MARINO WORLD 1

VOLUME VIII NO. 1 ISSN 1908-0972 JANUARY - FEBRUARY 2013

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Content

ABOUT THE COVERDetailed account of events from the hostage himself. We recount scenarios of savagery and noblesse, of pain of the body and the mind. But uncertainties overcomed with faith in God and simple dreams for the family.

Photo by: Jomelyn TudLayout by: Jhon Henson Ong

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Government

Cover Story

Shipping

Feature

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Manning

Event

MARINA: Quo Vadis ?

13th LSM: Meeting of the Eagles

Gerald with the Pirates: A Thousand NightmaresITF Calls for Universal Action

ICS Proposes on the ArcticDrewry Reports

Another AMOSUP Home for SeafarersSeafarer Center opens at SM

WSSA: Eight and more years!

Tel: ( 632 ) 254-1110 Fax: ( 632 ) 254-1179

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EDITORIAL BOARD

EDITORIAL OFFICE

www.marino-world.com

International CorrespondentsF H Chowdhury Mark Millar

News and Feature WritersEva Tan Coca H. Strobar Ligaya Caban

ContributorsComm. Tess LoraDr. Alice Lamigo

Capt. Rodolfo AspillagaCapt. Ireneo Delos Santos

Ms. Merle San PedroRAdm. Adonis DonatoCapt. Edwin ItableAtty. Dennis Gorecho

Emailseditorial@marino-world.com

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Content CritiqueCommo. Dante Jimenez

CirculationJomelyn Tud

Joamirica Tud

Legal CounselAtty. Manuel Obedoza

MarketingLeandro Villacarlos

Rosvie Corcuera

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Address1732 Modesto St., Malate, Manila, Philippines

PublisherLyn Bacani

Editorial ConsultantB. Cortes Lagac

Creative DirectorJhon Henson Ong

As we look over the challenges of the unknown horizon, it is inspiring to

revisit the Bible as it declares, “Because He knows the road on which I travel, when He had tested me, I’ll come out like gold.”

Definitely, Year 2012 was a tough year for the maritime industry. Economic recession was all over, dampening volumes and prospects in shipping. All over the world. Be it roro or cargo, tankers or cruise liners --- all sizes and kinds were keeling over.

The Philippines took a near-lethal beating from the European Commission when it ordered the European Maritime Safety Agency (EMSA) to audit our maritime education and (mercy!) withdraw recognition on STCW certification should things be wanting on the Philippine end.

EMSA was in-your-face threat in our country’s ambition to bite a little more on global seafaring jobs. We now hold a third of the total; 300,000 Pinoy seafarers out of the global count of less than a million merchant mariners.

Should EMSA prevail and recognition is withdrawn on our STCW certificates by the 27-nation European Commission, no Filipino can be hired to board any of their vessels in any crewing capacity. And that’s a huge block of jobs taken away.

But on the Year of the Water Snake, things are hissing up towards global economic recovery. Our Government has responded well on the EMSA bogeyman, submitting last August (well before EMSA deadline) documents on our reforms to address the warts pinpointed by EMSA.

President Aquino also pitched in with Executive Order 75, detailing reforms; a flagship move designating MARINA as the Single Administrator to consolidate edge-and-ends of our maritime policy; hopefully, even odds-and-ends of the maritime industry.

Stakeholders on the private side were also doing their bits: upgrading school syllabus and facilities to conform with global standard. Seminars and conferences, discussion groups and

trainings followed, with local resources augmented by foreign funding --- all answering the EMSA challenge.

In essence, the setbacks were recycled to bolster reforms. Indeed, EMSA the threat morphed as EMSA the fuel to power rectifications. The threat became the treat for the maritime industry.

Marino World shall continue to plug views and acts of genuine reformists. Ten years in the maritime scene, we feel competent to identify true heroes from heroic heels. We have been honed --- and hurt --- thus, our sifting would be from the heart and not of the hearth as pseudo-journalists profit from.

Marino World shall craft stories from insights and experiences of industry icons from which best-practice techniques may be culled from.

It is a small beginning but a first step to a highly promising Year 2013.

Wherefore glitter may not all be gold; nevertheless, golden for our common aspirations.

Publisher’s Note

FULL STEAM AHEAD!DARN THE TORPEDOES

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The Philippines is bullish on its merchant maritime industry; in fact, ambitious to promote its

lead to half from its current take of one-third of the world’s total.

But the European Union threw in a fly in the ointment, charging shortfalls on the country’s maritime education and other required skills. Behind the formalities is the not so subtle threat of not honoring our STCW certification. Meaning, Filipino seafarers may be banned or disqualified from working in any EU-flagged vessel.

That would mean a major block of lost jobs. A huge setback in our maritime prestige (read, world competitiveness).

The issue is not an impulsive one; neither is it politically-motivated in the scheme of selfish national interests. It is a meticulous process, over time over two European Commissions (2006 to 2010 and 2010 to 2014).

The EC, based in Brussels, Belgium, has issued communication officially

published in the EU Journal, bearing strong words on the deficiency of Philippine schools. This was signed by Mr. Siim Kallas, VP of the Commission and Minister of Transport.

The Minister was reacting to uncomplimentary report of the European Maritime Safety Agency (EMSA) who made audit trips to the Philippines and found deficiencies. Last August, the Philippine Government sent in documents detailing remedial action on the concern.

EMSA is scheduled to revisit the Philippines on February, 2013, to validate our country’s reforms on what EMSA considers as our shortfalls on the STCW Convention, as amended.

Recognition of Philippine STCW certificate is now on European Union level, as against the previous regime of bilateral agreement with “third” countries (as EU views us). We have such agreement with ten of the 27 EU countries: Denmark, Belgium, France,

Germany, Greece, Italy, Luxembourg, Holland, Sweden and England.

Enter the dragon.

Our shipping industry now looks up to our Maritime Industry Authority (MARINA) on how it will address deficiencies found by the European Maritime Safety Agency (EMSA) auditors which created alarms on the competence of Filipino seafarers.

MARINA has been the focal point since the issuance in April 2012 of Executive Order Numbered 75 “Designating the Department of Transportation and Communications through the MARINA, as the Single Administration in the Philippines responsible for oversight in the implementation of the 1978 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, as amended.”

The man at the helm of MARINA is Atty. Nicasio Aranas Conti, Administrator for the moment. But

Government

QuoV

Misad ,

ARINA?by Coca H. Strobar

Photo by Jhon Henson Ong

expected to be gung-ho on the reforms and upgrades. No matter he is just on temporary stint, OIC – officer-in-charge, as the bureaucracy titles the indecision of policy makers.

But titles don’t seem to bother Mr. Conti. Industry stakeholders have already noticed his determination to implement reforms. Indeed, a lot of work are in the pipeline.

Reasonable time-span.

When could MARINA fully react to EMSA concerns? Is the Philippines ready for EMSA return by February 2013 to validate our solutions to problems on STCW implementation?

Could we beat the deadline?

BREAKER: OIC Nicasio Conti, MARINA, has confirmed February is not a deadline but year 2013 is. This view is validated on the Communication signed by VP Siim Kallas for the European Commission and sent to EU member-states.

In part, “…intends to request EMSA to carry out a further inspection in the Philippines in 2013…” (underscoring supplied)

And further, “The 2013 inspection will also target …” Again, there is no specific month but a year to execute the audit.

