Friday, October 30, 2009


Galileo will be Europe’s own global navigation satellite system, providing a highly accurate, guaranteed global positioning service under civilian control. It will be inter-operable with GPS and GLONASS, the two other global satellite navigation systems.

A user will be able to take a position with the same receiver from any of the satellites in any combination. By offering dual frequencies as standard, however, Galileo will deliver real-time positioning accuracy down to the metre range, which is unprecedented for a publicly available system.

It will guarantee availability of the service under all but the most extreme circumstances and will inform users within seconds of a failure of any satellite. This will make it suitable for applications where safety is crucial, such as running trains, guiding cars and landing aircraft.

The first experimental satellite, GIOVE-A, was launched on 28 December 2005. The objective of this satellite is to characterize the critical technologies, which have already been developed under ESA contracts.

Two further experimental satellites are planned: GIOVE-B, scheduled for launch end of 2007 and GIOVE-A2, to be ready for launch in the second half of 2008. The actual launch date of this satellite will be decided later, taking into account the situation of GIOVE-A and GIOVE-B.

Thereafter, four operational satellites - the basic minimum for satellite navigation in principle - will be launched by end 2008 / 2009 to validate the Galileo concept with both segments: space and related ground infrastructure . Once this In-Orbit Validation (IOV) phase has been completed, the remaining satellites will be installed to reach the Full Operational Capability (FOC).

The fully deployed Galileo system consists of 30 satellites (27 operational + 3 active spares), positioned in three circular Medium Earth Orbit (MEO) planes at 23 222 km altitude above the Earth, and at an inclination of the orbital planes of 56 degrees with reference to the equatorial plane.

Once this is achieved, the Galileo navigation signals will provide good coverage even at latitudes up to 75 degrees north, which corresponds to the North Cape, and beyond. The large number of satellites together with the optimisation of the constellation, and the availability of the three active spare satellites, will ensure that the loss of one satellite has no discernible effect on the user.

Two Galileo Control Centres (GCCs) will be implemented on European ground to provide for the control of the satellites and to perform the navigation mission management. The data provided by a global network of twenty Galileo Sensor Stations (GSSs) will be sent to the Galileo Control Centres through a redundant communications network. The GCC’s will use the data from the Sensor Stations to compute the integrity information and to synchronise the time signal of all satellites with the ground station clocks. The exchange of the data between the Control Centres and the satellites will be performed through up-link stations. Five S-band up-link stations and 10 C-band up-link stations will be installed around the globe for this purpose.

As a further feature, Galileo will provide a global Search and Rescue (SAR) function, based on the operational COSPAS-SARSAT system. To do so, each satellite will be equipped with a transponder, which is able to transfer the distress signals from the user transmitters to the Rescue Co-ordination Centre, which will then initiate the rescue operation.

At the same time, the system will provide a signal to the user, informing him that his situation has been detected and that help is under way. This latter feature is new and is considered a major upgrade compared to the existing system, which does not provide feedback to the user.

Altogether Galileo will provide five levels of services with guaranteed quality which marks the difference from this first complete civil positioning system.


Wednesday, October 28, 2009

Strategic Thinking

"Today, most strategy experts do not regard strategy as planning but rather as thinking" Peter Skat-Rørdam

Why Strategic Thinking?
In the new era of rapid change and unparalleled opportunity, the profitable and sustainable growth will go to the companies whose leaders can see possibilities beyond their traditional served markets. Today, innovative business leaders and most strategy experts do not regard strategy as planning but rather as thinking. "In a world in which unexpected change is a rule, you cannot foresee the future in any meaningful way of make plans for the realization of a detailed long term strategy."1

Top 10 Essential Requirements To Be A Great Strategic Thinker
Essential Element

#1: You must have a vision. And you must be great at thinking with a strategic purpose and creating a visioning process. Great strategic thinkers are visionaries...

