Filipino seafarers are the most sought seafarers in the global shipping industry. In fact, Filipinos are in demand to man ships at sea – from luxury cruise ships to giant tankers and container ships.
It is a fact that one-third of the world’s seafarers are Filipinos. Data from the Philippine Overseas Employment Agency (POEA) shows that 266,533 Filipino seafarers were deployed all over the world in 2007. Out of this, more than 50,000 Filipino seafarers work on Japan’s 3,000 merchant ships. This indicates that roughly 65 percent of Japan’s maritime personnel are Filipinos.
Here Are Some Reasons
1.They seafarers by nature: Philippines has vast coast line of 36,289 km, that is more than USA (19,924 km), UK (12,429 km), China (14,500 km), France (4,668 km) except Russia (37,653 km) which is almost equal. As the Philippine archipelago is made up of 7,107 islands, Filipinos have natural mariner’s instincts and always work cheerfully despite their months of separation from their families. They never show that they are homesick. While on shore leave, instead of going to the nearest bars to waste their earnings, they prefer to spend their time more at Internet cafes, writing e-mails or chatting online with their loved ones in the Philippines.
2. They are Dedicated and discipline: Filipino seafarers work with dedication and are very disciplined. They are also very conscious about their conduct especially while on shore leave. Ship owners often resort to contract substitution, an unlawful practice where a worker’s previously signed labour contract is replaced with a new one, usually on joining the ship. Number of years of service in the shipping company is hardly considered and they can also be easily discharged.
3. They are hard-working: Filipino seafarers have more stamina and work physically more on board the ships. Often they develop back injuries or hernia from heavy lifting. Most of the ship owners refuse to admit responsibility over the seafarers’ injuries.
4. They are flexible: Filipino seafarers willingly perform duties that are not part of their contracts and ship owners take advantage of that. They are subjected to excessive working hours or are ill-treated.
5. They are reliable and loyal: As Filipino seafarers are reliable and loyal; ship owners take their own time to release them from Somali pirates. About 120 Filipino crew members on board 11 foreign-flagged ships were seized by Somali pirates between April and September 2009. To compensate for this piracy risk, ship owners are generous enough, to give ‘double pay’ while sailing through unsafe Gulf of Aden off Somalia.
6. They work for less Salary: Filipino seafarers are often paid less salary than that was promised to them.
7. They are fluent in English Language: Filipino seafarers have good command of English language and have good communication skills.
8. They are highly trainable and they adapt to changing environment: Filipino seafarers easily adapt to new technologies and to the changing environment.
9. They have problem-solving capability: Everyone including the captain, display ingenuity in dealing with problems, say for example, technical glitches compounded by lack of spare parts. So ship owners do not find it necessary to stock up spares in the ships.
10. They possess good attitude: The Philippine Islands were a Spanish colony from 16th century. Mixed colonial influences have enabled Filipino seafarers to make friends easily with foreigners and their combined Asian and Hispanic cultures have turned them into the most light-hearted workers. They easily get along with fellow crew members and value the seafarers’ life at sea. All-Filipino crew of M/T Team Venus saved 12 Ukrainian crew of M/S Star Admiral under severe weather conditions.
11. They follow and respect the laws: For example, in 2006 and 2007, 132 Filipino seafarers of M/T Clipper Trojan and M/V Windsor Castle have helped the prosecution of owners and operators of B.Navi Ship Manning Services and Clipper Marine Services who illegally dumped toxic wastes into the ocean. They were given letters of commendation by the Senate of the Philippines.
12. They have both patience and tolerance: Despite racial discrimination on board ships, Filipino seafarers continue to work with patience and tolerance.
13. They sacrifice their life: In the SS Norway explosion, one of the most fatal cruise-ship accidents in the United States, seven of the eight who died were Filipinos. Also the heirs of Anthony Allas, a seafarer, who died due to urinary bladder cancer were not paid any compensation by the shipping company. Even the court has ruled out the compensation.
14. Women Seafarers: Women Filipino seafarers work mostly as waitresses in cruise vessels and they get as low as $50 a month. They augment their meagre salaries with tips given by passengers. Shipping companies prefer to employ more female than male waiters, who are paid higher salaries.
SHIPTALK: A GLOSSARY OF SHIPPING AND MARITIME TERMS
BAREBOAT CHARTER – Vessel contract where charterers take over all responsibility for the operation of the vessel and expenses for a certain period of time, and appoints his own master and crew and pays all running expenses.
BARGE – Flat-bottomed boat for carrying cargo on protected waterways, usually without engines or crew accommodations. On inland river systems barges can be lashed together and either pushed or pulled by tugs and handle cargo of 60,000 tonnes or more. Small barges for carrying cargo between ship and shore are known as lighters.
BOW THRUSTERS – A propeller at the lower sea-covered part of the bow of the ship, which turns at right angles to the fore-and-aft line and thus provides transverse thrust as a manoeuvring aid.
