.
Have you read to your child today? It only takes 20 minutes
w w w. g a s f i . o r g
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VOLUME VI No.

FUSION OF MARIT IME NE WS & VIE WS

Riding the waves

National Maritime Week

YEARS 1960 - 2010

STCW debates STCW debates EMSA deadline Jimenez on Tirad Pass

SEPTEMBER - OCTOBER 2011 PHP120

FUSION OF MARITIME NE WS & VIE WS

Jimenez on Tirad Pass

18 Hanjin delivers new ships 20 Manning and Training Conference in Manila

26 Major Unions hold cruise seminar

28 Romero firms bullish on Petron and SBMA

31 FedEx back but in Clark 32 First Intl Seafarer Family Convention

ABOUT THE COVER

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

SEPTEMBER - OCTOBER 2011

STCW is for Safety, not Jobs nor Labor

FUSION OF MARITIME NE WS & VIE WS

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

PH report beats EMSA deadline

C/E Marasigan of PRC

The Warrior Within.

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

end radio broadcast on maritime issues.

Where Justice Due.

More On His Plate.

May Your Tribe Increase.

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

SEPTEMBER - OCTOBER 2011

Western Union honors Ten Outstanding Youth

Karaoke, Guiness boodle fight spark Natl Maritime Week

16th National Seafarers Day

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

SEPTEMBER - OCTOBER 2011

Sailing the cool waves

In the global economy.

Positive impact to family.

Impact on the Industry.

CAPT. RODOLFO A. ASPILLAGA. President of

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

SEPTEMBER - OCTOBER 2011

Remittance saves economy

2007 2008 2009 2010

...Filipino seafarers, have become the lifeblood of the economy.

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011

SEPTEMBER - OCTOBER 2011

Hanjin delivers new ships to Star Bulk Carriers

S SPIRIT OF MOL model for Cong. Rodriguez.

SEPTEMBER - OCTOBER 2011

World premiere manning event returns Nov 17 to Manila

Hotel Sofitel Philippine Plaza Manila

PLUS INTERACTIVE FOCUS DAY

TRAIN SAFER SEAFARERS:

FUSION OF MARI T I ME NE W S & VI E W S

SEPTEMBER - OCTOBER 2011