Jokes: "The Strategic Game"
A businessman was talking with his barber, when they both noticed a goofy-looking fellow bouncing down the sidewalk. The barber whispered, "That's Tommy, one of the stupidest kids you'll ever meet. Here, I'll show you."
"Hey Tommy! Come here!" yelled the barber. Tommy came bouncing over "Hi Mr. Williams!" The barber pulled out a rusty dime and a shiny quarter and told Tommy he could keep the one of his choice. Tommy looked long and hard at the dime and quarter and then quickly snapped the dime from the barber's hand. The barber looked at the businessman and said, "See, I told you."
After his haircut, the businessman caught up with Tommy and asked him why he chose the dime.
Tommy looked at him in the eye and said, "If I take the quarter, the game is over."


LRIT Regulation


The concept of Long-Range Identification and Tracking (LRIT) was borne out of the incidence of recent terrorist activity in the USA. The International Maritime Organization (IMO) introduced the ISPS-code in 2003 and began a dialog about a system to receive daily position reports from ships at sea as an aspect of Marine Safety.
LRIT is designed to ensure that ships provide daily position reports, at a basic rate of every 6 hours (i.e. 4 times a day). Contracting Governments are entitled to receive LRIT data from vessels up to 1000 nm from their coasts.

What is LRIT?

From the concept a detailed system specification was created outlining all aspects of the system. It clearly defines a flow of data from the ship (which must provide a regular ship position report) via a communications service provider to a National or Regional Data Centre, which acts on behalf of the Flag State to which the ship is registered. The Data Centre is the repository of all of the Flag’s LRIT information e.g. ship positional data, and is connected to the wider International LRIT system via the International Data Exchange (IDE) using a specific LRIT communications protocol. The full system specification is detailed in the IMO resolution documents that you will find on our IMO Resolutions page.

Who is affected by LRIT?

LRIT is implemented under SOLAS V/19-1. LRIT requires Ship owners to ensure provision of compliant ship borne equipment meeting the applicable LRIT regulations. The LRIT regulation will apply to the following ship types engaged on international voyages:
All passenger ships including high speed craft
Cargo ships, including high speed craft (and yachts) of 300 gross tonnage and above
Mobile offshore drilling units

There is an exemption for ships which operate entirely within coastal Sea Area A1 and are fitted with an Automatic Identification System. While ships operating in near-coastal Sea Area A2 not fitted with Inmarsat C GMDSS will be required to fit a compliant terminal, ships operating in polar Sea Area A4 above 70 degrees latitude will require a non-Inmarsat terminal that operates in conjunction with a low-earth orbit Communication Service Provider (CSP) approved by the Flag in conjunction with its appointed Application Service Provider (ASP).
Any vessel that is required to transmit LRIT data (see the Ship Operators section for more
details) must be able to do so by 31 December 2008 or by the first radio survey after this date.
For ships operating in Sea Area A4, the regulation states that this should be no later than the first radio survey after 1 July 2009.

The terminal must be capable of being configured to transmit the following minimum information set in an Automatic Position Report (APR):
· The ship-borne equipment id
· The GNSS position (latitude and longitude) of the ship (based on the WGS 84 datum)
· The date and time associated with the GNSS position.
In addition, the terminal must be able to respond to polling for an on-demand position report and be able immediately to respond to instructions to modify the automatic position report interval to a frequency of a maximum of one every 15 minutes. APR's will be transmitted as a minimum 4 times per day to a National Data Centre (NDC), a Cooperative Data Centre (CDC), or a Regional Data Centre (RDC) nominated by the Flag.


Parkview Plaza
984 Taft Avenue corner T.M. Kalaw Avenue, Ermita, Manila
15 December 2008
Series of 2008


Notice is hereby given that by virtue of Board Resolution No. 06, series of 2008,
approved on 11 December 2008, the Board of Directors of the Maritime Industry
Authority(MARINA) has granted authority to the Undersecretary of Maritime
Transport, DOTC and Officer-in-Charge, MARINA to appoint Pole Star as the
Application Service Provider(ASP) to conduct conformance testing for
communication equipment onboard Philippine-registered ships in international
voyages and to be the data center for Long-Range Identification and Tracking(LRIT) of Ships.

Notice is also given to all concerned to immediately undergo conformance testing before January 2009.

This Advisory takes effect immediately.
For strict compliance.