CLERKS: When cargo is unloaded from a ship, a clerk checks the actual count of the goods (number of boxes, drums, bundles, pipes, etc.) versus the amount listed on the ship’s manifest. He will note shortages, overages or damage. This is used to make claims if needed.COMMON CARRIER: Trucking, railroad or barge lines that are licensed to transport goods or people nationwide are called common carriers.CONFERENCE RATE: Rates arrived at by conference of carriers applicable to water transportation.
CERTIFICATE OF REGISTRY – A document specifying the nation registry of the vessel.
DECK LOG – Also called Captain’s Log. A full nautical record of a ship’s voyage, written up at the end of each watch by the deck officer on watch. The principal entries are: courses steered; distance run; compass variations, sea and weather conditions; ship’s position, principal headlands passed; names of lookouts, and any unusual position, principal headlands passed; names of lookouts, and any unusual happenings such as fire, collision, and the like.
DERRICK – A type of crane found on merchant ships, the name is believed to have been the name of a London hangman named Derrick of the 17th century.
DISABLED SHIP – When a ship is unable to sail efficiently or in a seaworthy state as a result of engine trouble, lack of officers or crew, damage to the hull or ship’s gear.
DOUBLE BOTTOM – General term for all watertight spaces contained between the outside bottom plating, the tank top and the margin plate. The double bottoms are sub-divided into a number of separate tanks which may contain boiler feed water, drinking water, fuel oil, ballast, etc. It is now becoming common on all tankers.
DRAFT – The depth of a ship in the water. The vertical distance between the waterline and the keel, is expressed in metres except in the USA where it is in feet.
WHARFAGE FEE: A charge assessed by a pier or wharf owner for handling incoming or outgoing cargo.More Hours of Rests As Shipping Federation Designs e-package for Watchkeeping
The International Shipping Federation (ISF) and IT Energy have launched an updated version of its ‘ISF Watchkeeper’ computer programme.
The ‘ISF Watchkeeper 3’ is designed to allow shipping companies to maintain records of individual seafarers’ hours of work and rest as required by international regulations, including the latest amendments to the IMO STCW Convention that were adopted in Manila two weeks ago.
‘The ISF program allows shipping companies to check, monitor and maintain records of compliance with the complex seafarer’s work hour regimes that have been adopted by IMO and ILO, and which are already bring enforced by Port State Control,” explained ISF Secretary General, Peter Hinchliffe.
“Record keeping is now mandatory, and it will be vital for shipowners to comply with the requirement to maintain records which, due to the complexity of the rules, can be almost impossible to maintain without the use of such a program.”
Subscribers to ‘ISF Watchkeeper 3’ will able to check and record compliance with the most recent amendments to the IMO Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 2010).
Several new features include an option to maintain overtime records and pre-plan work schedules. Most importantly, a new ‘locking’ function has been incorporated to protect completed data from being altered and to prove authenticity to port state control officers or to accident investigators.
SAFETY 2
WEEKLY PIRACY REPORT
(July 10th – July 17th, 2010)
14.07.2010:
0200 LT: Posn: 01:58.9N – 108:43.8E, Around 5 nm NE of Muri Island, Indonesia.
Nine pirates attempted to board a general cargo vessel underway. The pirates had secured a line to the vessel when an alert watchman sighted the pirates and raised the alarm. The duty officer took evasive manoeuvres and shouted at the pirates. The pirates aborted the boarding and moved away.
12.7.2010:
2030 UTC: Posn: Chittagong anchorage, Bangladesh.
Four robbers armed with knives boarded a bulk carrier via the stern using ropes. Duty AB spotted the robbers, informed the duty officer and alarm raised. Robbers aborted the attack and escaped. No injuries to crew and nothing stolen.
10.07.2010:
2220 UTC: Posn: 13:20N – 042:55E: North of Bab el Mandeb, Red Sea.
An unlit small boat doing a speed of 17 knots approached a container ship underway. Ship increased speed, commenced evasive manoeuvres, activated fire hoses and search lights. The CPA of the boat was about 50 meters before aborting.
NIMASA: We Report Attacks on Ships to IMO, Not IMB, We Have Rescued Ships, Passengers, Crew
The director general, Nigerian Maritime Administration and Safety Agency (NIMASA), Mr Temisan Omatseye has explained that it actually reports incidences of attacks on ships to appropriate international agencies.
Omatseye gave the clarification last week at a press conference to mark the one year anniversary of the current management of the agency, where he also disclosed that the Nigerian apex maritime regulatory body has never hidden any incidents of sea robberies or pirate attacks off Nigerian coasts.
The NIMASA boss also disclose that in the last one year, the agency has carried out some rescue and salvage operations, such as the rescue and evacuation of 400 passengers aboard MT Lilian, and 164 passengers aboard MV Al Sallam, Sao Tome and Principe cargo ship. Another rescue operation was carried out when the agency evacuated a sick captain board a Russian ship, he disclosed.
On reporting of attack on ships he stressed that the line of reporting from NIMASA is to the International Maritime Organisation (IMO) and not the International Maritime Bureau (IMB) as is popularly believed. “We report to IMO and not to IMB”, he stressed; even as he explained that NIMASA ensures strict enforcement of the Automated Identification System (AIS) on all vessels on Nigerian waters.