Conti believes the Philippines will have more time to fully address the “quality standards system” being sought by EMSA and the EU Commission.

Late last year (November 27th), EU has formally updated its Member States about shortcomings by the Philippines’ system on training and certification of seafarers vis-à-vis the STCW Convention.

The communique states, “In conclusion, there is a clear constant trend in the Philippines as regards ensuring the full compliance with the requirements of the STCW Convention. However, this degree of compliance has not been achieved yet.

Should this trend slow down and should full compliance with the requirements of the STCW Convention not be achieved in reasonable time-span – also considering the time that has already elapsed since the first inspection – then, the withdrawal of EU recognition of the Philippines in relation to its training and certification system of seafarers should be fully taken into consideration.” (Underscoring supplied)

The EU Commission intends to request EMSA to carry out a further inspection in 2013, to check on the presence in the maritime education and training institutions of the equipment allegedly procured according to the documents sent (by the Philippines) in August 2011; and whether such equipment is being used according to the STCW Convention.

More generally, this inspection will verify whether the education and training practices in these institutions are in line with the STCW Convention. The 2013 inspection will also target the administration, in order to ascertain that the shortcomings detected in 2012 have been addressed and that the quality standards system is being implemented, clarifies the EU Commission.

Dialogues and more.

Atty. Conti, with Ambassador Carlos Salinas of the Philippine Embassy in Madrid, met with EMSA officials like Executive Director Markku Mylly; Head of Department Implementation Theresa Crossley; Senior Project Officer, Training of Seafarers, Safety Assessment and Inspection Jaime de Veiga and Head of Unit, Safety Assessment and Inspection Michael Hunter in Lisbon, Portugal last November 12.

This is the first time an official from the Philippines visited EMSA to demonstrate its sincerity to communicate our Government’s initiatives to put in place the regulatory framework to fully implement the STCW Convention.

Conti also visited the following day the Director-General of Mobility and Transport (DGMOVE) of the EU Commission to provide updates on Philippine initiatives to rectify concerns raised in the EMSA report.

In November 27th on its official journal,

the EU Commission expressed it, “recognizes the serious character of the efforts made by the Philippines’ government in 2011 and 2012. It also recognizes that, as a result of those efforts, there has been considerable progress in the regulatory framework for certification of seafarers and in the organization of the administration, in order to comply with the requirements of the STCW Convention.”

The Commission also encouraged its Member States to be involved in technical assistance to the Philippines; to assist the authorities of the country in developing the needed technical qualified human resources in charge of school-monitoring, especially at regional or local level.

The Commission further advised that, “Given that some individual schools in the Philippines are controlled by shipowners based in the Union, Member States should consider integrating those schools into their national education and training system.

Not surprisingly, Atty Conti has been receiving positive response and grateful statements from global stakeholders as he reports developments in the implementation of the STCW Convention. Local stakeholders observe Conti is the most hardworking administrator of MARINA.

Formerly LSM.

At the 13th Asia Pacific Manning and Training Conference held in Manila last November on the theme, “Charting the Future of Filipino Maritime Manpower,” Atty. Conti reported actions of MARINA towards long-term solutions for effective STCW Administration.

The Conference reflects a brilliant interest in the Philippines as a major supplier of seafarers since it was the biggest; attended by more than 400 shipowners, industry senior executives and decision-makers.

Capt. Kuba Szymanski, Secretary-General of InterManager, expressed to Marino World his astonishment on Conti’s dedication to work.

Szymanski adds, “… not only my impression but I think we spoke with few colleague, what is impressive is that

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your government is so dedicated to your seafarers; maybe your own seafarers and yourself would not appreciate that … when you live in Europe, politicians are usually very very remote.

It is very refreshing to see somebody from the government participating… 2:00 in the morning in London Nic is with us… it is commitment, other politician would say no I’m sorry, we work 9 to 5, so we are very impressed and Executive Order No. 75 sounds very good to us because now he has been given the power and something has to happen…”

Giles Heiman, Secretary-General of International Maritime Employers Committee (IMEC) describes Conti’s presentation as a comprehensive and says, “…first time we heard the comprehensive report…The Dutch Government, the Norwegian Government, the IMO and various organizations have all rendered assistance to the Philippines

…because we know that we need you, we respect your seafarers, we need your seafarers and we want to work with you to ensure that we continue utilizing the expertise of your seafarers…”

Well-defined track.

EO 75 aims to consolidate various maritime functions and to institutionalize a single maritime administration.

It was signed by President Benigno S. Aquino III on April 30th and the Implementing Rules and Regulations (IRR) on September 28th by Mar Roxas, then Secretary of the DOTC where MARINA is attached.

Furthermore, EO 75 empowers MARINA to address other EMSA concerns, like:

• Establishment of the STCW Office within MARINA responsible for the day-to-day management and operations of the STCW Convention;

• Enlisting and training of additional assessors and auditors who will monitor the compliance of maritime schools and training centers• Who will eventually become

organic personnel of MARINA • To be government inspection

and monitoring team • Instead of relying from the

private sector• To institutionalize response

to EMSA concern to have adequate number of technical personnel and independence of assessors;

• Meeting with the International Maritime Organization (IMO) experts for technical assistance on agreements concerning education

and training, assessment and certification system and the National Quality Standard System (NQSS);

• Revision of the NQSS for ISO Certification with the assistance of the Norwegian Government to incorporate the oversight function of the MARINA over the other agencies involved in maritime education, training, assessment and certification such as the Commission on Higher Education (CHED), Technical Education and Skills Development Authority (TESDA), Professional Regulation Commission (PRC), National Telecommunication Commission (NTC) and Department of Health (DOH);

• Finalization of an outcomes-based monitoring instrument with the assistance from the Dutch Technical Expert. Pilot testing and evaluation for the training centers and maritime schools are on-going;

• Development and pilot-testing of all the required courses under the 2010 STCW amendments otherwise known as the Manila amendments together with the Philippine Association of Maritime Training Centers and the National Maritime Polytechnic; and

• Finalization of the MOA with PRC and CHED and reach a consensus in the monitoring, evaluation, certification and other STCW-related matters.

The MOA of MARINA with PRC and TESDA is part of the interim solution and arrangement pending amendment of relevant laws. In the long run, DOTC will submit to Congress legislative

QUO VADIS, MARINA?

Norwegians support on the NQSS. Photo by Jomelyn Tud

Private sector work at the STCW office

initiatives to revise mandates of CHED (RA 7722) and PRC (RA 8544) to ensure compliance with the STCW Convention.

Inter-agency tasking.

Section 2 of EO 75 IRR provides for MARINA and PRC to formulate policies, guidelines and procedures relative to the qualification standards and issuance of the COC and COE for merchant marine officers.

MARINA and CHED shall formulate policies, guidelines and procedures such as but not limited to the review and implementation of maritime education curriculum; inspection and evaluation of maritime institutions; shipboard training; development and implementation of training record books; qualification standards for faculty; utilization of facilities, laboratory equipment and simulators by the students; and training of faculty in the instructional technique using simulators;

MARINA and TESDA shall formulate

policies, guidelines and procedures such as but not limited to the conduct and assessment of training courses, review and implementation of short-term courses curriculum, utilization of facilities, laboratory and equipment by the students.

More initiatives.