Tuesday, October 27, 2009

The Philippine Marine Act of 2009




Chapter 1 – General Principles and Definitions 1
Part 1 – The Act and its Basic Principles 1
Part 2 – General Definition of Terms 2
Part 3 – Repealing Clause 3
Chapter 2 – Development of the Maritime Industry 3
Part 1 – Declaration of policy 3
Part 2 – General Definition of Terms 4
Part 3 – The Development Plan 4
Part 4 – Ship Financing 5
Part 5 – Repealing Clause 6
Chapter 3 – The National Maritime Authority 6
Part 1 – Declaration of Policy 6
Part 2 – General Definition of Terms 6
Part 3 – Creation of the National Maritime Authority 6
Part 4 – Appropriations 15
Part 5 – Compensation 15
Part 6 – Rationalization of Maritime Agencies 16
Part 7 – Repealing Clause 17
Chapter 4 – Registration of Ships 17
Part 1 – Declaration of Policy 17
Part 2 – General Definition of Terms 17
Part 3 – Philippine Shipping Company 17
Part 4 – Conditions of Ownership 18
Part 5 – Ship Registration 18
Part 6 – Registration of Ships under Bareboat Charter 19
Part 7 – Crewing of Philippine Ships 20
Part 8 – Effects of Ship Registration 20
Part 9 – Ship Registration Procedures 20
Part 10 - Optional Annual Tonnage System 22
Part 11 – Cancellation of Philippine Registry 25
Part 12 – Ship Registration Regulations and Administrative Fines 26
Part 13 – Repealing Clause 28
Chapter 5 – Ship Mortgages and Maritime Liens 28
Part 1 – Declaration of Policy 28
Part 2 – General Definition of Terms 28
Part 3 – Maritime Liens 29
Part 4 – Ship Mortgages 30
Part 5 – Enforcement of Maritime Liens and Mortgages 34
Part 6 – Rights of Retention 37
Part 7 – Forced Sale 38
Part 8 – Maritime Liens and Mortgages in Respect of Claims Governed 39 By Foreign Law
Part 9 – Repealing Clause 41
Chapter 6 – Safety of Ships 41
Part 1 – Declaration of Policy 41
Part 2 – General Definition of Terms 41
Part 3 – Safety Regulations 41
Part 4 – Marine Insurance 44
Part 5 – Construction of Ship 44
Part 6 – Ship Survey and Inspection 44
Part 7 – Creation of the Maritime Safety Society – Philippine Government 45
Part 8 – Navigational Dangers 46
Part 9 – Carriage of Dangerous Goods 46
Part 10 – International Safety Conventions 48
Part 11 – Repealing Clause 48
Chapter 7 – Marine Pollution Prevention 48
Part 1 – Declaration of Policy 48
Part 2 – General Definition of Terms 48
Part 3 – Prevention of Pollution from Ships Regulations 49
Part 4 – Regulation of Oil Pollution 51
Part 5 – Regulations on Pollutions by Noxious and Liquid Substances in Bulk 55
Part 6 – Carriage of Harmful Substances in Packaged Form 55
Part 7 – Pollution by Sewage and Garbage from Ships 56
Part 8 – Air Pollution from Ships 57
Part 9 – Prevention of Pollution from Fixed and Floating Drilling Rigs and other Platforms 57
Part 10 – Prohibited Acts and Administrative Sanctions 58
Part 11 – Compensation for Pollution Damage 59
Part 12 – Repealing Clause 59
Chapter 8 – Seafarers 60
Part 1 - Declaration of Policy 60
Part 2 – General Definition of Terms 60
Part 3 – Competency, Education and Training Programs 61
Part 4 – Offenses 62
Part 5 – Protection of Seafarers and their Benefits 68
Part 6 – Regulations 71
Part 7 – Application of Certain International Conventions 73
Part 8 – Repealing Clause 74
Chapter 9 – Shipbuilding, Ship Repair and Ship Recycling 74
Part 1 – Declaration of Policy 74
Part 2 – General Definition of Terms 74
Part 3 – General Provisions 75
Part 4 – Repealing Clause 77
Chapter 10 – Accident Investigation 77
Part 1 – Declaration of Policy 77
Part 2 – General Definition of Terms 78
Part 3 – General Regulations on Accidents and Accident Investigation 79
Part 4 – The Maritime Transportation Safety Board 83
Part 5 – Investigation 85
Part 6 – Penalties 86
Part 7 – Repealing Clause 89