And to further confirm that most attacks on ships within Nigeria’s territorial waters are either not reported at all or are reported very late to the International Maritime Bureau (IMB), it was only last week that the global body received reports of the July 2, 2010 attack on a general cargo ship BBC Palonia at position 04:11.25N – 006:55.04E, off Bonny, Rivers state.
According to the report which was posted on IMB website “twelve armed pirates in two boats boarded a general cargo ship underway. Master raised alarm, activated SSAS, sent distress message and mustered crew. The pirates attacked the crewmembers with guns and stole crew personal property. One crew was injured. The pirates kidnapped 12 crew members and took them ashore. They only left the injured crew onboard. Later the Nigerian navy boarded the ship and sailed it to a safe port. The injured crew was taken to hospital. The 12 crewmembers were released by the pirates after two days without any injuries”.
The report is however not different from what was circulated in both local and foreign media.
But, the NIMASA DG also disclosed that the agency has signed a delivery agreement with International Mobile Satellite Organisation (IMSO) on Long Range Identification and Tracking (LRIT), adding that NIMASA’s port state control and coastal surveillance operations are expected to be greatly enhanced by the duo of AIS and LRIT.
Speaking further on the performance of its activities, the NIMAS boss disclosed that the agency has been able to install Global Maritime Distress Safety System (GMDSS) along the nation’s coastal line. He gave the locations of the GMDSS as: Lagos Maritime Rescue Coordination Centre, Lagos Joint Rescue Coordination Centre, Oron Rescue Sub- centre Bonny Rescue Sub- centre, Escravos Rescue Sub-centre and Lokoja Rescue Sub-centre.
NIMASA DG Laments Dry Docking Of NPA Floating Dock in Ghana
The Director General of Nigerian Maritime Administration and Safety Agency (NIMASA), Mr Temi Omatseye has frowned at the rumoured plans to retune the multi-million dollar Nigerian Ports Authority floating dock in Tema port in Ghana.
Obviously disturbed by the development, the NIMASA DG said last week that he was hocked to hear that the 6000 tons floating dock which went under after what NPA management attributed to pump and valve malfunctioning, which made it failed a ‘routine test of submerging and emerging’ during an exercise June 10 was to be taken to Ghana for dry docking.
“Tears flow from my eyes when I heard that a floating dock belonging to NPA was taken to Ghana for repair. Why I wept was that we as the giant of Africa are supposed to have such facility in Nigeria. It is painful that the floating dock could not be repaired here in Nigeria. It is also painful that the statutory docking process expected to be carried out by vessels are now being taken to private companies that owns the facility. This is one of the reasons why we have to come together as a regulatory body, stakeholders, operators and investors to move the industry together”, he stressed.
Explaining circumstances which surrounded the sinking, NPA had stated that the floating normally undergo a routine test which is usually carried out in two major occasions on the dock, namely after routine maintenance and or repairs or before lifting of ships for repairs, inspection or maintenance.
The floating dock 1V is a watertight structure designed to submerge sufficiently by admission of water into its pontoon tanks to admit a vessel. The tanks are then pumped out, the dock and vessel will then rise until the vessel is clear entirely of the water. By so doing, the dock creates a platform for the underwater inspection and repairs of vessels, which would not have been possible if the vessel were water borne.
Built in 1985, the floating dock is a marine platform on which ships are repaired. It was grounded June 10.
Our correspondent however confirmed early last week that the journey of floating dock which was christened Floating Dock V to Ghana was being delayed because was yet to receive an approval from the Minister of Transport, Alhaji Yusuf Suleiman.
Piracy: China Deploys Surface Ship to Somalia
China is sending one of its largest surface ships; the 210 metre (689- foot) long 071 class LPD Kunlan Shan, to join the anti-piracy patrol off Somalia.
The first 071 class ship entered service over two years ago. These LPDs are 20,000 tonne amphibious ships with a flight deck for up to four helicopters and a well in the rear for landing craft. It normally carries four hovercrafts in the well and two smaller landing craft suspended on davits.
The ship can carry up to 800 troops (500 is more common) and up to 20 armoured vehicles. The 071 class ships are similar to the American 25,000 ton San Antonio class or the French 21,500 ton Mistral class. The 071’s have the smallest crew (120), compared to 180 in the Mistral and 396 for the San Antonio.
Armament consists of a 76mm gun, four 30mm anti-missile autocannon and four 18 tube decoy/chaff dispensers (for anti-missile work). A second 071 ship is under construction. Each one is believed to cost about $300 million.
It’s believed that the 071 headed for Somalia is not carrying a lot of troops or any armoured vehicles. But there are two Z-8 helicopters on board, each capable of carrying up to twenty troops, and the landing craft can be used to go after pirates. Some naval commandos are probably on board, as these troops have been seen, several times, practicing landing on cargo ships (via helicopter or small boats).
The Kunlan Shan is the largest Chinese warship to be sent on anti-piracy duty. The previous five rotations (each four months long) have included frigates and destroyers.
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