Atty Conti further explains, “The beauty of EO75, MARINA is now effectively exercising oversight function so we can now tell our sister agency that if there is possible conflict or collision…politely, tell our colleagues, rethink and revisit our regulations and issuances…”

Conti underscores, “We have to accomplish all that has been said since 90% of world trade is carried by sea; 25% of the total international shipboard requirement are Filipinos or 350,000 Filipino seafarers at any given time that represents 24% of the total overseas employment of the country which has been steadily growing over a period of 15 years from 19% in 1995 to 2010 from 24% 347,150 or 25.3% of the global

requirement as of December 10, 2010 responsible for US$3.4 billion dollar remittance, excluding those through informal channels.

Clearly, the Philippines has a lot to protect and promote… We are, therefore, strongly committed to reinforce the work we are doing with the help of the various stakeholders, to do what we can to speed up the process of change, to continue to find innovative solutions within the limits of the government bureaucracy

… and to walk the straight path as espoused by President Aquino as the main key towards lasting reforms.”

As Conti waxes poetical, he summons for a concert of efforts to meet the challenges on the Philippines in global maritimes: “Grateful statement of support for the Philippine Government that will encourage us to do more, accomplish more even with the constraints that we have knowing fully well that we cannot immediately effect change but … we are moving on the right direction.”

GOVERNMENT

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O ut of nowhere. And no where to go, taken by hostile savages aching to peddle bodies with dollars. Decency

is not in the book. Just money; crispy bills from the magnates, the ritzy class.

The supreme irony is poor pirates using poor sailors to mulk the rich. Snatching hardworking seafarers, lonely in the oceans--- eking a living for families back home.

In captivity, dreams for his family kept Gerald Gonzales sane and intact. Maybe it was easier since the hostages were not physically abused. But psychic torture gnaws more into one’s innards. Physical violence has tolerance levels; one collapses when peaked. And there’s rest as cells recover or give up.

But the torture of the mind is ever there.

Hissing like snake with its venom. Lurking as shadows of fear retard one’s diskarte or composture.

Gerald was no exception, he was miserable. But his faith in the fulfillment of his dreams for the family gave him the resolve to hang on.

The guy is eldest of the four siblings of a farmer and a housewife from Jaro, Iloilo, Western Visayas. At 29, he left the Philippines on April 7, 2009 for his first foreign contract (via Inter-world Shipping) after two years on domestic vessels.

The Panama-flagged RoRo cargo vessel MV Iceberg 1 was on the way to Dubai, its last port of call. The hijacking took place on March 29, 2010 around 8am, ten nautical miles off the coast of Aden, Yemen.

“Dinamdam ko talaga na captured kami kasi palagi naman kaming dumadaan dun bakit noong time pa na pauwi ako na inakyat kami,” narrates Gerald. (I took it badly that we were captured on our last leg of the voyage).

Gerald was the only Filipino among the 24 crew. The two other Filipinos went home prior to the incident as their contracts have ended.

DETAILED ACCOUNTS.

Gerald recounts the ship captain was ordered to return to Somalia, escorted until Gar’aad where they anchored. From here and for six months, the M/V Iceberg 1 was used by the pirates to capture other vessels.

The pirates planned to enter the Port of Oman. But four of the MV Iceberg 1 anchors were cut, forcing crew and

a thousand nightmaresGerald with the Pirates

by Ligaya CabanPhotos courtesy of MPHRP

vessels to stay over a year on the grounding station.

About nine to 13 pirates guard the captives, taking turns from a pool of about 100, mostly minors of 13 to 17 years old. But heavily-armed, gun experts, of tall African descent.

CASUALTIES.

The Yemeni third officer died in October 2010. He jumped from the vessel but was recovered. He has shown mental illness and keeps on hiding. Gerald and company have to tie the Yemeni as the pirates blame all captives when the Yemeni is not accounted for.

This third officer was coached to stay calm as there are negotiations for their common release. He kept quiet and later unchained out of pity. Suddenly, he ran in a spurt maybe off the ship. The pirates

used a speedboat to reconnoiter, then fish him out of the waters.

His body was dumped into the captives from the net, lifeless.

Gerald says they begged the pirates to give the remains to approaching warship for return to his family and proper burial. The pirates refused if without money in exchange. Later, the pirates compromised to keep the body in ship freezer until money is available to “buy” the mortal remains.

hen diesel starts to run short, the crew requested the pirates to allow them to bury the Yemeni on the beach (for recovery when things return to normal). But the pirates again refused if without money; a similar respond to the request from a warship for the body.

Diesel fuel finally ran out, the ship

freezer can no longer function. The captives have to give the body to the pirates. In turn, they merely dumped the body into the ocean. The crew sighed in secret on this utter lack of respect for the remains of a human being.

Another suicide followed In September, 2012; the Indian chief officer was declared missing after jumping overboard and into the yawning sea.

ADDICTION.

“Nagda drugs sila ng Khat, yung dahon. Hindi sila nakakatulog pag nagbabantay sa amin parang nagpapa-relax sa kanila.” (They are using drugs, the Khat leaf which keeps them awake and relaxed as they guard us)

This is Catha edulis, commonly called Arabian tea. Khat or qat or gat is a flowering plant native to the Horn of

Cover Story

His Auntie shed tears, Gerald puts a brave front.

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Africa and the Arabian Peninsula. Among communities from these areas, khat chewing is a social custom dating back thousands of years.

Khat contains cathinone (a monoamine alkaloid), an amphetamine-like stimulant which is said to cause excitement, loss of appetite and euphoria. In 1980, the World Health Organization (WHO) classified it as a drug of abuse that can produce mild to moderate psychological dependence (less than tobacco or alcohol) thus WHO does not consider khat to be seriously addictive.

The plant has been targeted by anti-drug organizations such as the US DEA. It is a controlled substance in the United States, Canada and Germany. But its production, sale and consumption are legal in other nations, including Djibouti, Ethiopia, Somalia and Yemen.

“Pag yung drugs na yun hindi dumating sa barko dun na sila nag nag-uumipisang manakit ng crew. Kami ang napagbubuntungan nila. (When these drugs do not arrive with the ship, they take it against us with physical assault)

“Sa pagkain noong three months pa lang ok pa nakakain pa kami ng maganda. Noong hindi na maganda takbo ng negosasyon, binibigyan na lang kami ng dalawang beses isang araw plus yung tubig bibigyan lang ng one liter for two days. Minsan hindi nga umaabot ng one liter kasi nahihirapan silang magdala ng tubig sa barko.” (Food was alright in the first three months. But when negotiations falter, we are given only two meals a day and a liter of water for two days. On occasion, it is not even one liter as the pirates find it hard to fetch water from the ship)

The pirates took every possession of the captives (like phones, laptop, garment, everything), leaving only the clothes they wear.

ABANDONED.

The pirates have translators who are changed every now and then, about eight times in Gerald’s count. They hear 10 millions, sometimes higher then lower. Different persons board the ship, they vary in what and how they say things. There were instances they fight.

The pirates say the owners no longer wants the victims, that they have abandoned the crew.

The hostages previously overhear earlier negotiations. But lately, they are in the dark on the stands of the agency and the owners. The vacuum erodes their will power.

FAMILY.

Gerald has a way to salve himself, “I speculate on the situation of my family: how they are eating; whether my brother has married or my sisters have graduated.”

The pirates ask Gerald three times to call his mother to pressure the shipowners. But since pirates do not understand the language, Gerald was smart enough, instead, to assure his family he is well situated in Somalia; opposite the message the pirates want to exert.