PCG Braces Up Port Security Measures In All Ports Nationwide
October 26, 2009

The Philippine Coast Guard braces up security measures on all ports and ferry terminals nationwide in connection with the DOTC-PCG’s eagle eye program “OPLAN KALULUWA”. Coast Guard Commandant ADMIRAL WILFREDO D TAMAYO PCG said that on top of the DOTC Passengers Assistance Centers (Help Desks) set-up nationwide to address the concerns of our sea-faring passengers, the heavy migration to the provinces for the All Saints’ Day observances prompted additional Coast Guard personnel deployment on all critical ports to ensure orderly, safe, convenient and secure sea travel.

He also emphatically directed ship inspectors and Coast Guard Canine teams to exercise extra vigilance in ports with random checks on passengers and luggages more than the usual. He appeals for the patient understanding and cooperation of the sea-faring public with regards to the tighter security steps enforced for the holidays to ascertain their travel safety.

Admiral Tamayo dislosed that as per coordination with the shipowners and operators, passengers should be at the seaport at least three hours before departure time, avoiding restricted cargo such as flammable liquids and solids, corrosive materials, toxic and infectious substances, compressed gasses, radioactive materials and explosives to avoid search delays and inconveniences. Gun owners bringing their firearms should present complete documents, including firearm licenses, permits to carry for the civilians, mission orders and / or letters from the AFP and PNP authorities. Admiral Tamayo also cautioned the sea-faring public from traveling with firecrackers. Last week, Dalahican Coast Guard enforcement team in Lucena City confiscated four hundred eighty thousand pesos worth of assorted firecrackers from a passenger.

He also added that the establishment of passenger assistance centers in all sea ports under “Oplan Kaluluwa” is in line with the directive of Secretary Leandro Mendoza of the Department of Transportation and Communications (DOTC) to ensure a safe, orderly and secure sea travel during passenger peak season.

Passenger Assistance Center booths will be manned jointly by teams from PCG, Philippine Ports Authority (PPA), Maritime Industry Authority (MARINA), and the Philippine Coast Guard Auxiliary.

A useful tip for our brethren planning to travel south by sea this weekend

Capt Pax Sanchez


Monday, October 26, 2009

Managing Risks and Safety of Ships: The Domestic Shipping Experience III


Error enforcing conditions:

1. Skill based Slips and Lapses – plan of action was satisfactory, but the actions themselves deviated from intention in some unintended way.
a. Slips are from in-attention.
b. Lapses are from failures of memory. Happens when distracted or there is a change on the situation.
2. Mistakes – actions go as planned, but the plan itself is inadequate to achieve the desired goal.
a. Rule based mistake – when we are dealing with familiar problem, but apply the wrong ready-made solution. Caused by mis-applying good rule or solution or apply a bad rule.
b. Knowledge based mistakes – we run out of ready-made solutions, have to think on our feet in a totally new situation, and get it wrong. Thinking an answer or solution out of scratch.
3. Violations – arise from motivational problems
a. Routine violations -taking shortcuts
b. Exceptional violation - rewriting procedure on the fly/rush
c. Acts of sabotage

1. Hazard: Unfamiliarity
Error Type: knowledge based mistake
Controls: Onboard Upgrading Courses, Trainings and Drills

2. Hazard: Inexperience
Error Type: knowledge based mistake
Control: Onboard Upgrading Courses, Trainings and Drills

3. Hazard: Macho culture/Dangerous incentives
Error Type: Slips, Mistakes, violation
Control: Risk Assessment with crew involvement, ISM

4. Hazard: Belief that bad outcome won’t happen
Error Type: Mistakes
Control: Risk Assessment with crew involvement

5. Hazard: Misperception of risk
Error Type: Mistakes
Control: Risk Assessment with crew involvement, ISM

6. Hazard: Poor instructions or procedures
Error Type: Mistakes
Control: ISM, Maintenance Systems and Procedures

7. Hazard: Poor safety culture
Error Type: Violation
Control: ISM, KPI and Reward System

8. Hazard: Inadequate checking
Error Type: Mistakes
Control: KPI, Maintenance Systems and Inspections

9. Hazard: Poor morale
Error Type: Slips, Lapses and Violations
Control: KPI with individual feedback and teamwork reward systems (individual superior performance and group goals to promote interdependent - not competition)

10.Hazard: Little pride in work
Error Type: Violation
Control: KPI with individual feedback and teamwork reward systems (individual superior performance and group goals to promote interdependent - not competition)


Risks Associated with the above hazards are either Injury or Damage to Property. Severe result could be the loss of life, the vessel and pollution to environment.

Managing Risks and Safety of Ships: The Domestic Shipping Experience

Just a comment on the quotation given by Capt, Sanchez.

Yes, 95% compliance in paper and record.
but if would notice each and every year there is a major ship accident in the Philippines.
it is my opinion that companies are complying with ISM regarding certifications, because it is a requirement of them. but is it really safe to say that the safety culture really practiced?

thanks Capt. Sanchez for your comment.


In line with your study on the status of ISM Code implementation in the domestic shipping fleet, let me quote an excerpt from a paper published by former Prez F.V.R. on July 18, 2009:

".....Reportedly, the Philippines is now at a 95 percent compliance level on IMO conventions. Government has managed to gradually implement the International Safety Management (ISM) Code. MARINA is phasing out next year wooden-hulled vessels above 3 gross tons. On the issue of excess loads, PCG has scrapped the 10 percent allowable overbooking of passengers on domestic vessels...."

Capt Bert Sanchez

Managing Risks and Safety of Ships: The Domestic Shipping Experience II

Safety Practice – Risk Assessment

The author and its co-practitioners have conducted Risk Assessment for ships with less competent crew. Assessment covers the following procedure:

a. Identification of hazards

b. Assessment of the risks associated with those hazards

c. Application of controls to reduce the risks that are deemed intolerable (ALARP)

d. Monitoring of the effectiveness of the controls

References used in this assessment are the Formal Safety Assessment (FSA) of International Association of Class Society (IACS) and the Shell Tripod Analysis and qualitative Risk Assessment matrix. A SeaShore simplified and tailor fit software is also developed and used for the purpose of this assessment.

Based on the IACS study of accidents, 80% are from human errors and 20% are from technical failures.



- Can Maritime Education Play a Role?

Pelibert Sanchez

Many Filipino officers and ratings onboard foreign vessels have demonstrated their competence. This earned for them the respect of their foreign peers and even the foreign shipowners.”
“Among seafarers worldwide, ((UFS President)Ramirez) revealed that Filipinos have the most training, assessment, and certification.”
Aside from those prescribed under the Standard of Training, Certification and Watchkeeping of, as amended in 1995, there are a host of other requirements imposed only on Filipino seafarers.
There are more than 500,000 qualified and licensed Filipino seafarers, but many of them opt to wait for the opportunity to board foreign vessels.

– Tinig ng Marino (July-August, 2003)

Apparently, our maritime educational and training systems are already saturated. There is no more room for expansion. The Filipino mariner is, on basis of educational and training background, is among most trained, highly skilled, most suitably qualified in this genre.
Well, perhaps, this is true, as what our foreign principals say. It means that the Filipino seafarer excels – in the foreign shipping industry. The Norwegians, the Japanese, Danes and a host of other ship-owning nationals can attest to this. This is true, at least in the foreign arena.
But look at it in the domestic shipping lanes and it is not hard to realize that this is not the reality but rather, a 180-degree deviation from the expected. Who are these people behind the helms of our domestic fleets? Aren’t these the same sought-out-for Filipino?

The Varying Professions: A Study of Parallelism
The Filipino seafarer is no different from the countless nurses, doctors, engineers, who opts for greener pastures away from home. Who gets to employ the topnotch nurses, doctors and engineers? Is it a publicly-run hospital in the country, or a medical center in San Diego? Or Brisbane? Or Ontario? This is a nightmare which is happening - and continuing. Working abroad may be a dream come true for our country-men who make it “there.” A never ending nightmare for our ever declining industries.
The foreign-flag vessels are kept spotless, efficient, free from unwanted detentions, accidents and near-misses because of their Filipino complements. This is a drama happening 24/7 all the while as our domestic vessels are sinking, spilling oil and killing people at a rate far beyond average world statistics.