In May 2012, Gerald’s mother, Aurora Gonzales flew to Manila to seek the help of the Blas F. Ople Policy Center, a non-profit organization that assists distressed overseas Filipino workers.

The mother also dutifully followed-up Gerald’s case at the DFA Regional Office and with Inter-World Shipping, the manning agency. And things started to roll faster.

FAITH.

The pirates keep needling the hostages they will never be released if there is no ransom; that without money paid, they will die there.

But Gerald holds strong faith, “Naniwala lang ako sa Diyos. Siya lang makakapagdecide kung mamamatay ka o mabubuhay ka. Tiwala lang ako sa Kanya, naghintay ako kung kailan Niya ko bibigyan ng kalayaan. (I believe in God. He alone may decide when I live or when I die. I trust on Him and I will wait when He will give my freedom)

RESCUE.

The seafarers were caught in the crossfire between the pirates and the Puntland Maritime Police Force (PMPF) near the town of Gar’aad on the border of the Mudug and Nugal regions.

The rescuers gunned down three of the pirates while about nine were able to escape.

Rescued were Gerald, eight Yemeni seafarers, five Indians, two Pakistanis, four Ghanaians and two Sudanese after a siege that lasted two weeks.

Gerald recounts that PMPF started the rescue mission December 10th, catching them all unaware that day being just

GERALD WITH THE PIRATES: A THOUSAND NIGHTMARES

Family: Gerald’s Strength.

one of those dragging, boring days. On their morning prayers at 5:30 his Muslim mates saw vehicles below the ship.

LINE OF FIRE.

Suddenly, the daft morning lighted up with rapid, automatic gunfires. PMPF tried to board the ship as counter-fires zipped from on-board.

The captives were herded to a room, ordered to lie flat by guards on standby to prevent any escape. Up to December 22nd, exchange of fire continued with PMPF bullets whizzing and wounding two of the captive crew.

The pirates ordered the hostages to call on their embassies to declare there are dead seafarers, to demand eight million dollars ransom. Actually, there were two dead pirates mixed with hostages.

The pirates growled if PMPF boards the ship, all hostages will be killed.

The prayers of Gerald was almost confused, “Nagdadasal kami sana wag makaayat mga pulis, wag silang umalis pero wag silang umakyat kasi delikado. Baka mayroon pang ibang paraan para makalabas kami” (We prayed the police could not board; yet do not leave; but just don’t board as it is dangerous for us. There may be some other escape form)

On 23rd December, the commanding general of PMPF allowed the pirates to leave the vessel provided all hostages are left behind and they go offship empty-handed.

The pirates agreed but when de-boarded, they sought outside help. Six accomplices responded; of these, three were captured, one wounded and two killed by PMPF guns.

BUREAUCRACY.

Freedom was not a cakewalk for Gerald. Maritime Piracy Humanitarian Response Program (MPHRP) Director Roy Paul explains the holiday season has not made repatriation easy as many government agencies are closed.

The crew was released on December 23; Gerald arrived in the country on January 4. But many people (like MPHRP, the UN and the ITF) have worked over the holidays to assist these seafarers on their papers to travel home.

And Gerald has to be with the political roadshow: credit ceremonies for PMPF, with the country’s president at Garawe, the capital. Then the United Nations Navy trip to Kenya and the turn-over of Gerald to the Philippine embassy.

And a three-day wait, walang pasok. No offices, holiday. This tells so much of the lip service given to our seafarers or OFWs. After a thousand days in captivity, freedom must since offices are closed for the holidays.

All told, Gerald was freed December 23rd and arrived January 4th in Iloilo, not knowing Christmas, not knowing New Year. But gladly knowing he is free to be with his family.

All told again, that is a happy ending of his ordeal of over three years.

And a new beginning of his resolve to provide for his family --- to pursue their little dreams: some to assure their needs; a few to enjoy their wants.

COVER STORY

POSTSCRIPT

Gerald’s arrival in Manila was ordinary, no special lane. Yes, there were the usual gladhanding from DFA, OWWA, and MPHRP. He was joined in by family at the Iloilo airport.

The manning agency paid for Gerald’s medical check-up and gave P40,000 initial assistance.

Marino World learned from Inter-World President Ryan Delcalzada it is continuously communicating with the shipowner (Azal Shipping & Cargo of Dubai, United Arab Emirates) to facilitate Gerald’s compensation. But asked whether the shipowner has committed to a compensation, Delcalzada was “no comment.”

Gerald says he was contracted as Engine Cadet but actually worked as an Oiler receiving US$350/month instead of US$1,000, at least.

The dollars he saved are torn useless hiding these from the pirates. All he was able to bring home are books from the vessel.

While Gerald hangs, Inter-world expands to a bigger office in Intramuros with new principals from Iran, Singapore and the Netherlands.

Delcalzada says Gerald is still welcome to his company; hopefully to attain his dream of being a Chief Engineer. Someday, with Inter-World?

Tears but home.

I believe in God. He alone may decide when I live or when I die. I trust on Him and I will wait when He will give my freedom ”

- Gerald Gonzales

“

COVER STORY

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This was the impassionate plea of Mr. Padraig Crumlin, president of the International Transport

Workers Federation (ITF) which is the global federation of transport workers’ unions.

On latest count, 779 unions representing over 4,668,950 transport workers in 155 countries are members of the ITF. It is one of several global federation unions allied with the larger International Trade Union Confederation (ITUC).

The ITF represents the interests of transport workers’ unions in bodies which take decisions affecting jobs, employment conditions or safety in the transport industry. Among these are the International Labour Organisation (ILO), the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO).

In a recent interview exclusive to Marino World, Mr. Crumlin clarifies, “Piracy is one of the priority issues to seafarers. Along with occupational health and safety, conditions of employment are very important but the fundamental condition of employment is secured employment.”

He says ITF have indicated to the international shipping community its lack of tolerance for not having action in two ways, viz:

• Firstly, the security area. It is not only the area of Somalia; ITF notices an increase in piracy in the west coast of Africa and in other areas weakened by puppet governments. This calls for international cooperation between governments of all shipping and trading nations. Obviously special responsibility to the shipowners who operate the ships themselves and our willingness to put resources into making sure from a larger perspective that we arrive in all the things within our reach to deliver…

• Secondly, ensuring lesser stress for seafarers on ships plying pirate-infested waters. There is need for proper counseling, conditions of employment. ITF seeks clear industrial framework that recognize employment condition of high risk. There are material issue that need to be addressed, adds the ITF head.

On top, ITF is very involved in the international framework of governance; to institutionalize protocols and advices towards gradual release of hostages (which could have been saved, as an example, all the crew of MV Iceberg 1 recently on the news).

Mr. Crumlin admonishes action should not be as a lottery of what ship you’re on; or, what ship you work for; or, what country you fly the flag. He continues

that those should be the responsibility of the international industry to make sure that unfortunate events for seafarers.

The Iceberg 1 incident demonstrates ongoing weaknesses in assistance; but also a reminder all these must work on tripartism between shipowners, labor and government.

ITF recognizes progress but common efforts must be increased to secure seafarers from actual acts of piracy and avoid the gnawing stress on clear and imminent danger of piracy incidents as they ply the danger zones.

MPHRP in Manila.

In a pro-active thrust, the ITF Seafarers Trust is one of the 27 partners of the MPHRP established in September 2011 to assist seafarers and their families with the humanitarian aspects of a traumatic incident caused by a piracy attack, armed robbery or being taken hostage”.

MPHRP is the Maritime Piracy Humanitarian Response Program which has produced guides and training for the maritime industry on the issue and has representatives in India and Ukraine.

MPHRP Director Roy Paul says, “Firstly we are here to listen to seafarer stories. Tell us about what happened, how they deal about it. Then that information we can use and to give advice to others.”

Against Escalating PiracyITF Calls for Universal Action

by Ligaya Caban

ITF MPHRP leads discussions.

Director Paul is simply practical in that data and experience are very limited on modern piracy acts. There is yet no guidebook to properly address the issue and to respond on incidents.

Thus, MPHRP initially advised shipping companies and manning agents on how to deal with the seafarers and their families (the latter previously unfactored in response programs).

However, MPHRP clearly states it is not involved in the political aspect.

Director Paul stresses, “we leave that to the government.”

To enlarge response capabilities, MPHRP appointed 1st October, 2012, Mr Rancho Villavicencio as Director in the Philippines.

Villavicencio is a former merchant marine officer, graduate of the

Philippine Merchant Marine Academy. He is a course developer, trainer and motivational speaker, an ordained Minister of the United Pentecostal church.

MPHRP Philippines holds office at the Manila International Seafarers’ Center, G/F Associated Workers’ Union (AWU) building. Gate 4, Roberto S. Oca street, South Harbour, Port Area, Manila.

It has active intermediation in the facilitation of the benefits and compensations for the survivors of the MV Eglantine piracy where two Filipino seafarers died and eight survived.

MPHRP assisted the survivors in meetings, communication and follow-up with the manning agency, the shipowner, DFA officials and other concerned agencies.

The seven survivors have received due compensations from the shipowner last

December, 2012. The widow of Zhyron Encomienda did not as she opted to file a case against the shipowner.

Two of the survivors are already back on-board, regular crew.

Villavicencio says the challenge is to help rehabilitate other survivors for them to be able to return to work.

He stresses they will continue to collaborate with agencies concerned for the needs of seafarers and their families.

Since 2008, Mr. Paul estimates around 3,800 seafarers have been affected by piracy, 500 of those are Filipinos.

According to the DFA, 82 more Filipino seafarers on board six vessels are still to be released from captivity of pirates.

ITF PresidentPaddy Crumlim

COVER STORY

MARINO WORLD16

Simple words, deepest thoughts – from President Manuel David, as he leads celebrations of the 8th year of Western Shipping Southeast Asia (WSSAI).

This is also the 6th Family Day, an integral part of the paeans to the men and women of WSSAI, conducted November 10th at the Le Pavillion Metropolitan Park, Pasay City.

On top of the corporate pride and family bonding, WSSAI conferred to their 20 crew the Long Service awards in recognition of dedication to duty and loyalty to the company.

Mr. David was beaming as he trumpets that some of their veteran seafarers are on a second generation with WSSAI through their sons and relatives. That fact underscores an exchange of mutually satisfying relationship: WSSAI with skills of the crew, and the seafarers with the fairness of the management.

With the theme, “It’s more fun in WSSAI!”, about 500 seafarers and their

families enjoyed the excitement of the games, satisfying food and gifts galore. Short presentations and skits underscored hidden talents of the employees and their children, too.

So much fun and intimacy followed happy jamming with Mr. Kyriakos Savvoglou and Capt. Belal Ahmed. Mr. Savvoglou is owner’s representative and Mr. Ahmed is CEO of Western Shipping Pte Ltd of Singapore.

There was the traditional blowing of the Anniversary candle as the WSSAI family emotionally sung the closing song, “If We Hold on Together.”

WSSAI supplies the crewing requirement of the nine bulkers and the 12 tankers of the Western Shipping Pte. Ltd.

Majority of crew of all these vessels are Filipino seafarers.

Teamwork

“Shipping is teamwork and being a traditional family company we have the same approach to our crewing,” reiterates Mr. Savvoglou, owners’ representative.

Mr. Savvoglou’s family has been in the shipping business for 40 years. He admits the difficult market they

Western Shipping Southeast Asia

EIGHT MORE YEARS!“Our way of taking care of our crew, thanking them for the good years…”

Manning

by Eva Tan

are experiencing but says it’s part of the business. The only thing they can actually do is to do their job the best way possible and support their crew.

“It’s a cycle. There are good times, there are bad times. We could buy like ten more ships for example. But in order to put these ships to work, to have trained officers and crew to work on these ships is not easy. You cannot find them from one day to the next, so we try to develop an organic growth to create officers who have been a lot of time with us, getting promoted, knowing the ships, knowing the way we do business and slowly expand as opportunity comes, ” explains Mr. Savvoglou.

Long-Term Investment - WSP Maritime Training Center

WSSAI firmly upholds quality training as the main strategy to keep its competency lead.

Today, WSP Maritime Training Center does not only serve the crew of WSSAI

but also seafarers of other manning agencies and the International Maritime Employers Committee (IMEC) member-companies.

Capt. Ahmed calls on the crew to do best, to take individual initiatives and take assistance from their training center to upgrade themselves.

“Because the market is bad, we have to be on top of our performance; crew performance and management performance,” underscores Capt. Ahmed.

WSSAI conducts its two day Annual Crew Safety Conference; first at its own training center on November 8, 2012 and then at the prestigious Magellan Room of the Discovery Suites in Ortigas Center, Pasig City on November 9, 2012. Seminars and trainings were conducted for the bulk crew on November 5 to 7, 2012.

On the slogan, “Accident Brings Tears, Safety Brings Cheers,” WSSAI emphasizes safety measures onboard, technical management, engineering practices, and crew welfare.

Discussed in the recent training was the implementation of the ILO Maritime Labor Convention with guest lecturer, Capt John Kingdom deliberating on the P&I issues.

Equipped with the latest TRANSAS Navi Trainer Professional 5000 Simulator and TRANSAS Navi Sailor 4000 ECDIS Simulator

MARINA ACCREDITED COURSES:

• Operational Use of Electronic Chart Display Information System • Radar Navigation, Radar Plotting and Use of ARPA Course• Consolidated Marine Pollution (MARPOL) I-IV 73/78 • AutomaticIdentificationSystem(AIS)• ISMforOfficersandRatings• HAZMAT• Risk Assessment and Management• Incident Investigation• Voyage Planning• Chart Correction• Collision Avoidance• Safety Awareness Program for Ratings

WSP Maritime Training Center

1802 Prestige Tower, F. Ortigas Jr. Ave., Ortigas Center, Pasig CityTel. No.: +632 6553016 Fax: +632 6559641Email: info@wspmtc.comax: +632

Special Discounts to International Maritime Employers’ Committee (IMEC) member companies.

THE WSSA TEAM

WSSA President Manny David inspiring.

Recognition to the Family

Photos by David Tan

MARINO WORLD MARINO WORLD18 19

We need to begin to work to improve condition in domestic fleet and help develop a strong domestic fleet and workforce using MLC standards.

“”

Event

13th Asia Pacific Manning & Training

Conference

OF EAGLESTHE

MEETINGby Coca H. Strobar

Photos by Jhon Henson Ong

T his “LSM” (being its former name) is dubbed Manila Calling: Charting the Future for Filipino Maritime Power. Leaders of local and international

shipping concerns gathered for 13th Asia Pacific Manning and Training Conference held last November 13-15 at Hotel Sofitel Philippine Plaza, Metro Manila.

The event was first known as Lloyds List Asia-Pacific Manning and Training Conference until the 12th year when it took to its current name. It is a major maritime event hosted in Manila that attracts more than 400 executives, decision makers and stakeholders worldwide.

This meeting of eagles is validated by the caliber of speakers sourced worldwide, namely:

• InterManager Sec-Gen Capt. Kuba Szymanski;

• Intl Chamber of Shipping and Intl Shipping Federation Director Natalie Shaw;

• Intl Seafarers Welfare and Assistance Network Consultant David Dearsley;

• Maritime Piracy Humanitarian Response Programme Chairman Dr Peter Swift;

• GlobalMET Chairman Capt. Tim Wilson and Executive Secretary Rod Short;

• Intl Maritime Employers’ Committee (IMEC) Operations and Training Manager Andreas Nordseth;

• Intl Registries Chief Executive Officer John Ramage;

• Thome Group Crewing & HR Director Capt. Michael Elwert;

• Videotel Consultant Dr. Christopher Haughton;

• DNV Head of Section Georg Smefjell;

• Warsash Maritime Academy Head Research Mike Barnett;

• Precious Associates General Manager Chris Wincott;

• Marlins Manager Catherine Logie; and

• Marine Benefits Director Casper Meland

- Secretary Rosalinda Baldoz, DOLE

MARINO WORLD MARINO WORLD20 21

A battery of Filipino speakers completes the world-class cast, viz:

• InterManager President Gerardo Borromeo;

• Filipino Ship Owners Association President Roy R. Alampay;

• AMOSUP EVP Vice-Admiral Eduardo Ma. R. Santos;

• Magsaysay Maritime President Marlon Rono;

• Mariners Polytechnic Training Center Pres. Merle Jimenez-San Pedro; and

• Mapua Inst of Tech President Dr. Reynaldo B. Vea.

IMEC Sec-Gen Giles Heimann chaired the two-day main conference; Intl Federation of Shipmasters Association Christer Lindvall chaired the first day Interactive Focus Day.

At the opening, delegates acknowledged with a standing ovation the Philippines as the 30th state to ratify the Maritime Labor Convention (MLC) 2006 giving it the force of law.

As main guest speaker, Labor Secretary Rosalinda Baldoz underlined the significance of MLC on the employment and welfare of the Filipino seafarers.

The delegates actively asked relevant questions, shared best practices, views and insights. Panel discussions (even informal debates) spice-up the interactive sessions.

Major topics discussed were Presidential Executive Order 75 as Manila’s response to EU’s EMSA audit in tandem with the streamlining maritime education and training; safe manning and life-threatening piracy.

MEETING OF THE EAGLES

We have to do what we can to speed up the process of change to continue to find the lucrative solutions within the limits of the government bureaucracy and to walk the straight path.

“

”- OIC Nicasio Conti, MARINA

EVENT

MARINO WORLD MARINO WORLD22 23

MEETING OF THE EAGLES

When there’s a clash of culture, it can be the cause of social personal value clash within the corporate value that we expect to follow.

“”

- Manager Catherine Logie, Marlins

Human behaviour is always at the centre of business disaster. It is however also the secret of business success.

“”

- Director Michael Elwert, Thome Group

There are lots of areas where just about every shipping company would go beyond the minimum.

“

”- GM Chris Wincott, Precious Associates

EVENT

It’s got to be a whole response from all the stakeholders, from the shipowners down to the METI providers so that we get to give everybody that kind of seafarers that the industry deserves.

“

”- Pres. Merle Jimenez-San Pedro, MPTC

Training providers cannot guess what the industry needs. Their best guess will always fall short of what the industry wants.

“

”- Pres. Marlon Rono, Magsaysay Maritime

We will be coming up of 10,000 training slots, so the ball is in your court.

“”

- EVP Eduardo Santos, AMOSUP

MARINO WORLD MARINO WORLD24 25

We need to make a change. The way we teach, the subject we provide in maritime academies and colleges are not adequate to equate 21st century seafarers.

“

- Sec-Gen. Kuba Szymanski, InterManager”

MEETING OF THE EAGLES

STCW is very important and is doing a lot of good for the industry but we need to question the future. Things are changing very fast.

“

”- Exec-Sec. Rod Short, GlobalMet

It’s wonderful that the Philippines have now ratified Convention 185 but what truly happened? They signed a piece of paper.

“

”- Director Natalie Shaw, ICS

EVENT

We know how dependent we are on the Filipino seafarers.

“

”- Sec-Gen. Giles Heimann, IMEC

EVENT

MARINO WORLD MARINO WORLD26 27

The International Chamber of Shipping (ICS) has issued a new position paper on Arctic

shipping, noting growing accessibility on the Artic.

ICS has set out some key principles with regard to the future governance of Arctic waters, given that the group represents over 80% of the world merchant fleet.

Offshore support vessel activity is already significant, while destination shipping is anticipated to grow as the extraction of energy and raw materials

is developed. Use of the Northern Sea Route is also a reality for a small but increasing number of ships in the summer months.

ICS stresses the importance of Arctic nations respecting the United Nations Convention on the Law of the Sea (UNCLOS) and relevant IMO Conventions and Codes such as SOLAS and MARPOL.

ICS Director of External Relations Simon Bennett explains, “As the volume of Arctic shipping gradually

increases, there is a growing awareness about the need for a high degree of care when ships navigate Arctic waters.

However, the proper forum for addressing these concerns is the International Maritime Organization, which is currently developing a Polar Code that is expected to be mandatory. It is most important that Arctic nations avoid unilateral measures that might cut across IMO Conventions or the provisions of UNCLOS.”

ICS PROPOSES ON THE ARCTIC

As it nudges EU Govts on CertificationICS stresses that individual coastal states should not impose discriminatory treatment that might prejudice the rights of ships registered with non-Arctic nations under international maritime law, such as unilateral ship construction, design and equipment standards.

The group also identifies some issues that require clarification as Arctic waters become more accessible.

For example, ICS believes that the UNCLOS regime of ‘transit passage’ for straits used for international navigation takes precedence over the rights of coastal states to enact unilateral measures against international shipping.

“Until recently this issue seemed rather academic, as did the question of nations using straight baselines to determine their territorial sea. But as remote Arctic sea routes become

accessible these issues are becoming more important.” says Mr Bennett.

Among the intended audience for the ICS paper are high level policy makers in environment and foreign ministries who may not be regularly engaged in shipping issues.

However, the paper also outlines ICS’s approach towards the development of the IMO Polar Code, which is expected to be finalised next year.

“The development of the Polar Code needs to be risk and performance-based,” hopes Mr Bennett. “For example, pending the future development of unified requirements for the construction and operation of ‘ice-class’ ships, the Code should not arbitrarily require conformity with any particular ‘ice-class’ standards to the exclusion of others that deliver comparable performance.”

The paper also sets out ICS position on:

• Development of infrastructure to support safety and environmental protection

• Full market access and freedom of navigation

• Transparency with respect to national regulation

• Reduced bureaucracy; and • Setting of appropriate fees for

services.

“If frequent and reliable international shipping services are to be provided between Arctic ports and the rest of the world, or natural resources in the region are to be developed in a manner that reconciles the need for both environmental and economic sustainably, this will require the provision of maritime services that are competitive and cost efficient,” views Mr Bennett.

Shipping

ICS ChairmanPeter Hinchliffe

MARINO WORLD MARINO WORLD28 29

Drewry Maritime Research’s annual Container Market Review and Forecast 2012/13 emphasize that continued supply-side pressures mean the container industry will remain in transition mode until at least 2014 and probably till 2015.

How well the operators manage capacity deployment during this time will largely determine where freight rates and overall profitability settles. Continued slow steaming and more idling of capacity, which have been at a relatively low level over the last 12 months, will need to be more heavily utilized strategic weapons.

Whether carriers like it. Or not.

The new reality for the industry is that there are few genuine positive indicators out there. Demand is weak and will remain so on the core headhaul trades for the next 15 months, at least. The charter market is showing no signs of a pick-up, freight rates are under pressure and the cascade of tonnage through the system is starting to cause issues.

But surprising.

Nevertheless, carriers have coped surprisingly well with the influx of new capacity this year and as of July they had deployed five percent less capacity than a year ago on the headhaul core east-west trades.

However, the lack of any discernible peak season trade this year has put extreme pressure on the Carriers. Despite the huge success of carrier GRIs in March and April, average Asia-N Europe spot freight rates have declined by 40% since their May high point.

Drewry is forecasting the industry will come close to breaking even this year

which could be considered as a good result after the appalling start to 2012. But when taking into consideration freight rates were tripled and quadrupled overnight earlier this year, it shows damage done in 2011.

At this stage, only a small amount of tonnage is planned for temporary removal from the Asia-Europe Trades. Drewry believe the forthcoming November GRI of $500 per teu will have limited success unless it is accompanied by more aggressive capacity withdrawal this winter. Average westbound industry load factors of around 85% and forecasted annual volume declines for this year on the trades to North

Europe and the Mediterranean of 1% and 10.5% respectively will continue to exert severe pressure on freight rates.

The outlook for Europe in 2013 is understandably weak.

For the short to mid-term, carriers will have serious issues with deployment of new and cascaded tonnage. If carried out incorrectly, freight rates will turn for the worse.

Enter the dragons.

The launch of Evergreen’s new CEM loop on the Asia-N Europe trade this summer proved to be a problem and gave freight rates an additional downwards momentum.

Other carriers such as MSC are deploying bigger ships on the North-South trades and the capacity corrections recently carried out on the Europe/East Coast-South America trade proved that something had to be done.

Neil Dekker, head of Drewry’s container research, highlights, “Given the number of factors shaping the industry, carriers seem to want the best of both worlds. They firmly believe that deploying ever bigger ships across all the major trade lanes is the way forward, and yet by doing this they cannot forget the likely negative influences on freight rates.

The industry faces the fundamental challenge of aligning supply with demand in order to keep freight rates at healthy levels and yet at the same time relatively few carriers are prepared to take the lead and adjust capacity – or if they do, it is always on a reactive basis.”

During the next few years when carriers will be reliant on poor annual volume growth rates on the east –west trades compared to the boom years of 2001-2007, there will be a natural re-alignment of capacity and operational alliances as has already happened on the Asia-North Europe route. This will happen out of necessity as carriers are forced to change their commercial strategies.

Dekker emphasises, “Now is the time for carriers to deploy service patterns seriously aimed at stabilising freight rates or else the industry will be caught up in a current of falling rates while using the GRI mechanism to paddle upstream against market fundamentals.”

Strong growth despite.

In a related report, Reefer Shipping MarketReview and Forecast 2012/13, Drewry analyses the structure and development of the world’s reefer shipping industry.

ON THE DREWRY REPORTSOn Voluntary Reductions,Reefer Growth & Performance Insight

Worldwide perishable reefer trade increased by 54.5 million tones between 2001 and 2011 at a combined annual growth rate of 3.9%, with seaborne trade reaching almost 91 million tonnes in 2011.

The perishable reefer trade remains resilient to adverse economic conditions and future growth in cargo volumes is inevitable.

Seaborne perishable reefer trade has grown to total 90.9 million tonnes in 2011. In terms of tonnage, the highest growth has been in the meat category which grew from 21.4 million tonnes in 2001 to 35.9 million tonnes in 2011.

The worldwide trade of bananas/plantains has grown from 13.2 million tones in 2001 to 15.7 million tonnes. Following three successive years of declining volume the banana trade increased by almost 10% in 2011.

Drewry forecasts continued growth in perishable reefer cargo for 2012. Beyond that, population growth levels and GDP levels will see trade increase at an average rate of over 4% a year to 2016.

Fly in the ointment.

It is not all good news for the market. The specialised reefer fleet continues its inexorable decline with a reduction of

234 vessels and 81 million cubic feet in the last ten years alone.

During 2010 and 2011 a total of 77 vessels (28.2 million cubic feet) were scrapped. As of mid-20 12 a further42 vessels have been added to that list and by year end it is forecasted that scrapping levels will have exceeded the record levels set in 1993 and 1999. Meanwhile the orderbook is currently empty for the specialised reefer fleet.

In contrast, over 500 containerships are yet to be delivered, while the refrigerated container box fleet growth hit a record 13% during 2011 and ended the year at 2,048,00 teu.

This was almost double the 6.6% increase achieved in 2010 and is, in fact,

one of the highest rates of annual growth ever reported for the reefer box sector.

The two fleets are moving in opposite directions and it is impossible to see this changing significantly. But it may not be all bad news; containership operators are becoming more vocal in their need to increase reefer rates.

As supply and demand shifts, time charter rates will once again start to increase. Survival in the specialised

reefer industry appears to be achievable for the moment, based on its distinct advantages, expertise and service.

Carrier performance insight.

For 3Q12, reliability at ship and box level are slightly down, notes Drewry.

Container service reliability across all trades fell marginally in the third quarter with the percentage of on-time ship arrivals dropping to 73.5%, down from the record

high of 75.7% set in the second quarter, according to Drewry’s quarterly report Carrier Performance Insight.

Drewry expects that the arrival timeliness of containerships and containers will decline again in the fourth quarter, due to the impact of

SHIPPING

MARINO WORLD MARINO WORLD30 31

hurricane Sandy and several disruptions from vessel winter programmes and blank sailings.

The top three.

Despite the small on-time percentage drop, the average deviation between the advertised day of arrival and the actual day of arrival for all vessel calls was unchanged quarter-on-quarter at the record low of 0.6 days.

Maersk Line held on to their coveted status as the most reliable major carrier (defined as having a minimum of 100 voyage counts in a quarter) with an all-trades on-time score of 90.5% in the third quarter, down from 91.4% in the previous quarter.

Safmarine, by virtue of sharing space on many of its big sister Maersk’s services, came in second with an on-time percentage of 90.3% to round off a good quarter for the A.P. Moller-Maersk group.

Hanjin Shipping dropped down a place, but kept a spot on the rostrum by finishing third with an on-time percentage of 88.1%, down by 1.5 percentage points compared with its second quarter result.

The leading trio of lines were some way ahead of the chasing pack and the latest results revealed a worrying variance of performance between lines with a staggering 40 percentage point difference between the most and least reliable carriers.

“While the industry average is finally getting up to mildly respectable numbers, shippers should not lose sight of the fact those standards can vary dramatically between carriers when making their procurement decisions,” says Simon Heaney, research manager at Drewry.

The report also highlights how the carrier industry’s reliability issues seem to start before the box is loaded onto the ship as about three out of ten containers are not loaded on the intended ship.

The ‘On-Time Shipment of Cargo’ in the third quarter was 68%, down by one percentage point on the previous quarter. As this Key Performance Indicator measures whether a box is loaded onto a ship as scheduled, any discrepancy at this point will likely mean that the container will arrive late at the final destination port, even if the originally intended ship voyage is on-time.

Schedule reliability KPIs

This measures the deviation between advertised vessel arrivals at a single destination port against the actual arrivals. A vessel is considered to be ‘on time’ if it arrives on the scheduled day of arrival or on the day immediately before the scheduled day of arrival.

The results are then aggregated by carrier (including slot charters), ship operator only, and by trade.

All container milestones captured are derived from customers and carriers (approximately 20 lines) through Electronic data interchange (EDI), which Drewry verifies. In order to create an industry-wide benchmark, Drewry reviews the data by removing any statistical bias and by ensuring that a minimum number of observations are met for each KPI.

Thresholds for KPI’s

The definitions of and success rate thresholds are:

• Elapsed time between shipping instruction & B/L issue

• Measures difference between submission date of Shipping Instruction (SI) and receiving date of confirmed Bill of lading (B/L). If the difference between SI and B/L is within three days, it is considered a Success case.

• On-time shipment of cargo

• Measures difference between Estimated Departure Date (ETD) of 1st Port of Load stated in original booking confirmation, and the

corresponding Actual Departure Date (ATD). If difference between ETD and ATD is within +/- 1 day, it is as a Success case.

• Port-to-port transit time against schedule

• Measures difference between Estimated Transit Time (ETT) stated in original booking confirmation and the Actual Transit Time (ATT). If difference between ETT and ATT is within +/- 1 day, it is a Success case.

• Cargo availability at destination port

• Measures the difference between Estimated Arrival Date (ETA) of Last Port of Discharge stated in original booking confirmation and the Actual Arrival Date (ATA). If difference between ETA and ATA is within +/- 1 day, it is a Success case.

• Average US inland transit times

• Measures the average duration in days between Actual Departure Date of Intermodal Leg from Last Port of Discharge and the Actual Arrival Date of Last Intermodal Hub.

• Port dwell times

• Measures the average duration in days between Actual Arrival Date (ATA) of Last Port of Discharge from trunk vessel, and the Actual Departure Date of Intermodal Leg from Last Port of Discharge.

While such parameters are basically accepted, Drewry continuously consults with industry stakeholders about common definitions of key performance indicators in container shipping and about incorporating additional metrics over time.

ON THE DREWRY REPORTS

MARINO WORLD MARINO WORLD32 33

AMOSUP’s inaugurals for Year 2013 - the progressive year of the Water Snake --- is the formal opening of another Sailor’s Home Annex in Manila, last January 16th.

AMOSUP is acronym for Associated Marine Officers’ and Seamen’s Union of the Philippines, at 100,000 members, is arguably a major union of Filipino seafarers. And growing.

The project is a three-storey building located at the historical Intramuros or Walled City, a stone’s throw from romantic Manila Bay and its famous sunset. The edifice has a maritime library, gymnasium and recreational facilities for 304 male and 73 female members plus visitors and other guests.

The Sailor’s Home Annex is near the first Sailor’s Home and the AMOSUP Seamen’s Center in Sta. Potenciana corner Cabildo streets inside the walled city, in Manila, the country’s capital.

AMOSUP President Dr. Conrado Oca says “The facility is dedicated to founder Captain Gregorio Oca and all hardworking members who have dutifully and untiringly served the maritime industry.

Dr. Oca recalls Capt. Oca, “… always mentions that seafarers endure various challenges for the love of their families and country.”

Ms. Marissa Oca-Robles, president of Gig and the Amazing Sampaguita Foundation and Publisher of Seafarer Asia Magazine led the unvailing of the bust of the late Capt. Oca with a bronze plaque dedicating the facility as “A Home Away from Home for Filipino Seafarers.”

Present in the inaugurals were Oca family members with relatives,

AMOSUP partners from the International Transport Workers Federation, Japan Seamen’s Union and International Mariners Management Association of Japan.

Manila Mayor Alfredo Lim, POEA Chief Hans Leo Cacdac, maritime stakeholders and union members also graced the event.

Dr. Oca says the newly opened Sailor’s Home is part of efforts to provide continuous welfare services to seafarers and their families.

Feature

AMOSUP Home Another

for Seafarers

President Oca with AMOSUP members.

by Ligaya Caban

Ms. Oca-Robles unveils his father’s bust.

A major, private mall operator opened the first mall-based center for Filipino seafarers.

This was in SM-Manila last January 16, attended by maritime stakeholders.

This Seafarer Center is a joint project of SM Supermalls and the Joint Manning Group (JMG).

JMG is the umbrella organization of 186 manning agencies from:

• Filipino Association for Mariners’ Employment (FAME)

• Filipino Shipowners’ Association (FSA)

• Intl Maritime Association of the Phil (INTERMAP)

• Phil Association of Manning Agencies and Shipmanagers (PAMAS)

• Phil-Japan Manning Consultative Council (PJMCC).

Labor Secretary Rosalida Baldoz gave the major speech as Manila Mayor Alfredo Lim emphasized the project will benefit seafarers and their families.

Present are maritime industry leaders: JMG Chairman and INTERMAP President Vincent Miranda, FAME President Jose Kato, FSA President Dario Alampay, PAMAS President Pedro Miguel Oca and PJMCC Chairman Eduardo Manese.

Also spotted are InterManager President Dito Borromeo, Associated Marine Officers’ and Seamen’s Union President Dr. Conrado Oca, Masters and Mates Association President Capt. Rodolfo Aspillaga, Association of Maritime Institutions President Elizabeth Salabas and Maritime Clinics and Doctors Association President Dr. Joseph Bien Abesamis.

The fully air-conditioned Seafarer Center occupies 500 sq/m at the fifth floor of SM Manila.

A Job Fair was also initially launched, participated in by major manning agencies.

JMG Seafarer Center Chairman Sammuel Lim says the job fair regular schedule will be Mondays

and Wednesdays; health management seminar on Tuesdays, wealth management and business seminars on Thursdays and entertainment on Fridays.

The Center will also be opened for maritime-related events. Concerned government agencies are also welcome to extend free-of-charge services.

Quite conveniently, near this Center are the offices of Foreign Affairs NCR-West, Land Transportation Renewal Center (LTO) and the SM Global Pinoy Center. The latter is another program of SM Supermalls for Overseas Filipino Workers and their families.

Aside from the regular job fair and tv monitors for job openings, JMG has also launched Jobs Marino Go! – an on-line job search, hiring events and career talks specially developed to assist seafarers and manning agents in seeking/providing best employment opportunities.

There are also plans of establishing Seafarer Centers in Cebu and Davao.

Seafarer Center Opens at SMby Eva Tan

SM Seafarer Center opensPhotos by: Jomelyn Tud

MARINO WORLD 35

Gallery

Meeting the Challenges: MET Paradigm Shift

PAMI 38th ConventionNorthwestern U, Laoag City

MARINO WORLD36

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