The Filipino Cadet: His Orientation
Statistics show that the bulk of our seafarers have humble beginnings who were raised below the average social and financial classes, if not on the poverty line, particularly those coming from the provinces. High school kids are encouraged to pursue a maritime career for it is the faster way to financial freedom, not only for himself but for his family as well. And what better way to attain that, than to be employed by the foreign principals who have the capacity of releasing fat pay-checks.

The Learning Institution: The Goals
A maritime school, college or university would steer a course which could possibly lead to maximum employment potentials of their student after campus education. And not simply employment, but employment onboard a foreign principal. What can be a nobler goal than that?
Hence, maritime education focuses mostly on international shipping standards.
Objective: Employ their alumna as future Masters and Chief Engineers.
Not as shipmanagers. But as ship operators. World-class Master Mariners and Chief Engineers. The pride of the Filipino manning industry.

While this is true, we must also look at the drawbacks of this system. At a closer study, we see the downside of our existing baccalaureate programs. We fail to address the needs of our own domestic market. We fail to address the areas of shipmanagement. We fail to produce competent marine quality and safety assurance managers. We fail to produce people with the necessary technical competency to man key positions in the critical areas of maritime safety. We fail to produce qualified, professional, technical personnel for key roles in MARINA, the COAST GUARD, even CHED and TESDA, for that matter (Marine Divisions).

How does the Present Educational Structure fare in Addressing the Problem?

Quoting part of a study by Veronica Esposo Ramirez: “Philippine Education: Benchmarking with Best APEC (Singapore, Australia, Malaysia, Taiwan, Hongkong and the California Maritime Academy) Practices”, we see a comparative study on how does our educational structure reflect the nature of employment of their graduates. In the study, one field of study highlighted was the Curricula offered in local institutions versus APEC institutions. Most of our local institutions offer courses limited to the baccalureate courses leading to either BS degree in Marine Engineering and BS Marine Transportation, or both, and a few offer Masters Degree in Marine and Nautical Science, Shipping Business Management and in Maritime Education. APEC Institutions, on the other hand, have more diversified course programmes, both in the baccalaureate, post-graduate and doctorate programs, and what is striking is that in many of these APEC institutions, the scope is not merely focused in producing competent merchant marine deck and engine officers but also in programs leading to degrees in Naval Architecture, Ocean, Maritime and Offshore Systems and Shipping Technology and Management; APEC masteral and doctorate programmes are as varied as well. Options are in place for pursuing doctorate degrees in Philosophy in Marine Management and Doctoral Course in Maritime and Transportation Systems Science, or masters degrees of Philosophy / MBA in Marine Management, Higher Degree in Shipping Management Studies and Masters in Maritime Science.


While it is true and our pride that we, as a seafaring nation, produces competent merchant mariners recognized worldwide, we must not neglect the fact that we also have to address other maritime fields, in order for us to be recognized as a truly relevant maritime country, not simply in terms of foreign-vessel manning competence. We must look into our own backyards and face the grim reality that our very own vessels are ill-equipped, under-surveyed, incompetently manned. Our ports are substandard, in terms of facilities, in the aspects of operations, safety and security. We must realize that in order to regulate our own maritime and shipping industry, we need competent technical people behind the agencies responsible for their regulation. WE NEED COMPETENT MARITIME ADMINISTRATORS!

And we must start training people for these positions now.
This was one paper prepared by myself as solicited by “Reveille” supposedly for one of its previous editions which unfortunately, came past the deadlines for printing


Strong Republic Nautical Highway

The Strong Republic Nautical Highway (SRNH) in the Philippines is an integrated set of highway segments and vehicular ferry routes which, considered in combination with other road and ferry routes not formally part of the SRNH, forms the backbone of a nationwide vehicle-accessible transport system. This system reduces the usual travel time by 17 hours to the different key cities, enhances the accessibility of the prime tourist destinations, and minimizes the handling expenses of goods, all over the country.

I hail from the Bicol region and well, perhaps 15 years ago, I didn’t really had a concrete appreciation of our ferry systems. Not until just after college (except perhaps once in HS, when I had to attend a National Secondary Schools' Press Conference in Tacloban) did I had the chance of truly discovering travel beyond the tip of Luzon, after getting engaged to my wife who hails from the south.

But local sea travel until a few years back was quite scary, and, kidding aside, I usually hold ( I have to) a ferry “pre-departure orientation training” for my wife and kids on spotting whatever onboard lifesaving appliances (at most times either padlocked, or totally amiss) during our occasional travels to the south. Just in case.

But recent developments in our ferry systems, perhaps bolstered by the renewed tourism industry, thanks in part to the SRNH, had brought about drastic changes in the standards of some of our ferry companies. Of course, not for all service providers. I was in one “fast-craft” vessel couple days back plying the Tacloban- Cebu lanes, and I have to admit, the safety and quality standards were not that bad. At least I am now spared the task of conducting my own ferry “pre-departure orientation training.”

Still, there are lots of room for improvement, safety wise, particularly for some other ferry companies who are oblivious or just straightforward blatant in not carrying out safety and operational procedures.

Happy Halloween!


Wednesday, October 21, 2009

Memorandum of Understanding (signing)

Memorandum of Understanding between the MARINA & PAMTCI:
It was happened yesterday October 20,2009 around 10am at the Marina Conference Room.
with the special guest Admiral Tamayo of Philippine Coast Guard. The safety and preparedness of all fisherman and even boat operators are very important because of the life and prevention of accidents is at stake. Even if the bigger vessels are with Safety programmes while the smaller boats has not, accidents might still happen. The programme is design to the fishermen and easy to understand for the benefit of those who cannot read, it is more on drawings. This idea is to promote the safety, prevention of alcoholism, and typhoon preparedness. But still we are hoping with the help of DILG also we can promote this programme and help us with the budget.

Monday, October 19, 2009

Strategic Management-Alvin Tormon

I will be posting a friend of mine's study regarding ISM in the domestic industry, this will be a progessive blogging. At the end of the Trimester i hope that this would shed some light on the situation of ISM implementation in the domestic shipping trade in the Philippines.

Hope this will be helpful information for everyone.

Joel Go

Managing Risks and Safety of Ships:
The Domestic Shipping Experience

I. Background

Shipping industry in the Philippines have been experiencing disasters for the last decade. Most damaging results are the loss of life and oil spills. These do not include loss of property (vessel itself), damage to environment and the severe effect on the industry’s reputation. As a practitioner in the field of ship-management and safety in shipping operations, it is observed that we are in the reactive stage of preventing the persistence of the shipping accidents. One proactive approach we have is the Safety Management Systems however, the effectiveness and strength of its implementation is not felt well by the ship-owners and the crew. Ship-owners and crew are as well not keen in implementing the system. Reasons could be the owner’s culture, economic limitations, quality and macho attitudes of our crew (crew competence), or probably the lack of implementing guidelines, quality or quantity of enforcing personnel, or the strength of the regulation that will force the ship owners or the crew to implement safety. These identified reasons are considered to be hazards and human in origin. Statistics says that 80% of the accidents are caused by human and only 20% are from technical failures.

Considering the above hazards and the author’s experience in handling domestic vessels and local crew in implementing safety systems, a qualitative risk assessment is prepared for ships navigating with less competent crew. This paper is presented with the hope that it will assist the co practitioners on how to implement safety in the most economical but pro active way.

Sunday, October 18, 2009

We are preparing a module for Typhoon Preparedness and other safety matters that would help our local fisherman , boat operators and even our community.
I hope that after we finish this module it will be helpful atleast to minimize accidents , prepare for the next Typhoon and to have knowledge what people do to survive in times of calamity.

Org. in this Photos: Philippine Coast Guard, MARINA, PAMTCI ,& PAGASA.

When: Oct. 13 2009 , 10am
Where: PAGASA , Q.C

The Challenges of Recovery

The Philippines is in dire need of calamity funds, and it is misfortunate that concerns about corruption and fund misuse are slowing down efforts to recover from recent catastophes.
Despite concerns that money for relief and rehabilitation could end up in the pockets of the usual thieves, the country truly needs to raise more funds for the enormous task of recovery.

Friday, October 16, 2009

Advanced Navigation Systems and its Relevance to the Domestic Maritime Industry

GPS, GLONASS, Galileo, Compass: What GNSS Race?
“The Worldwide Race in GNSS” : “The Competition among the Big Four.”

Like anything else subject for argument, we need to define terms: Global Navigation Satellite Systems (GNSS) is the standard generic term for satellite navigation systems that provide autonomous geo-spatial positioning with global coverage. GNSS allows small electronic receivers to determine their location (longitude, latitude, and altitude) to within a few metres using time signals transmitted along a line-of-sight by radio from satellites. Receivers on the ground with a fixed position can also be used to calculate the precise time as a reference for scientific experiments. As of 2009, the United States NAVSTAR Global Positioning System (GPS) is the only fully operational GNSS. The Russian GLONASS is a GNSS in the process of being restored to full operation. The European Union's Galileo positioning system is a GNSS in initial deployment phase, scheduled to be operational in 2013. The People's Republic of China has indicated it will expand its regional Beidou navigation system into the global Compass navigation system by 2015. The global coverage is achieved by constellations of about 30 MEO satellites in different orbital planes. The actual systems use orbit inclinations of >50° and orbital periods of 12 hours (height 20,200 km).

Too much techno jargon, eh? Well, not really, at least for our more advanced neighbors who are into maritime trade and transport.

Philippines, where to? Reveille, reveille!!!

DOTC, MARINA, PCG, hear this:
Its high time we highlight the issues of navigational technology for our own domestic shipping safety. With the perennial onslought of maritime tragedies, year after year after, something similar to a stubborn fungal infection, isnt it time we focus our directives to these matters, instead of well, (chuckles), Katrina and Hayden and immortal SMS issues?

After all, our poor countrymen living in the far-flung provinces of the south, who can only afford a public transport (such as those offered by Sulpicio) to traverse our straits to trade, or take a glimpse of their families, arent onboard for felo de se. The issue here is not to advocata a 5th competition in the GNSS race, but an awareness that beyond GPS, which has been serving the maritime sector for the past decade or so, there are continuing advances in the same field. Or at the least, that there is a GPS for chrissake. And that these thechnologies can be tapped to make navigation in our very own waters a little less horrific - Capt Bert Sanchez (PMMAGS MMET)

Thursday, October 15, 2009

Ballast-Free Ship Design

University of Michigan researchers are investigating a radical new design for cargo ships that would eliminate ballast tanks, the water-filled compartments that enable non-native creatures to sneak into the Great Lakes from overseas.
Click image for higher resolution">
Workers lower a scale model of a Great Lakes bulk carrier into the towing tank at the U-M Marine Hydrodynamics Laboratory.
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At least 185 non-native aquatic species have been identified in the Great Lakes, and ballast water is blamed for the introduction of most—including the notorious zebra and quagga mussels and two species of gobies.

This week, the U.S. Saint Lawrence Seaway Development Corp. will implement new rules designed to reduce Great Lakes invaders. Ships will be required to flush ballast tanks with salt water before entering the Seaway, a practice corporation officials describe as an interim measure, not a final solutio

Japan to receive Ocean Power

Ocean Power Technologies said it has lined up a deal with three Japanese energy and shipbuilding companies to produce electricity from the sea, according to a report on The project would be the first for Ocean Power, which reportedly is teaming up with Idemitsu Kosan, Mitsui Engineering & Shipbuilding and Japan Wind Development. If all goes well, Ocean Power would deploy up to three of its PowerBuoys for the trial run. The ultimate goal is to build stations that are 10 megawatts or larger and sell the electricity to utilities. Ocean Power would generate revenue by selling the equipment for the demo plant to the three Japanese companies. For commercial projects, Ocean Power would then license its technology for the Japanese consortium to manufacture and install, though it also would still provide some of the components. Ocean Power said it also is developing a 1.39-MW station off the coast of Spain, and a larger project – up to 5 megawatts – in the United Kingdom. (Source: