Republic of the Philippines Philippine Merchant Marine Academy San Narciso, Zambales

“Conduct of Relevant Research Geared Towards Growth and Development of our Country, A Must!!!”

In order for any organization, be it small or large, to enable itself to effectively meet the challenges that lie on its path head on, it must ensure that it has a strong research capability in order to better prepare itself and all offi cial actions made are properly guided and not just based on mere conjectures or suppositions without being based on educated and well founded grounds.

Another signifi cant aspect of a relevant research is its timeliness and responsiveness to the demands of the business sector or industry to where we belong.

Furthermore, a focused action congruent to pre- identifi ed goals must be ensured at all times so we won’t waste scarce government resources in the process. We in the Academe must contribute our own fair share towards national growth and development and be very instrumental in alleviating the conditions of our countrymen to more decent and acceptable levels.

We can say that we are truly effective and responsive, if and when our actions reverberate to a wider spectrum of the citizenry, resulting to positive gains through the conduct of relevant and timely research works.

COMMO RICHARD U RITUAL PMMA President Republic of the Philippines Philippine Merchant Marine Academy San Narciso, Zambales

The Waves, the research journal initiated by the PMMA Department of Research and Development (DRD), showcases how our institution is getting involved in advanced learning through research. In every learning institution, the research department can be considered as the soul of learning. Its development path runs parallel with its mother institution. There is an unseen string that connects them - one’s progress affects the other. The PMMA as the premier maritime institution of the country has scaled up the path to prestige as a result of its graduates’ performance in the industry combined with their passion to serve the academy by serving as academic instructors, as well as tactical offi cers, training students on the area of leadership and discipline. Their practical knowledge about the industry that is passed directly to the students has further propelled the reputation of PMMA graduates as hotshots of the maritime profession. In a parallel view, practical knowledge gained through experience is considered a result of individual research. It is therefore imperative that anyone capable of doing research in the academy should get themselves out from the box of their responsibilities and explore further the vast coast of knowledge. Research combined with practical experiences on-board, when shared with the students, will surely catapult the PMMA’s status as a maritime institution higher than we have already achieved.

I congratulate the DRD for its Waves 2012 issue!

CAPT JOHN LESLIE ROMEO M BENEDICTOS PMMA Vice President for Academics, Training, Research and Extension Republic of the Philippines Philippine Merchant Marine Academy San Narciso, Zambales

This 2012, the Department of Research and Development (DRD) offers you a bigger, bolder Waves.

On this issue, we offer you a new section dedicated for our student researchers. Student entries passed a series of editing by the DRD team to make sure that published researches deserve every centimeter in the journal’s space. With this initiative, it is highly expected that Waves will go better year after year.

Furthermore, we at the DRD appreciate that more faculty and tactical offi cers participate with our team in conducting institutional researches this 2012. We hope that we will work with more of you on the coming years.

Congratulations to the research frontrunners of the PMMA! Together, let us propagate a better research culture in and for the Academy.

CDR VICTORIA Q PARAGGUA PMMA Director, Department of Research and Development Table of Contents

An Assessment of An Assessment on the Professional Regulation Review Program of Commission Licensure Newpoint Technological Examinations for Marine Marine Review Center, Offi cers as a Means of Incorporated: Its Supplying Domestic and Contribution to Maritime International Marine Profession p.6 Offi cers p.2 The Effectiveness of An Analysis on the Seacrest Maritime Effectiveness of Crew Management Company’s and Family Welfare Crewing Services: An Program of Seacrest Assessment p.7 Maritime Management, Inc. p.3 Comparative Study of Traditional and On-line Root Cause Analysis of Pre-Departure Orientation Near-Misses On-board Seminar p.8 Ship: Implications for Safety Management p.4 The Level of Competitiveness and An Assessment of the Strategic Investment Linux Operating System in the Philippine Ship Training Needs for the Management Market of Support Level Personnel Sandigan Ship Services, of Hellespont Fleet Incorporated: An Vessels p.5 Selected Maritime Disasters in Assessment p.9 the Philippines during the Past Three Decades p.48

Effective Ways on LNG: A Greener How to Fight Piracy Alternative Bunker Threat in Somalia p.35 Fuel for Ships p.39

Assessment of the Research Practices A Study on the Measures PMMA Entrance of the Faculty of the Examination of Seafarer Supply with Philippine Merchant Statistical Comparison Instrument for Marine Academy: Effective Data Bank of Maritime Graduates Bases for Policy Career Path for the of Test Items p.23 Review, Revision and Republic of Korea and Formulation p.13 the Philippines p.27 Philippine Merchant Marine Academy Graduate School Theses 2012

Engr. Ronald G. Magsino, MSc Dean, Graduate School Waves 2 An Assessment of Professional Regulation Commission Licensure Examinations for Marine Offi cers as a Means of Supplying Domestic and International Marine Offi cers

This study is an assessment of the Profes- sional Regulation Commission (PRC) licensure examinations for marine offi cers as a means of supplying domestic and international marine of- fi cers as there is a need to employ competent, knowledgeable and professional seafarers. Like- wise, the study includes the number of examin- ees with income derived and expenses incurred during the period of examination to determine Researcher: whether walk-in and written examinations can be Victoriano Amilangan Alojado means of supplying domestic and international Master in Shipping Business Management marine offi cers.

Specifi cally, the study sought to answer the following questions: (1) What is the demographic profi le of the respondents in terms of (a) age, (b) In terms of elements, the study comprised gender, (c) years of Shipboard Experience [(c.1.) both qualitative and quantitative data. The quali- domestic shipping or (c.2.) international shipping], tative data is in the form of description of empiri- and (d) PRC Examination taken [(d.1.) manage- cal observations on phenomena; while the nu- ment level or (d.2.) operational level; (2) How do merical interpretations of phenomena served as we compare the walk-in examinations from writ- the quantitative element of this research. ten examinations in terms of methodology, pro- cess and fi nancial aspects as to income derived This study used a research-made question- from number of examinees and as to expenses naire consisting of four parts: (1) The demo- incurred for the examination; (3) What problems graphic profi le of the respondents such as age, were encountered by the applicants in taking writ- gender, years of shipboard experience and PRC ten and walk-in licensure examination in terms of examination taken; (2) The comparison of walk- (a) accessibility of the examination sites, (b) fre- in and written examinations for marine offi cers quency of examinations, and (c) review and refer- in terms of methodology and fi nancial aspect as ence materials; and (4) What recommendations to number of examinees; (3) The problems that can be suggested to improve the process of the were encountered by the applicants in taking ei- licensure examinations for marine offi cers. ther walk-in or written licensure examination; and (4) Recommendations to improve the process of The study is descriptive as to the methodology the licensure examinations for marine offi cers. since it gathered, classifi ed and described data in accordance with existing fi le situation as it ap- Survey questionnaires, validated by the ex- plies to groups of people. Cooper and Schindler perts, were distributed among the respondents. (2001) said that descriptive method of research The purpose and details of survey questionnaire tells us about the “what is” of the present time were explained to the respondents. The accom- as it holds true to a group of people, subjects or plished questionnaires were retrieved within two events. weeks after distribution.

PRC | 8 Waves 3 An Analysis on the Effectiveness of Crew and Family Welfare Program of Seacrest Maritime Management, Inc.

The study determined and analyzed the ef- fectiveness of Crew and Family Welfare Program of Seacrest Maritime Management, Incorporated (SMMI). It specifi cally sought to analyze the pro- fi le of crew and allottee-respondents by age, ed- ucational attainment, and years of stay with the company. The researcher also determined the ef- fectiveness of Crew and Family Welfare Program by the level of awareness and level of partici- Researcher: pation of the respondents. While the criteria (a) Lody Gariando Moya venue, (b) quality of service, (c) facilities, and (d) Master in Ship Management other related concerns defi ned the respondents’ level of satisfaction.

As to the profi le of the respondents, feedback were drawn from 98 crew and their 69 allottees. From both groups, the educational attainment commodating and prompt to most requests. But and number of years they stayed with the com- it can be pointed out that feedback to inquiries is pany were considered. the missing quality of SMMI culture. The crew- respondents expect to be constantly abreast of There were high levels of awareness and par- the maritime updates. Most of them indicated the ticipation from the crew-respondents on the safe- need for a car transportation to be provided by ty and health programs given by the company. the company. The allottee-respondents, on the The study showed that SMMI is doing well in con- other hand, were hindered by accessibility of the forming to the mandated requirements expected event’s venue and transportation expenses in the from a manning agency in the Philippines. The availment of company services and programs. On allottee-respondents, on the other hand, were ob- the contrary, both groups of respondents agree served to be in moderate levels of awareness and that the company offers a good quality of service. participation of the company’s welfare programs. However, the level of satisfaction is low and found The company is observed to have maintained to be signifi cant only to those who have availed a good retention rate since 2007. As the number of the services, mainly the request to hand carry let- attendees increase, retention rate also increases. ters and packages to the vessel. This implies that the company should target more benefi ciaries or attendees by implementing more The events on sports & activities and environ- improved programs and services, incorporating mental protection programs were least known to corporate social responsibility by giving back to the crew and allottee-respondents. The level of the community through the new and improved satisfaction is generally high from both group of Crew and Family Welfare Programs. respondents.

Furthermore, based from the fi ndings of the study, the quality of service of the company is be- lieved to be according to the expectations of both groups of respondents, specifi cally on being ac- Waves 4 Root Cause Analysis of Near-Misses On-board Ship: Implications for Safety Management

The study adopted the descriptive-explorato- ry type of research that utilized quantitative and qualitative approaches. It focused on 50 Senior Offi cers, 40 Junior Offi cers and 10 Petty Offi cers of the company.

As whole, the respondents’ level of aware- ness/knowledge on root cause analysis (RCA) was statistically measured as having an over- Researcher: all mean value of 3.71 and standard deviation Capt. Lester Jaymalin Pasco, MM, PCGA of 0.292. Under the holistic interpretation, this Master in Ship Management means that the respondents, in general, are “very aware”. The low standard deviation only shows that the answers of the respondents are not spread out. The same, however, is not an indica- ing that near misses, if not properly analyzed and tion of whether they have answered part one of addressed, will eventually lead to an incident with the survey questionnaire correctly. It only means fi nancial implications, was based on the docu- that there was homogeneity in their answers. The ments obtained from the respondent Company, result also revealed that the current level of the namely: DPA Report 2009: Summary of Near respondents’ knowledge on RCA is not suffi cient Misses, Incident Reports for 2009 and 2010, enough to conclude that they can carry out RCA Company President’s Report for 2011, and ex- systematically and be able to identify root causes cerpt from the report of Family Center/Accounting effectively all the time. Department of the Company on payments made for crew injuries. Regardless of the three variables (i.e. current position, years in current position, accumulated The result of this analysis revealed three inci- sea service), very few respondents, and in some dents that transpired between the years 2009 to cases even none of them, were able to identify 2010 on-board the ships of the respondent Com- the root causes. pany which can be directly attributed to the top three categories of near misses as reported by In the analysis of the answers of the respon- the DPA. The fi re at the poop deck of a loaded dents when grouped according to current posi- tanker (attributed to housekeeping); the damage tion, years in current position, and accumulated to lifeboat during retrieval operation (attributed to sea service, statistically speaking, we ended up drills); and fi nally the crew injury during letting go accepting the Null Hypothesis (Ho) that there is no of tug (attributed to mooring operations). signifi cant difference in the level of awareness/ understanding of the respondents when grouped Based on the fi ndings of the study, it was con- as per the three variables. Indeed there were no cluded that the current level of awareness and signifi cant differences on their answers and the knowledge of the respondents will not assure three variables did not affect the result of the correct identifi cation of root causes. As a conse- analysis. Statically, the results revealed that the quence the Corrective and Preventive measures common denominator among Senior Offi cers, will be aimed at the wrong root causes. Recur- Junior Offi cers, and Petty Offi cers, regardless rence of the same incidents, therefore, is highly of years of experience, is the lack of suffi cient probable resulting to waste of time and resources knowledge in RCA. for the company.

The analysis made by the researcher in prov- RCA | 25 Waves 5 An Assessment of the Linux Operating System Training Needs fo r the Support Level Personnel of Hellespont Fleet Vessels

This study was conducted in order to assess the need for Linux Operating System (OS) train- ing to the support level personnel of Hellespont Ship Management Fleet Vessels. The main focus of this study is geared to the currently-adopted computer OS on-board all Hellespont-managed vessels. Linux OS has been used as the sole op- erating system for all fl eet vessels since 1988. Researcher: Keeping this fact in mind, the researcher takes Pelibert Neria Sanchez a look at one crew with particular importance in Master in Maritime Education and Training shipboard operations – the support level person- nel (SLP) namely the boatswain, pumpman, chief steward and fi tter. This is one user group of the on-board Linux OS. The support level personnel play a major role in planned maintenance sys- By using the descriptive method of research tems, raising of requisitions and generation of supplemented with an objective skills test, the routine reports which are mostly computer-based. researcher was able to gather data for analysis It specifi cally sought answers to the following and interpretation. Randomly selected vacation- problems: (1) What is the demographic profi le of ing support level personnel and their immediate the SLPs in terms of (a) age, (b) computer-relat- supervisors, representative of roughly 20% of the ed educational background, (c) length of sea-ser- total population for both SLPs and senior offi cers vice in present rank, and (d) levels of exposure were the respondents of the survey. Descriptive to computer and its applications (internet, email, statistics was applied in the treatment of data. etc.); (2) What are the levels of exposure of the Survey results revealed that the demographic SLP’s to computer-related tasks as to (a) planned profi le of the respondents are insignifi cant in de- maintenance system requirements, (b) stores/ termining the respondents’ Linux OS skills levels. spares/provisions requisitions, and (c) inventory The SLPs’ self-assessment revealed that major- and routine reports; (3) What are the current linux ity of respondents has little involvement in com- OS skills levels of SLPs; (4) What is the pres- puter-related work functions, which is contrary ent job performance level of the SLPs with ref- to their written job descriptions as per Company erence to carrying-out their computer-related job Fleet Manual. The result of the written objec- descriptions as assessed by their senior offi cers; tive skills test showed that most of the respon- and (5) Is there a signifi cant difference between dents are below company standards for Linux the Linux OS profi ciency of SLPs when grouped OS competency with the exception of the chief according to demographic profi le. stewards. This is further justifi ed by the results The following hypothesis was tested at the 0.5 of a separate survey conducted among senior level of signifi cance: (1) There is no signifi cant offi cers, where SLPs performance in computer- difference between the Linux OS profi ciency level related jobs as assessed by senior offi cers was of the SLPs when grouped according to demo- determined. Again, only the group of chief stew- graphic profi le. Linux | 10 Waves 6 An Assessment on the Review Program of Newpoint Technological Marine Review Center, Incorporated: Its Contribution to Maritime Profession

As a seafaring country, the Philippines is said to produce marine offi cers who are qualifi ed and hard-working. These seafarers contribute to the coffers of the national government. Although the Philippines has diffi culty to produce enough com- petent marine offi cers to meet the global demand, the greater challenge is for the nation to address the crisis of competent marine offi cers in the maritime industry; hence, the researcher came Researcher: up with the study to assess the review program Procis Caccam A quino of Newpoint Technological Marine Review Cen- Master in Maritime Education and Training ter Incorporated (NTMRCI) and its contribution to maritime education. It is limited to the review of the methodology, instructions, review materials, facilitators or instructors and facilities and how these review programs contribute to maritime Of the trainings attended, most of the re- education. spondents took Maritime English course as this is an international language used in all ports of Specifi cally, the study sought answers to the destinations. As to their present shipboard posi- following questions: (1) What is the demographic tion, majority of the respondents are engineers profi le of the respondents in terms of (a) age, (b) assigned in the engine department. Almost all of gender, (c) educational qualifi cation, (d) train- the respondents underwent domestic shipboard ings attended, (e) present shipboard position in experience. the company, and (d) shipboard experience; (2) How does the review program improve your con- For support level experience, engine rating fi dence in taking the board examination in terms has the longest years of experience. Engineers of (a) review methodology, (b) delivery of instruc- who are of OIC level rating have the longest ex- tions, (c) review materials, (d) review facilitators/ perience as to their level. The MLC are new to instructors, and (e) review facilities; and (3) Would their job. you recommend the review center to other ap- As to the review program for board examina- plicants in terms of (a) assurance in passing the tion, the respondents said that NTMRCI uses vi- board exam, (b) confi dence in taking the exam, sual aids, power point and other teaching devices (c) modern facilities, (d) instructors, and (e) pre- which contributes to the effectiveness of its re- sentation of subject matter. view methodology. Based from the data gathered from 129 res- The repair and maintenance personnel, ma- pondents, it was found and concluded that there rine engineer, electrical engineer, electronics en- are more male than female at the NTMRCI. A gineer and control engineer agree that NTMRCI’s greater part of the respondents belong to age delivery of instructions is systematically arranged bracket 25-35 which means that the respondents per function. Subjects are delivered with clear are very young. Most of the respondents are pro- and sound presentation. They also agree that fessionals considering that they are bachelor de- gree holders. Newpoint | 10 Waves 7 The Effectiveness of Seacrest Maritime Management Company’s Crewing Services: An Assessment

This study determined how effective the Seacrest Maritime Management, Incorporated is in its crewing services such as recruitment of seafarers who will serve the shipping industry in its offshore and onshore functions in its aim to further improve its services to its clientele. Researcher: The company is a duly licensed manning com- pany under the Philippine Overseas Employment Sep Ar caya Cabangon Administration (POEA) valid until March 29, 2016. Master in Ship Management

As of December 2011, the company has 21 foreign principal, manning 193 different types of vessels with 956 crewmembers on-board, and 127 each for management level and operational level, and with 702 support level. are the problems of the respondents in terms of (a) salary, (b) crew relief, (c) contract on-board, The company’s corporate head offi ce is lo- (d) health care benefi t, (e) currency exchange cated at the Central Business District of Makati rate, (f) relief by other nationalities, (g) accessibil- making it accessible to all crew and families for ity going to offi ce, (h) offi ce ambiance, (i) offi ce any services that they require, since Makati is the working hour of the company, and (j) building se- fi nancial center of the Philippines. curity procedure; (4) What are respondents’ rec- ommended solutions to identifi ed problems; and Using the Input-Process-Output model, with (5) Is there any signifi cant difference among the the management and operational levels, as well management level, operational level and support as the support level group as respondents, this level in terms of their assessment on the effec- study assessed the effectiveness of recruitment tiveness of the crewing services. and selection of crew, deployment of crew and rotation plan, documentation processing, train- The study also includes the problems encoun- ing requirement, accounting procedure, and the tered by respondents which may have affected quality of service offered by the company. the smooth operation of the management that are related to the conditions of work such as salary, Specifi cally, the study answered the following crew relief, contract on-board, health care ben- questions: (1) What is the demographic profi le of efi ts, currency exchange rate, and relief by other the respondents in terms of (a) age, (b) sex, (c) nationalities, accessibility going to offi ce, offi ce rank, and (d) number of years in the company; ambiance, offi ce working hours of the company, (2) How effective is the Seacrest Maritime Man- and building security procedures. agement company in its crewing services as to (a) recruitment/selection, (b) deployment of crew/ The results indicate that the crew of Seacrest rotation plan, (c) documentation processing, (d) Maritime Company in all the three levels such as training requirement, (e) accounting procedure, management, operational and support level are (f) quality of service, (g) external quality audit re- port, and (h) internal quality audit report; (3) What Seacrest | 11 Waves 8 Comparative Study of Traditional and On-line Pre-Departure Orientation Seminar

Online instruction has become a vital element in higher education. Most published research fi nds no signifi cant difference between traditional and online instructions. This paper presents a comparative study of traditional and on-line pre- departure orientation seminar (PDOS) to high- light the difference in terms of effectiveness that contribute to the seafarers attending the seminar.

The paper covered seafarers of Magsay- Researcher: say Maritime Corporation. It outlined the demo- Capt. Winnie P. Bandong, MM graphic profi les of the respondent in terms of their Master in Maritime Education and Training educational attainment, nature of work on-board and the number of years attending PDOS. This also answered the problems in terms of advan- tages and disadvantages of traditional and online PDOS. In most cases, primary level data was PRC | 2 collected and analysis provided in this paper de- pends heavily on a review of secondary sources. As a result, the accessibility of the venue of the examination from the residence of the ex- A questionnaire was used to collect data. Find- aminee becomes a problem thus, examination ings showed that online PDOS are more popu- should be held in a place where transporta- lar than traditional PDOS wherein online format tion is accessible. The frequency of conduct- is well accepted by the respondents. It was also ing examination is also a problem because found out that today, the government and differ- the availability of the seafarers as well as the ent stakeholders adapt the use of online PDOS marine offi cers do no jive with the schedule of as an effective instructional setting. the scheduled examination. It should be noted that seafarers take their vacation at a certain The study concludes that seafarers are the time PRC marine offi cers written examination fundamental benefi ciaries in the level of effective- is not scheduled. ness provided by online PDOS. It provides the seafarers with the materials they need thru the The respondents recommend the follow- world wide web. However, the Overseas Workers ing: (1) There should be simultaneous exami- Welfare Association should take into consider- nation in different regions for both written and ation this study’s recommendations. The compa- walk-in examinations; (2) Written examination ny should empower their seafarers by providing should be administered two or three times complete communication tools for collaboration, a year, while walk-in examination should be interaction and real time sharing of information administered twice a week; (3) Lessen the across the level of boundaries. Also, recommend documentary requirements for PRC licensure additional studies for a much larger population examinations; (4) Reduce fees for PRC licen- and a much wider coverage area. sure examinations; (5) Review materials for both walk-in and written examinations should It was hoped that the fi ndings would benefi t all be available either in bookstores or in the in- the seafarers of the maritime industry and other ternet. stakeholders in the improvement of online PDOS. Waves 9 The Level of Competitiveness and Strategic Investment in the Philippine Ship Management Market of Sandigan Ship Services, Incorporated: An Assessment

Since the establishment of Sandigan Ship Services, Incorporated in 2002, the company has experienced stiff challenges in pursuing to stay competitive in the world market in technical ship management. The study sought to assess the level of competitiveness and strategic invest- ment in the Philippine ship management market Researcher: of Sandigan Ship Services, Incorporated. Efren Besario Riconalla Master in Shipping Business Management This study covered and is limited to Filipino seafarers who are engaged or will be engaged in domestic and international shipping manpower, also limited and randomly selected ship manage- ment companies and manning agencies located dress the professional development program that in Metro Manila. the crew-respondents need. The program should be aligned with the company’s vision and should The researcher used the sampling technique be designed to motivate the crew. and the statistical treatment applied on the data gathered. The purpose and details of the survey Technical ship management is a wide and questionnaires were explained to the crew and complex shipping business which requires time, technical managers to inform the respondents of talent and human intelligence in order to gain and what are asked of them to be able to elicit a more stay competitive in the world of shipping busi- honest response. The accomplished question- ness. It delivers results of profi tability. The key naires were retrieved immediately as soon as the factors attributing to success/competitiveness in respondents fi nished answering the survey ques- technical ship management business rest with tionnaires. the core value creation of a company. As per the result, the Sandigan Ship Services, Incorporated is very competitive in terms of stra- tegic investment and competitive in ship manage- ment market in the Philippines in terms of imple- mentation of safety and quality management system, environmental compliance, risk manage- ment practices prevention of accidents, profes- sional development programs, capital investment and cost control, utilization of resources, tech- nical cooperation and shipboard management. however, there was a slightly competitive rating of 2.80 with regards to ‘professional development programs’, which the Sandigan Ship Services, In- corporated should analyze. They should also ad- Waves 10 Linux | 5 ards was rated “very satisfactory” on most task stewards were rated “very satisfactory” on most categories, while all the other three ranks were task categories while all the other three ranks rated from “satisfactory” to “poor.” The Linux OS were rated from “satisfactory” to “poor.” profi ciency of the respondents, being taken as one homogenous group, were analyzed versus Based on the results, it was concluded that the their demographic profi le (age, computer-related SLPs need varying degrees of Linux OS training. educational background, length of sea-service in The chief stewards are required to be trained the present rank, levels of exposure to computer and least, while the boatswains, pumpmen and fi tters its applications). Using f and t-tests, no signifi cant require a more in-depth and extensive training. differences were concluded. Linux OS trainings are to be structured in such way in order to address rank-wise training defi - The SLPs across all ranks (on self-assess- ciencies. ment) stated that they are rarely involved in com- puter-related on-board tasks which was justifi ed Training needs analysis and the development by the results of the written skills test, where most of in-house Linux OS training were recommend- SLPs – in particular the boatswains, pumpmen ed to Hellespont Ship Management GmbH & Co. and fi tters scored with “basic skill levels.” Looking KG through its manning agents Manila Ship Man- into the SLPs performance in computer-related agement and Manning, Inc. in order to address jobs as assessed by senior offi cers, only the chief the training needs for SLPs.

Newpoint | 6 there is comprehensive, deep and broad analysis The following are recommended: fi rst, the re- for all questions. view center should attract young male and female reviewees by offering promo benefi ts as done by Review materials that are provided by the re- other business companies like advertising in print view center are neatly printed and up to date. media, television and/or by way of text messag- Review facilitators and/or instructors share their es. Also, with regard to the facilities needed in the real life experience in the modern engine opera- review program, the NTMRCI met the standard tion due to their vast sea service experience. In- requirement for the review center program. On structors are good motivators in challenging ex- the other hand, it will give more weight and will aminees. They are approachable and competent be more certifi ed as to the facilities/facilitator/in- in teaching their subject matter. Review facilities structor; likewise, facilitators will be more profes- like classrooms are clean, spacious and well ven- sionally competent and be more updated with the tilated. The review center is accessible to trans- recent issues and concerns in maritime profes- portation. sion. Hence, it is recommended that facilitators/ instructors be allowed to attend trainings abroad Of the respondents, 68.22% affi rmed that at- to keep abreast with the modern way of conduct- tending review classes at the NTMRCI gives an ing review intended for reviewees. Next, there is assurance of passing the licensure examina- a need to improve the facilities by upgrading the tion while 70.54% affi rmed that attending review computers, laptop, video camera, big screen for classes at the NTMRCI develops among the re- power point presentation. Finally, training, semi- viewees the confi dence in taking the examination. nar, and workshop for teambuilding for all instruc- In addition, 72.09% believed that the NTMRCI tors and/or trainers, especially staff of the review is equipped with modern facilities. Then, 75.97% center, should be undertaken to upgrade and im- were convinced of the presence of qualifi ed in- prove the relationship of personnel of the review structors at the NTMRCI. Finally, 73.64% admit- center; thus, attracting more reviewees. ted for a fact that the presentation of subject mat- ter at the review classes on the NTMRCI is logical and clear. Waves 11

Seacrest | 7 mostly young adults. All crew-respondents were to the nature of work and also to keep up with male. There were no female respondents in the the pace of time as today’s shipping needs the study. This could be that the maritime industry younger generation. Also, they should equally continues to be a male-dominated fi eld. Also, the hire female seafarers to fi ll up vacancies that are result indicates that there is a need to hire more suited to them in compliance with equal opportu- qualifi ed Masters. Most of the respondents have nity for both sexes. The selection and promotion an experience of one to two years in the compa- to higher ranks should be observed by the com- ny because the Seacrest Maritime Management pany as an incentive to retain quality manpower. Company was organized in 2005 and have been in existence for almost six years only. For the ef- With the company’s expansion program, the fectiveness of crewing services pertaining to re- management should be committed to give high cruitment/selection, deployment of crew/rotation concern for customer satisfaction and to continue plan, documentation processing, training require- improving all its operations in terms of adopting ments and accounting procedures the overall as- a quality manual which includes all the require- sessment of the respondents is effective. ments of the company. The employee handbook should be provided to all and should include the Recommendations were based from the data company vision, mission, objectives, program gathered. The respondents from the manage- and activities, core values of management peo- ment and operational levels proposed that in or- ple, incentives and reward benefi ts, and adopt- der to solve identifi ed problems, the seafarer and ing ethical conduct in dealing with clients. Most his family should be given with health care ben- importantly, all laws affecting maritime services efi ts. The company should encourage the princi- such as the International Labour Organization pal to provide health care benefi ts to all seafarers Maritime Labour Convention of 2006 and STCW and their family. For the support level respon- amendments should be implemented. dents, their most identifi ed problem is the feel- ing of annoyance on building security procedures Nowadays, the health care benefi t has been every time they report to offi ce. To avoid this kind widely known and talked about by every em- of problem, the company must issue identifi ca- ployed Filipino citizen – this includes the seafar- tion card to all company seafarers to avoid delays ers. As this health care benefi t will most likely be in entry to building, as well as maintain its se- a factor in attracting and/or recruiting more sea- curity compliance. As per their recommendations farers to join the fl eet, most manning agencies to solve their identifi ed problems regarding relief are trying their best to include this in their offered by other nationalities, the company shall suggest wage and benefi t package. to the principal that Filipinos be given priority for For some company, this benefi t is also extend- reliever as they have proven themselves to be ed to crew families; thus, creating a more secured reliable, honest and loyal to the company. As for feeling for the seafarer. This health care benefi t accessibility of offi ce or easy location of the of- also contributes in achieving high crew retention fi ce, the company should branch out or provide rate for the fl eet, as most crew will wish to stay satellite offi ce/s. to be connected with employers (manning agent In addition, the company should hire younger and/or principal) with this kind of benefi t package. seafarers who possess stamina and energy due Research Efforts 2012

Ms. Victoria Q. Paraggua, MAEd, MSc Director, Department of Research and Development Waves 13 Research Practices of the Faculty of the Philippine Merchant Marine Academy: Bases for Policy Review, Revision and Formulation

Abstract The study aimed at determining the research practices of the active faculty-researchers of the Philippine Merchant Marine Academy (PMMA) from A.Y. 2007-2011 which would serve as basis for the review and revision of its existing research manual, and may be used in the formulation of Researchers: Victoria Paraggua, Charlie M. the research policies of State Universities and Pandongan, Raul B. Cappleman, Rheanora R. Colleges (SUCs) in Region III whenever desired. Castillo, Ana Lee M. Panado, and Jamila M. Millar The research designs used were quantitative and qualitative. To gather data, questionnaire, documentary analysis and interview were used.

Major fi ndings show that most of the facul- S. Aquino III. In the event, Licuanan related that ty-researchers have multi-tasks and teaching one of the major factors affecting the Philippine overload making it diffi cult for them to conduct economy’s struggle for development is the weak researches. In addition, the prime reasons why status of research and development (R&D) in the they tend to be inactive in research-related activi- country. With this, President Aquino approved a ties are mostly institutional-related such as lack supplemental budget of PhP 4.28 billion for SUCs of compensation (research grants and honoraria) from the 2011 budget savings; PhP 560 million of and lack of recognition (promotion). which is dedicated as grant-in-aid for R&D and extension services (Padilla, 2012). The PMMA’s existing Research Manual will be reviewed and revised by the proponents as by- SUCs are considered as R&D laboratories product of this study. Additional research policies through which the nation builds its human capi- will also be created to correspond to the needs of tal to enable it to actively participate in the global the faculty-researchers based from their recom- economy (CHED, 2009, NHERA 2). In fact, differ- mended long-term solutions to prevent the recur- ent agencies such as the CHED and the Depart- rence of research dilemmas at the PMMA. ment of Budget and Management require the ac- complishments of SUCs in relation to researches Introduction that are refereed, presented and published. “Research capacity remains weak even in The Development Council of State Universi- better performing universities.” - Commission on ties and Colleges in Region III Center for Inter-In- Higher Education (CHED) Chairperson Patricia stitutional Research and Policy Studies (DC-SUC B. Licuanan III CIRPS) revitalized the research enthusiasm of SUCs in Region III through its series of research The 110 presidents of SUCs in the coun- seminars. In 2011, the member institutions agreed try recently met with the CHED to convene the to come up with a research that would cover the Covenant on Philippine Public Higher Education social research practices of the different institu- Reform, witnessed by His Excellency Benigno tions; then, the results of the institutional studies Waves 14 will be collectively analyzed to come up with a compensated. Simply put, the PMMA’s faculty- proposal for policies that may be adopted by the researchers decided not to perform in the fi eld of member institutions to assist all the researchers research maybe due to shortage of time and lack in their own colleges, universities or academies. of monetary support.

Unfortunately, this collaborative research was A Research Manual exists at the PMMA since not pursued since other SUCs in the Region did 2008. It contains research policies but some sec- not come up with their respective studies regard- tions are vague and some policies are unwritten. ing the social research practices of their faculties. It is in this light that the DRD decides on revising However, the PMMA decided to come up with its the manual based from the outcome of this study. own study regarding the matter. By studying the research practices of the so- Background of the Study cial science and science & technology faculty of the PMMA including possible problems and other The PMMA is a state college mandated to train related issues, the proponents would have a ba- and educate cadets/cadettes to become maritime sis for the review and revision of the DRD’s Re- and Navy reserved offi cers. It has technical and search Manual, and a basis for policy formulation maritime-inclined faculty specializing in Marine for the benefi t of the faculty-researchers. Engineering and Marine Transportation and is sharing faculty members in General Education Statement of the Problem (English, Filipino, Social Sciences). As observed, the PMMA thru its Department of Research and The study aimed at determining the research Development (DRD) hardly complies with the practices of the active faculty-researchers of the CHED-required accomplished institutional re- PMMA from A.Y. 2007 to 2011 which would serve searches. as bases for the review and revision of its existing research manual, as well as the formulation of re- Every June, the DRD distributes communica- search policies to improve the research practices tion letters regarding the proposed research top- at the PMMA. Specifi cally, it sought to answer the ics for the faculty of the College of Marine Engi- following questions: neering and the College of Marine Transportation. Sadly, the DRD receives poor feedback regarding 1. What is the research profi le of the PMMA fac- the faculty members’ interest to conduct studies. ulty in terms of: As recorded, the DRD has very minimal research 1.1. Teaching load, teaching preparation, other outputs in the previous years. The DRD staff in designations, exposure to research semi- cooperation with the PMMA faculty, however, tried nars? their best to meet the requirement based from the 1.2. Number of completed researches in a high numbers of Research Council-approved and year? on-going research proposals. But these research 1.3. Existence of institutional research poli- proposals were not accomplished due to evident cies? research dilemmas observed in the Academy. 1.4. Number of research linkages?

Faculty-researchers have teaching overload 2. What are the research practices in terms of: which may have made it hard to accomplish a re- 2.1. Research involvement? search study outside their teaching hours within 2.2. Types of participation? their given time frame. In addition, some of the 2.3. Types of researches? faculty-researchers also hold other offi ce desig- 2.4. Nature of incentives? nations and functions making it diffi cult to dedi- 2.5. Awards and recognition given? cate more time for research. Funds are scarcely available for their printing, data gathering (inter- 3. What are the research-related problems en- viewing & surveying), and on-site visits. Mostly, countered by faculty-researchers in terms of: the honoraria scheme is in silent agreement and 3.1. Research competency problems? always depends on available funds; this means 3.2. Institutional-related problems? that not all accomplished researches will be 3.3. Personal-related problems? Waves 15 4. What are the measures employed to resolve state college of not just producing quality mari- the above cited problems? time reserved offi cers but also establishing itself 5. What are the perceived solutions and recom- as a credible R&D institution. mendations of the faculty-researchers? Integrated Review of Related Literature and 6. What are the policies that can be recommend- Studies ed based on the fi ndings of the study? In view of the paucity of research in Philippine Conceptual Framework higher education institutions (HEIs), the CHED The proponents profi led the faculty-research- has provided policies and mandates that are ers based on their teaching load, teaching prepa- largely geared towards the improvement of re- ration, other designations, and exposure to re- search productivity. The HEIs in the country have search seminars; the number of their completed responded in varied ways to the call for a stron- researches in a year; their knowledge about the ger research orientation among the universities existence of institutional research policies; as (Salazar-Clemeña & Almonte-Acosta, 2007). well as the number of research organizations they are linked with. Also, this study determined Recognizing research as an important part of the research practices, research-related prob- their responsibilities, faculty members of the HEIs lems, and research-related failures of the facul- have consistently evidenced research productiv- ty-researchers to determine the factors that may ity together with other factors that contribute to have affected their research performance. the process (Salazar-Clemeña & Almonte-Acos- ta, 2007). On the other hand, universities in the developing world have retained strong teaching PROFILE functions and weak research functions (Sanyal & Varghese, 2006). The Philippines is not an ex- emption to this. As observed by Bernardo (2003 as cited in Salazar-Clemeña & Almonte-Acosta, PRACTICES, 2007) in his study on the typology of HEIs in the PROBLEMS, Philippines, only 15 out of 223 HEIs in the sample FAILURES met the requirements for the graduate-capable HEI category, and only two HEIs met the criteria for doctoral/research university categories. This SUGGESTIONS AND RECOMMENDATIONS shows that majority of the HEIs are teaching in- stitutions.

In light of this reality, the CHED has been zeal- POLICY REVIEW, ously pushing for a stronger research orientation REVISION AND FORMULATION among the HEIs. Its National Higher Education Research Agenda (NHERA), formulated in 1996, articulates goals of higher education research Figure 1. Research Paradigm as well as the mechanics and concrete steps for The faculty-researchers were also asked achieving these goals. The CHED has likewise about their short-term and long-term suggestions established 12 Zonal Research Centers (ZRC) and recommendations to prevent the recurrence in the country to further promote and encourage of the research dilemmas they have encountered. research in the 1,605 public and private HEIs. A This would help the proponents in drafting and re- study on the status of research in these institu- vising or even creating new research policies for tions showed a low turnout (13,859 research re- the PMMA. ports submitted to the ZRCs from 1996-2001). Among these studies, those conducted by indi- It is expected that after the revision of the ex- viduals (72%) far exceeded collaborative and isting Research Manual at the PMMA, the Acad- institutional research. About 69% of these indi- emy will be able to produce more researches an- vidual studies were done by graduate students nually therefore complying with its mandate as a (master’s and doctoral) as part of their degree Waves 16 requirements (Vicencio, Bualat, et.al, as cited in performing research environments. These are: Salazar-Clemeña, 2006). Considering that CHED clear goals for coordination, research emphasis, (2000, Accomplishment Report) reported having distinctive culture, positive group climate, decen- funded only 16 research projects with a total ap- tralized organization, participative governance, proved budget of about PhP 9 million, it can be in- frequent communication, resources (particularly ferred that much of the research conducted were human resources), group age, size and diversity, not dependent on the miniscule grants available appropriate rewards, recruitment emphasis, and from CHED. leadership with both research skill and manage- ment practice. On the other hand, De Haven, Despite CHED’s initiatives, therefore, the cur- Wilson and O’Connor-Kettlestrings (1998) iden- rent state of higher education research in the tifi ed unanimous and extremely important char- Philippines leaves much to be desired in terms acteristics of successful research environments of quantity, quality, thrusts, and contribution to in family medicine residency training programs. national development (Salazar-Clemeña, 2006 The unanimous characteristics are: program di- as cited in Salazar-Clemeña & Almonte-Acosta, rector support, time, faculty involvement, didac- 2007). It must be noted, however, that Philippine tic curriculum/journal club, professional support HEIs manifest varied research capabilities, a di- and guidance, forum/opportunities for present- versity that can be explained by differences in ing. The extremely important characteristics in- university type, faculty profi le, as well university clude: early start, integrative curriculum, required locale. This diversity, notwithstanding the ability to projects, broad research defi nition, visibility, and respond to the call to develop research-oriented research committee. Dundar and Lewis (1998) institutions of higher learning, is also dependent found that individual attributes, institutional and on the HEIs’ human capital (Salazar-Clemeña, departmental attributes, as well as departmental 2006). culture and working conditions affect research productivity. Additional indicators of research cul- The work of the faculty in higher education ture, derived from the broad criteria evident in institutions has traditionally been trifocal consist- CHED’s NHERA, are: research agenda, policies ing of teaching, research and community ser- and guidelines on research incentives, services vice/extension. University faculty members are and facilities for research, publications, and re- required to become teachers, researchers, and search-capable faculty. service-oriented professionals. This traditional trinity is expected to operate in relation to the Salazar-Clemeña and Almonte-Acosta (2007) specifi c goals and mission of the college or uni- operate on the assumption that attitudes and val- versity. The strategic directions of the institutions ues concerning research within the institutional infl uence the level of concentration on each task and organizational levels affect research produc- to be given by faculty members. Moreover, each tivity. Moreover, the indicators of a supportive re- institution develops criteria to assess the extent search environment from the sources cited above to which a faculty member is an effi cient teacher, are adopted as the operational construct of re- productive researcher, and active university citi- search culture in their study. These indicators zen. The challenge is in maintaining the trinity in are: (1) institutional research policies and agenda sustaining one’s academic career. It is undeni- which include the presence of research agenda able that faculty discretion is exercised within the based on the institution’s philosophy, goals, mis- three functions, but the questions of compliance sion and vision, as well as its research emphasis and productivity become the heart and soul in un- and strategies for supporting and promoting re- derstanding the academic profession (Salazar- search; (2) departmental culture and working con- Clemeña & Almonte-Acosta, 2007). ditions which refer to departmental research pro- grams and strategies designed to encourage and Studies on research culture have focused on sustain research productivity among the faculty the kind of environment that leads to research (full time and part-time) and graduate students. productivity among faculty members in HEIs. This involves human resource development in Bland and Ruffi n (as cited in Pratt, Margaritis & terms of providing training in and exposure to re- Coy, 1999) identifi ed 12 factors present in high search in order to build research capacity among Waves 17 the faculty. The criteria for recruitment of faculty the indicators were: (a) faculty publications in in- that would contribute to the aim and thrust of the ternational journals, (b) large percentage of fund- department are taken into consideration; (3) bud- ing allotted to research-related activities, (c) fac- get for research which pertains to the funds allot- ulty awareness of available funding for research, ted by the institution for research. This takes into (d) research training for faculty, (e) focus on the account the ability of the institution and its depart- different types of research, and (f) provisions for ments to tap external sources and obtain research researcher’s accountability. While observing that grants; (4) infrastructure includes the provision of there are faculty members engaged in research a research unit, adequate research services, and collaboration with colleagues in other universi- facilities in different disciplines for the conduct ties (with 25% unable to respond to this state- of research; (5) collaboration with and access to ment), the respondents did state, too, that fac- research professionals in other institutions which ulty members themselves could take the initiative refers to the ability to provide means for linkages to know more about research and to actually do with other institutions, local or international, in or- research. The in-depth interviews, on the other der to create intellectual synergy; (6) policies and hand, showed that research culture is infl uenced guidelines on research benefi ts and incentives by two sets of faculty. First is the pro-research pertain to rules and procedures on the granting faculty who contribute to productivity. Second are of fi nancial and non-fi nancial (e.g. professional those who are ambivalent towards the research recognition) rewards for research; (7) research endeavor yet may be willing to be involved if committee refers to the research monitoring body properly oriented and supported. From these two that screens the types of research conducted and sets of faculty emerged common characteristics looks into ethical dilemmas involved, especially in of a research culture that would, in their percep- sensitive fi elds; and (8) publications which con- tion, enhance research productivity in Philippine sist of the quality and quantity of research pro- HEIs. These are: time, strong belief in research duced by the faculty members. This is evident in endeavor, faculty involvement, positive group the number of published researches in local and climate, working conditions and organizational international journals, awards attained by faculty, communication, decentralized research policy, and patents, among others. research funding, and clear institutional policies about research benefi ts and incentives (Salazar- The study’s survey participants clearly ac- Clemeña & Almonte-Acosta, 2007). knowledged the high importance their institutions give to research and the infl uence of research Teachers wishing to conduct research into on the promotion and marketing of any institu- their own classrooms, however, are faced with tion. The faculty further showed awareness of host of problems. Not least among these are lack the provision of different types of administrative of time, lack of expertise or skills in research, lack support and encouragement to the faculty for re- of support especially from within their own institu- search. However, about 62% of the respondents tion, and threats to their self-image as a teacher. replied “do not know” to the statement on admin- The problem of lack of research expertise or skills istrative encouragement of faculty research. The has a knock-on effect causing further problems. respondents likewise concurred that institutional Research designed and conducted by teachers strategies and plans were in place for the man- new to research is likely to have low reliability agement and development of research-related (e.g. the fi ndings are not likely to be general sa- activities as well as for improving prospects for ble) and low validity (e.g. the research may actu- inter-institutional collaboration. They were also ally produce fi ndings which address the targeted cognizant of the existence of an institutional of- research topic). Because of these problems, the fi ce that handles research concerns. To a lesser research is also likely to have low publish ability– extent, the faculty acknowledged the provision of which may obstruct achievement of the teacher’s research incentives and other types of rewards real reason for conducting research namely, to to celebrate research achievement, libraries, get published given the heavy stress placed on laboratories, and other research facilities. The publishing research by the Ministry of Education specifi c facets of research culture that the faculty and universities at present. All of these prob- members found present but least evident among lems may make teachers think twice before get- Waves 18 ting involved in research (Allwright, 1993: Burton International Non-ISI gets PhP 5,000 while it is & Mickan, 1993; Nunan, 1993 as cited in Todd, PhP 5,000 for National Non-ISI. Recognition for 2011). the Outstanding Faculty Research is also given (Lacanilao, Incentives, 2011). At Western Philippines University (WPU), the discovery of new knowledge, invention and cre- The National Institute of Physics in University ative works through research activities of the fac- of the Philippines (UP) Diliman has been fast in- ulty, professional staff, and graduate students will creasing its research output. These are a small be the University’s big role for the next fi ve years. part only of the R&D enterprise. But if multiplied Extension output shall likewise be increased as nationwide, the nation can easily catch up with a way of utilizing research outputs and address- our progressive neighbor countries. Corruption, ing the development needs of the communities; overpopulation, and poverty are often blamed, offering of graduate programs by research. In forgetting that these are effects or symptoms rath- addition to graduate programs that require the- er than causes of underdevelopment. Too much ses or dissertations, a graduate program that is time has been spent and resources addressing purely research shall be offered by the University problem symptoms instead of attending to their through its Graduate School. causes. The direct cause of underdevelopment is poor science and technology (S&T), brought A candidate may be conferred the graduate about by failure to do research properly. One way degree upon: completion of at least three re- to fi x this is by proper evaluation of research per- searches; presentation of the outputs in national/ formance (Lacanilao, 2011). international fora and publishing such outputs in refereed scientifi c journals; and provisions of An effective way to improve the research out- more research and extension incentives. Incen- put is to reward researchers who publish in inter- tives shall be provided to encourage more partici- national journals. At the UP, cash incentives were pation in research and extension activities by the started in 1993 by President Jose V. Abueva. It faculty and staff members. was cut short when his term ended, only to be re- vived in 1999 by President Francisco Nemenzo. Among these possible incentives are granting Cash reward has been given for each published of sabbatical leave to qualifi ed faculty and staff paper in international journal. After only three members, provision of prizes for researchers years with research incentives, output was up two whose outputs had been presented in national or to three times. International publications of UP in- international fora or were published in refereed creased from 26 to 40 per cent of the national scientifi c journals, reduction of faculty and staff total in 1999-2002. By contrast, the combined workload to spare more time for research and ex- publication output of La Salle, Ateneo, University tension activities, granting of professorial chairs of Sto. Tomas, and San Carlos during the same to deserving faculty researchers, granting of period increased from 7.8 to 8 per cent only of the postdoctoral research grants to deserving faculty national total which was 478 in 2002. It took two members, granting of step promotions in salary social scientists to see the importance of proper of faculty and staff members who had made sig- research publication to promote scholarship and nifi cant contribution to research and extension. A advance scientifi c knowledge, which are essen- defi nite sharing agreement between the Universi- tial to national progress. Hence, instead of relying ty and the person concerned shall be forged per- on peer review, research performance can be as- taining to royalties associated with the output. In sessed simply by assessing the outputs in inter- addition, the person concerned shall be entitled national journals. Only those published in interna- to a reasonable compensation adjustment, prize tional journals are entitled for funding. Note that or recognition. the proposed incentive program is just a shift to using funds wisely heading toward a major S&T Also, the Technological University of the Philip- development. Clearly, a single crucial action, in pines (TUP) gives grants and incentives for their the form of a double-incentive program, will not faculty researcher. International ISI receives PhP only justify increased R&D funding but will greatly 40,000 while National ISI receives PhP 40,000. improve research performance nationwide, even Waves 19 under trying conditions (Lacanilao, Basic Prob- that appropriate policies are needed to reach out lems, 2007). to the novice faculty in order for them to be in- volved in research. Mentoring is seen essential An environment of intellectual synergy for faculty involvement. The administration must (Shanklin, 2001) can then be created. Provid- provide opportunities for junior faculty to work to- ing appropriate research training for the faculty gether with expert researchers. The kanya-kanya is absolutely necessary. The enhancement of re- (to his/her own) syndrome must be eliminated, search capacity among faculty members should initially at the department level. Prospects for col- be an essential part of the faculty development laborative research projects must be provided. program. In total, there are 19 researches conducted by Signifi cant Findings and Discussion the respondents from year 2007 to 2011. That is The researchers found and concluded that a an average of three to four completed researches huge percentage of the faculty researchers hold per year, however, this number includes interna- a 22-30 hours per week (hpw) teaching load with tional researches and Masteral thesis. Out of the 75%. Majority of them or 40% has one teaching 19 researches, there are still a small percentage preparation for the fi rst semester of AY 2011-2012. of submitted research proposals with 42%. Com- More than half of the total number of respondents pleted researches falls to 26% which means not holds other designations and/or functions in the all submitted and/or approved researches were PMMA covering a total of 70%. In fact, some hold accomplished by its respective proponents. This at most fi ve designations/functions at a time. This already low percentage drastically dropped to can be attributed to the fact the faculty’s main 26% (Refereed), 11% (Presented) and 5% (Pub- goal is to teach, and research for them is mere lished) due to lack of funding as bared by the re- add-on activity. As cited by Salazar-Clemeña and spondents. As for the Presented researches, two Almonte-Acosta (2007), teaching occupies most were presented institutionally and three were pre- of faculty’s time in their respective colleges or sented on a national venue. For the Refereed re- universities; consequently, there is not enough searches, there were three refereed institutional- time for the conduct of research. One stated that ly, one locally and two nationally. Also, there was committee work (an aspect of community service/ one published research institutionally and one on extension function) also serves as a hurdle in do- a national publication. International researches ing research. Maintaining a balance among the were not included since both researchers are three functions namely teaching, research, and presently out of the country during the conduct of community service/extension is obviously impos- this research. As explained by Salazar-Clemeña sible. Identifying one’s priority and passion would and Almonte-Acosta (2007), expectations for re- determine the time that one would allot to every search should be made clear to faculty aspirants, function. The fact that the teachers give more initially at the department level. Research should time to teaching only proves that teaching is the be broadly defi ned on the basis of the identifi ed priority for many university faculty. Lack of time is departmental research thrusts and priorities. an obstacle to research. Standards for research must be expressed ex- plicitly. Successful research activities and indi- Sixty percent (60%) of the respondents said vidual research projects should be tracked and that they have attended research-related semi- publicized in order to serve as motivation to every nars, trainings, conferences and workshops. The constituent. Such initiatives could provide a sense proponents counted a total of 28 research-relat- of motivation both for the researchers themselves ed activities attended by the respondents. Sadly, and others who are not involved in research. 40% of the faculty researchers of the PMMA re- vealed that they have not experienced attending Having some decentralized policies on re- these activities yet. Again, Salazar-Clemeña and search, in addition to institutional policies, could Almonte-Acosta (2007) concluded in their study be empowering. Continuous development, up- that many of the faculty members are not doing dating, and advancement of facilities for research research due to lack of confi dence in their re- and establishing research linkages are impor- search capabilities. They further recommended tant in the development of research productivity Waves 20 (Salazar-Clemeña & Almonte-Acosta, 2007). The time due to multi-tasking almost hindered them DRD is linked to some established research insti- in accomplishing their researches. Dundar and tutes and organizations both nationally and inter- Lewis (1998) found that individual attributes, in- nationally. Naming a few are Research and Edu- stitutional and departmental attributes, as well cational Development Training Institute, Sasaka- as departmental culture and working conditions wa Fellowship, National Center for Information affect research productivity. In TUP, grants-in-aid Technology in Education, Philippine Association of research and incentives for research journal of Institutions for Research, International Confer- publication are also given to researchers. Mon- ence on Higher Education Research, Center for etary incentives could be helpful in increasing the Inter-Institutional Research and Policy Studies in research participation of faculty. Region III, Mokpo National Maritime University, and World Maritime University. In the Magna Car- Additionally, 25% of the faculty responded that ta for Scientists and Technologists, or Republic as temporary solution to their problems on the Act No. 8439, the research or consultancy work lack of fi nancial support, they tend to use their per- may be done outside of the research institutes or sonal money just to accomplish their researches. university within the regular offi ce time, provided Sadly, it can attribute to the unclear policies for the arrangement is approved by the institution. research support, benefi ts and incentives from However, in other universities the agreement is the institution and from the CHED. The compo- on a case to case basis. nent of research funding involves both the insti- tution and the CHED. Enhancing and supporting After conducting this research, it has become research productivity necessitates allotment of more evident that the faculty-researchers barely funds. For example, apart from funding research received incentives for their accomplished stud- projects, supporting paper presentations in inter- ies. Only 15% received fi nancial assistance dur- national conferences would demonstrate to the ing the conduct of their research. Honorarium faculty that what they have produced is valuable. and recognition received 5% each. None of the Appropriate linkages with external funding agen- respondents were granted neither minimal load cies should be pursued more actively. assignment with pay nor overtime pay. Only 10% of the respondents were given honoraria; none The respondents also recommended long- were promoted related to their research activi- term solutions to these research-related prob- ties. This contrasts the WPU research incentives lems. Good compensation and rewards received which offer variety of rewards to its researchers. the greatest affi rmation from the respondents These incentives would encourage more partici- with 35%. This was followed by their desire to at- pation in research and extension activities by the tend and participate to research-related trainings, faculty and staff members. seminars, workshops and conferences with 25%. Resolution No. 06 Series 2011 approved the It can also be observed that the faculty-re- honorarium scheme for researchers to be used searchers found diffi culty in conducting their re- until the Research Manual is completely revised searches due to lack of personal motivation (with and republished. However, as per research and 10%) and absence of constructive criticisms from interview, faculty members are not knowledge- their colleagues (with 5%). De Haven, Wilson, able about the different schemes although docu- and O’Connor-Kettlestrings (1998) identifi ed ments proved that offi ces were provided copies. unanimous and extremely important characteris- This may be attributed to the group communica- tics of successful research environments which tion dissemination which has been practiced in includes professional support and guidance. the PMMA.

Thirty percent (30%) of the respondents said Conclusions that lack of funding and inadequate monetary 1. Majority of the faculty-researchers have multi- compensation is some of the main problems tasks and teaching overload, making it diffi cult they have experienced during the conduct of to conduct researches. their respective studies. This was closely fol- lowed by the 20% who said that balancing their Waves 21 2. Faculty members are not knowledgeable about Academy must expound the information dis- the different schemes of incentives although semination of the existence of standard forms, documents proved that offi ces were provided contracts and manuals in conducting re- copies. searches. Faculty-researchers have to honor 3. The Academy is linked to established research this due process. institutes and organizations both nationally 6. Encourage student researchers. Aside from and internationally keeping it abreast with the encouraging faculty-researchers, the Colleg- latest trends in research while providing expo- es must also encourage student participation sures for presentation and publication. on conducting researches which will serve as 4. Faculty-researchers are more inclined to do their training in preparation for conducting in- technical research due to its mandate of pro- depth and timely researches which will benefi t viding technical experts to the maritime indus- not only the Academy but also the country and try. the globe. 5. The faculty-researchers deemed that lack of 7. Practice regular information dissemination. compensation or recognition is the prime rea- After the new Research Manual has been re- son why they tend to be inactive in research- vised and published, copies must at least be related activities. provided to the Research Circle, Library, Col- leges and other offi ces linked to the DRD. This 6. Institutional-related problems are the main will ensure proper information to all research- problems encountered; e.g. promotion, fund- ers and would-be researchers. ing, teaching overload, multi-tasking. 8. Stick to fi xed honorarium rate. It is recom- Recommendations mended that the Academy through the Bud- The following are the recommendations based get, Accounting and Audit Offi ces continue to on the fi ndings of the study and the views of the uphold the temporary honorarium scheme for faculty-researchers. researchers as drafted by the DRD until the existing Research Manual is revised and re- General Recommendations: printed. 1. Review and revise the existing Research Policy-Related Recommendations: Manual. This is to clarify the research policies which will be implemented in the Academy 1. Ensure faculty-researchers’ career growth. To thru the DRD and to improve the benefi ts and encourage our faculty-researchers to conduct privileges intended for the researchers as well social and technical researchers, the PMMA as the inclusion of Offi ce of the President and must revise the point-system on promotion in Research Council-approved resolutions tak- line with conducting researches and the like. ing into consideration the incentives given by This is because the divided points will not grat- WPU, TUP and other research institutions. ify the effort exerted by each proponent. Also, a planned scheme for faculty participation in 2. Hire an in-house statistician. The in-house research seminars may be developed. statistician will support the researchers in con- ducting in-depth and technical researches. 2. Provide better incentives. Financial assistance, honorarium, and other incentives should be 3. Revive the Research Circle. The Research established to encourage faculty participation. Circle will assist the Academy to ensure the revitalization of its research and development 3. Establish and strengthen research links. The programs to address the issue on mentoring. DRD must strengthen its ties on established national and international research institutes 4. Budget allocation information. The knowledge and is also encouraged to seek more links regarding this helps the DRD plan their physi- to strengthen its backbone in the fi eld of re- cal targets more feasibly. This will guide DRD search. Also, trainings/seminars/workshops as to the researches it would recommend for participated upon by DRD staff must be re- approval of the Research Council, including fi - echoed to the researchers. For active re- nancial assistance to support the researchers. searchers, they may be sent as delegates to 5. Issue protocols on contracts and manuals. The trainings/seminars/ workshops. Waves 22 Bibliography

Commission on Higher Education. (2000). Republic Act No 8439, An Act Providing a CHED accomplishment report of FY Magna Carta for Scientists, Engineers, 2000. Philippines: Author. Researchers and other Science and Technology personnel in Government, Commission on Higher Education. (2001). (1997). Medium term higher education development plan (2001-2004). Salazar-Clemeña, R. M. (2006). Higher Philippines: Author. education research in the Philippines: Policies, practices, and problems. In Commission on Higher Education. (2009). Meek, V. L. & Suwanwela, C. (Eds.), National higher education research Higher Education Research and agenda 2 [NHERA 2], 2009-2018. Knowledge in the Asia Pacifi c Region Retrieved from http://www.ched.gov.ph/ (pp. 185 – 200). New York: Palgrave chedwww/index.php/eng/Information/ Macmillan. NHERA-2 Salazar-Clemeña, R. M. & Almonte-Acosta, S. De Haven, M. J., Wilson, G. R., & O’Connor- A. (2007). Developing research culture in Kettlestrings, P. (1998). Creating a Philippine higher education institutions: research culture: What can we learn Perspectives of university faculty. from residencies that are successful in Presented research, Hangzhou, China. research. Educational Research and Methods, 30(7), 501-507. Sanyal, B. C. & Varghese, N. V. (2006). Research capacity in higher education Dundar, H. & Lewis, D.R. (1998). Determinants sector in developing countries. Paris: of research productivity in higher UNESCO. education. Research in higher education (vol. 25, pp. 607-630). New York: Shanklin, C. (2001). A faculty perspective: Springer. Intrinsic research rewards that make a successful faculty member tick. Merrill Lacanilao, F. (2011a). Basic problems in center publication on the research Philippine science and higher education. mission of public universities, (no. 105). Retrieved from http://josecarilloforum. Retrieved from http://merrill.ku.edu/ com/forum/index.php?topic=1291. publications/2001whitepaper/shanklin. new;topicseen html Lacanilao, F. (2011b). Incentives for R&D. Todd, R. W. (n.d.). Why do action research? Retrieved from http://www.tup.edu.ph/ Retrieved from http://www. Padilla, S. N. A. (2012). SUCs commit to bigger, philsefl support.com/why_ar.htm better role in education. The Philippine Western Philippines University. (2009). Increase Daily Inquirer. Retrieved from http:// research, invention, creative work inquirer.net/ and extension output. Retrieved from Pratt, M., Margaritis, D. & Coy, D. (1999). http://www.wpu.edu.ph/main/index. Developing a research culture in a php?option=com_content&view=article&i university faculty. Journal of Higher d=53&Itemid=62 Education Policy and Management, 21(1), 43-55. Waves 23 Assessment of the PMMA Entrance Examination Instrument for Effective Data Bank of Test Items

This study’s primary concern is to determine the effectiveness of the content of the instrument used in the entrance examination of the Philip- pine Merchant Marine Academy (PMMA) on the last three consecutive years (2009-2011). Spe- cifi cally, the study sought answers to the follow- ing questions: (1) What are the characteristics of the test scores using the samples in terms of: (a) measures of centrality, (b) standard deviation, Researchers: Victoria Paraggua, Rachelle C. Diviva, (c) variation and (d) skewness; (2) How were the Ana Lee M. Panado, and Jamila M. Millar samples be described in terms of: (a) index and Consultant: Rheanora R. Castillo mean of diffi culty and (b) index and mean of dis- Research Assistant: Silveriano P. Apostol crimination; (3) How reliable are the samples; (4) Is there an evidence that the performance of the groups on the samples are signifi cantly equal; Sample 2 consists of 71 (35%) of diffi cult items, and (5) Is there a signifi cant difference on the 64 (32%) average items, 29 (15%) very diffi cult, samples’ diffi culty and discrimination levels. 24 (12%) very easy items, and 12 (6%) very easy items. The mean diffi culty level of the test items The sample statistics in terms of measures of in English and abstract reasoning were 0.48 and centrality such as mean, median and mode were 0.54 respectively which are interpreted as aver- 92, 89 and 85 in Sample 1 (2009); 82, 80 and 74 age. The mean diffi culty level of the test items in in Sample 2 (2010); and 82, 81 and 77 in Sample mathematics and science and technology were 3 (2011) respectively. 0.33 and 0.36 respectively which are interpreted as diffi cult. The average mean of the 2010 PMMA The standard deviation and variance were entrance examination from the four subject areas 10.69 and 114.22 in Sample 1, 7.57 and 57.27 is 0.43 and is interpreted as average. in Sample 2, and 13.80 and 190.51 in Sample 3. Sample 3 consists of 80 (40%) diffi cult items, sk Using the Pearson coeffi cient of skewness ( ) 52 (26%) average items, 32 (16%) very diffi cult of data, test results showed that Sample 1, Sam- items, 25 (13%) easy items, and 11 (5%) very ple 2 and Sample 3 were highly positive skewed easy items. The mean diffi culty level of the test sk with at 1.95, 2.98 and 1.14 respectively. items in English and mathematics were 0.40 and The item analysis results showed that Sam- 0.34 respectively which are interpreted as diffi - ple 1 consists of 88 or 44% of average items, 72 cult. The mean diffi culty level of the test items in (36%) diffi cult items, 26 (13%) easy items, 9 (5%) science and technology and abstract reasoning very diffi cult items, and 5 (2%) easy items. The were 0.41 and 0.49 respectively which are in- mean diffi culty levels of the test items in English, terpreted as average. The average mean of the mathematics, science and technology, and ab- 2011 PMMA entrance examination from the four stract reasoning were 0.44, 0.48, 0.52 and 0.47 subject areas is 0.41 and is interpreted as aver- respectively which are interpreted as average. age. The average mean of the 2009 PMMA entrance As observed in Fig. 1, the study showed in- examination from the four subject areas is 0.48, consistency in the distribution of the test items in which is interpreted as average. terms of diffi culty index. Waves 24

In terms of discrimination indices, Sample 1 consists of 106 (53%) zero/negative items, 38 (19%) poor items, 23 (12%) marginal items, 17 (8%) good items, and 16 (8%) very good items. Sample 2 consists of 60 (30%) zero/negative items, 50 (25%) very good items, 37 (19%) poor items, 28 (14%) marginal items, and 25 (12%) good items. Sample 3 consists of 71 (36%) zero/ negative items, 50 (25%) good items, 30 (15%) poor items, 25 (12%) good items, and 24 (12%) marginal items. The study showed that the tests were mostly comprised of poor and zero/negative Figure 1. Summary of item diffi culty level of the discriminating items. Although the three samples samples manifested similarity in terms of discriminat- The study shows the imbalance use of diffi cult ing power of test items, Sample 1 showed more items which ranged from 41% to 56% of the test, items that are poorly discriminating than Sample very easy items which ranged from 15% to 18% 2 and Sample 3 which had half of the test items of the test, and average items from 26% to 44% fall within marginal to very good discriminating of the test. indices. Among the subject areas, science and technology in Sample 1 and abstract reasoning The science and technology in Sample 1 and in Sample 3 are less discriminating while English abstract reasoning in Sample 2 and Sample 3, in Sample 1, science and technology in Sample though rated as average, show signifi cant low dif- 2, both English and science and technology in fi culty level. The subjects which show signifi cant Sample 3 have desirable discriminating powers. diffi culty levels are English in Sample1 and math- The test items of the samples discriminate nega- ematics in Sample 2 and Sample 3. The study tively. This was attributed by the chances where showed that the most diffi cult subject among the members of the lower group got the answers cor- four content areas in all the samples is mathe- rectly than the members of the upper group. matics while the least diffi cult subject is abstract reasoning. The three samples still fall on the av- The test reliability of the samples showed erage level of diffi culty though there was immod- that Sample 3 has a good reliability coeffi cient erate use of diffi cult items in Sample 3. Sample at 0.7960 compared with Sample 1 which is sig- 1 was observed to be least diffi cult, followed by nifi cantly low at 0.6976. Surprisingly, the perfor- Sample 2, and the least was Sample 3. This im- mance of the group in Sample 2 is highly signifi - plied that the PMMA entrance examination is be- cant although the reliability coeffi cient of Sample coming more diffi cult year after year. 2 is very poor at 0.2989. Among the samples, Sample 3 is the highly reliable instrument. Fig. 2 shows the summarized item discrimina- tion of the samples. The study showed the signifi cant difference of the performances of the groups. The group who took Sample 2 performs well than the groups who took Sample 1 and Sample 3 who are considered to be homogenously very low groups. The exces- sive use of diffi cult to very diffi cult items resulted signifi cant difference on the diffi culty level of the samples. Finally, due to the composition of 72% poor and zero/negative discriminating items in Sample 1, the signifi cant difference on the dis- crimination level of the samples was established.

Figure 2. Summary of item discrimination of the In view of the fi ndings of the study, the fol- samples lowing conclusions were drawn: (1) Descriptive Waves 25 statistics indicated that the examinees of the On the basis of the fi ndings and conclusions, PMMA entrance examination in three consecu- the study strongly proposed the following: (1) tive years are homogenously low groups except Study and investigate other factors which may for the group in Sample 2; (2) Item analysis of test have contributed to the poor performances of the showed inconsistency in the distribution of the examinees, diffi culty and discrimination levels of test items in terms of diffi culty level. Despite the some test items, reliability and inconsistency of immoderate use of diffi cult items, the three sam- the samples; (2) Standardization of the item in- ples fall on the average level. It implies that the clusion of the possible components in terms of PMMA entrance examination is becoming more diffi culty and discriminating level indices in the diffi cult year after year. The items on the samples test; (3) Test developers should establish sys- discriminate negatively due to the excessive use tematic procedures and planning of test construc- of poor and zero/negative discriminating items; tion which will conform to the standard given by (3) The combination of undesirable fi ndings of the Commission on Higher Education and to the the diffi culty and discrimination levels of items on needs of maritime education; (4) Retraining of the the item analysis provides support that Sample 3 concerned test writer and admission personnel in and Sample 1 have good and low test reliability test construction; (5) Statistics should be record- respectively while Sample 1 has very poor test ed for each test administration, especially if the reliability; (4) There was evidence that the perfor- item will be repeatedly used. This is to avoid the mances of the groups are not equal. The group possible effects of the nature or type of each ex- who used Sample 2 showed signifi cant perfor- aminee which was infl uenced by the curriculum mance regardless of being homogenously low and instructional procedures used prior the test; group; and (5) There was a signifi cant difference and (6) Establish an available comprehensive list on the samples’ diffi culty and discrimination lev- of test items which will measure knowledge of the els. It was established that the samples used ex- subject, ability to apply the principle and concept, cessive diffi cult to very diffi cult items in Sample 3 and/or both separately to ensure the quality of the and poor and zero/negative discriminating items test and will measure what it will intend to mea- in Sample 1. sur e. RCA | 4 oping into full blown incidents which resulted to crew injury and damage to properties. The cur- The ISM Code requires analysis of incidents, rent practice of the respondent company is to non-conformities, and hazardous occurrences gather the reports of near misses coming from (i.e. near misses). This requirement merely tells their ships and then rely on the analysis and rec- the company “what to do” but not “how to do it”. ommendations of their ship offi cers which did not As a result each company was left on its own on have formal training in RCA. whether or not to train their ship offi cers on how to carry out systematic analysis, more particularly, While it cannot be discarded that some re- the RCA. Since there is no existing local or inter- spondents might have ended up identifying the national regulations mandating training on RCA, root cause through sheer luck or by chance, companies were not compelled to train their ship there were statistical tools used to offset this. It offi cers. is a totally different story however when prop- erty, environment, reputation, and even life are With regard to the respondent Company, the at stake. Identifying root causes by chance is a fact that there were 3,559 near misses reported costly gamble with unlimited liabilities and which in one year does not mean that they were operat- could further be aggravated by the harsh marine ing unsafe ships. On the other hand, it actually environment. refl ects high level of safety awareness among its crew. Lastly, incidents which resulted to damage, pollution, crew injury or fatality cost money to These near misses, however, should have the company. Carrying out RCA before such inci- been treated as opportunities for improvement dents even occur (i.e. carrying out RCA on near and should have been properly analyzed and the misses) is, economically speaking, cheaper for root causes determined. As stated earlier, there the company. were concrete evidences of near misses devel- Research Presented on the International Venue Waves 27 A Study on the Measures of Seafarer Supply with Statistical Comparison of Maritime Graduates Career Path for the Republic of Korea and the Philippines

Journal of the Korean Society of Marine Environment and Safety Vol. 18 No. 3, 30 June 2012, pp. 253-259 ISSN 1229-3431

Abstract: Researchers: Ronald D.C. Barro & Won-Hui Han

The projection on the demand for seafarers is seen to continue to rise in consonance with the world’s fl eet increasing tonnage. It is also expected that recurring offi cer shortages is further corroborated by the BIMCO/ISF report for paramount when global markets bounce off from worldwide demand for and supply of seafarers. In the economic downturn it experienced for the their report, the supply fi gures for both offi cer and last few years. In BIMCO/ISF (The Baltic and ratings to be 624,000 and 747,000 respectively and International Maritime Conference/International based on the Standards of Training, Certifi cation Shipping Federation) report for 2010, a continuous and Watchkeeping (STCW) certifi cation. Further, effort to produce competent seafarers should be the demand statistic is determined at 637,000 adapted and as much as possible, reduce the offi cers and 747,000 rating (BIMCO/ISF, 2010). wastage in the industry to address the looming These fi gures indicated a slight variation on scenario. The Republic of Korea, an Organization the supply and demand for seafaring offi cers for Economic Cooperation and Development category. However, the BIMCO/ISF added a (OECD) member, is a powerhouse in shipbuilding worse-case scenario which is dependent on the industry and has also had continued to show an improvement of world economy. The Chairman’s expanding trend in its fl eet. On the other hand, Report during the Asian Shipowners Forum (ASF) the Philippines is still acknowledged as the main likewise pointed out to another possible root of source of manpower for ocean-trading vessels. seafarer shortage = massive order book of new In this paper, a statistical comparison of maritime buildings (ASF, 2011). As a consequence, it is graduates’ career path between the two countries predicted that the slight to severe offi cer shortage is presented. In conclusion, it is suggested that situation is likely to occur in the future. a mutual cooperation between the Republic of Korea and the Philippines can be established Economic rise of the Republic of Korea with focusing on international maritime education has put itself as one of the global leaders in and training collaboration. maritime industry. The shipbuilding industry has had continued to expand its major shipbuilding conglomerates tapping China, Vietnam and Introduction the Philippines to further boost its market competitiveness. On the other hand, an increase In a report submitted to the OECD member in its national fl eet tonnage is now nearing the countries’ maritime support committee, the 30 million gross tons. This fi gure represents recurrence of possible seafarer shortage scenario a percentage share of roughly 4% of world was presented. Specifi cally, the demand for fl eet ownership in terms of deadweight (The ship’s crew and the consequence of this shortage Shipbuilders’ Association of Japan [SAJ], 2010). for OECD member state on the management of national fl eet was given utmost priority (Precious In 2010 alone, the Philippines deployed around Associates Limited, 2003). This scenario is 340,000 seafarers and this compromises the total Waves 28 number for offi cers, ratings and the non-marine Eastern offi cer counterpart remains practically category (Philippine Overseas Employment stable. In Fig. 2, the rating numbers follow Association [POEA], 2010). This fi gure accounts the same trend as that of their OECD offi cer to almost 30% of world’s seafaring manpower in equivalent. terms of nationality. Such is the popularity of the maritime profession in the Philippines as it can be refl ected with more than hundred maritime institutions scattered in the archipelago. The country produces around 8,000 graduates for its Bachelor of Science in Marine Transportation and Bachelor of Science in Marine Engineering program (Devanadera, 2008).

This paper looks into the career path of maritime graduates for both countries mentioned above. A review of each country’s maritime Figure 1. The supply of offi cers by region (Waagtmann education and training is presented. It is projected & Poulsen, 2009) that statistical knowledge and comparison of data will yield approaches tackling issues besetting the maritime industry.

Background of statistical comparison

The Republic of Korea and the Philippines shares a common denominator besetting the global maritime community – the probable shortage of seafarers. Outlook for the OECD countries, of which Korea is a member state, has Figure 2. The supply of ratings by region (Waagtmann predicted a continued decline in seafarers supply. & Poulsen, 2009) Latest report has shown a decline of about 3.6% in the total number of Korean seafarers serving both on ocean-going Korean fl ag and foreign However, worth-noting here is the offi cer- fl ag vessels. This can be mainly attributed to the rating ratio. In the BIMCO/ISF Manpower 2005 annual shrinkage pattern in the number of Korean Update summary, the OECD countries-supplied ratings. For the offi cer category, a constant growth seafarers have a 43% offi cer and 57% rating has been recorded for the past years although proportion. This can be indicative that the the data of last year’s has indicated a decline region is experiencing a seafarer shortage for (Yoon, 2011). The Philippines, on the other hand, both manpower categories. Meanwhile, the Far displays an indicative surplus in its non-offi cer Eastern offi cer-rating proportion stands at 36%- seafarers. However, this is not the case for 64%. Considering the total number of seafarer offi cer category. In 2008, the Filipino offi cers only in the region, this fi gure will signify practically account to 13% for the total deployed seafarers. a short supply of offi cers and a surplus on the Further, for the 2009 data of the more than 60,000 rating group. certifi ed navigational offi cers, management level offi cers only account 25% while the rest of what Fig. 3 represents the features infl uencing the was in the operational level. national supply of seafarers in a study conducted by Waagtmann and Poulsen (2009). This Fig. 1 and 2 denote the trend on supply of illustration overviews the concept of this paper offi cers and ratings by region. In Fig. 1, the and will be utilized to assess the career path for continual drop on the supply of offi cers from maritime graduates of the Republic of Korea and the OECD region is very evident while their Far the Philippines. Waves 29

embrace this system for their undergraduate program. This system works wherein an initial academic program is covered in two years, a year-long shipboard training and fi nally another year for academics leading to bachelor degree. For the “3-1” system, three years are dedicated to academics covering the whole program followed by a year of shipboard experience. In addition, an associate degree will be earned upon completion of the shipboard training. The popularity of maritime profession in the Philippines attracts an average of more than 70,000 students per year. However, the graduate to enrollee ratio is the point of interest. In Fig. 4, roughly only 15% of the enrollees are able to graduate and earn a bachelor degree. As such, this data suggests a very huge wastage rate or drop-out rate in the Figure 3. Features for the supply of seafarers maritime education. In a study conducted, this (Waagtmann & Poulsen, 2009) consequence can be attributed to ineffi ciencies not only for maritime schools but also of the whole tertiary education system, high cost of MET, and failure to obtain placements for cadetship or Career path for maritime graduates of Korea shipboard training (Amante, 2003). Maritime education and training The Korean maritime education and training (MET) is continually evaluated for compliance to international standards. Embedded in its curricula is a two-pronged approach enabling its graduates to perform sea-based duties and shore-based management. This education and training methodology is carried-out by injecting an array of electives in its curriculum hence, providing suffi cient educational background to its students on both occupational fi eld (Dimailig et al., 2010). Figure 4. The Philippines’ maritime enrollee to graduate Maritime education and training in the ratio (CHED, 2010) Philippines adheres to state and international enacted regulations and policies. Government bureaus, headed by the Commission on Higher Education (CHED) and the Maritime Training Labor Market Council (MTC), are directly involved in the Seaborne trade accounts to more than 90% of implementation of maritime programs according the total world trade volume transport. Although to international standards of STCW ’78 Codes the world economy suffered a slump, indicators and Conventions as amended. As of present, have shown a rebound in the trade growth. Fig. there are about hundred maritime institutions in 5 and 6 illustrates the present condition for world the archipelago offering bachelor degrees for seaborne trade volume and fl eet expansion. The marine transportation and marine engineering. sustained growth of the world seaborne trade Further, the country adapts two systems in its experienced a tumble but quick to recover posting maritime education, the “2-1-1 curriculum” and a growth of almost 7% from 2009 to 2010. Annual the “3-1 curriculum” in the offering of its maritime mean from 2000 to 2010 is around 3%. degrees. For the former, two maritime institutions Waves 30 Similarly, the world fl eet evolution has shown up-to-date report, the Korean ocean-going vessel an increasing trend with a little less than 6% total tonnage has nearly doubled from 2008 and annually for the period of 2009 to 2011. The is now nearing the 30 million gross tons despite growth posted in reference to world trade volume global economic downturn in 2008. and fl eet expansion dictates the global demand and supply concern for sea-based manpower. The increase in fl eet tonnage will be One interesting fact for this data is the increase in proportionate to other marine related business tonnage for every individual cargo sector. In 2011 and management. As such, the labor market for report, the world’s cargo carrying fl eet surpasses Korean maritime graduate offers wide prospect the 1,480 million deadweight mark. Of this, China and a seafaring career will become merely and South Korea accounts to 72.4% of world ship a choice to some of the few. In addition, this capacity in 2010. fi gure denotes the dormant state of Philippine fl eet registration. This setting is refl ected by the dependency of Filipino seafarers to foreign shipowners/management for job opportunities.

Figure 5. Annual trend for world trade volume (Maritime Knowledge Centre, 2012) Figure 7. Merchant fl eet expansion (SAJ, 2010)

Labor Force Fig. 8 and 9 represents the employment trend of Korean seafarers both for state and foreign fl ag ocean-going vessels. As predicted for OECD member state, the decline in the number of seafarers is evident.

Based on the gathered data, an annual decline in the number of seafarers can be approximated to be at 3.5% and 5.1% for Korean fl ag and foreign Figure 6. Annual trend for world fl eet expansion fl ag vessels respectively. Another signifi cant fact (Maritime Knowledge Centre, 2012) is the number of reserved seafarers on offi cers and rating category. In BIMCO/ISF estimates for the global demand of seafarers in relation to fl eet growth, a scenario Correlating the numbers in this category, the was presented affecting the supply and demand active (on-board) and reserve ratio is seen to of sea-based manpower. Stating, an annual be at 15:1 and 11:1 for the offi cers and ratings increase of 2.3% in the global fl eet with the same class as shown in Fig. 10. This scenario and the rate of seafarer supply will result to “hot scenario” expansion of Korean tonnage will further boost or severe seafarer shortage. Considering the the probability of the shortage in manpower to data from Fig. 5 and 6, it is indicative that severe man its fl eet. In Fig. 11, the population of foreign seafarer shortage is indeed imminent. seafarers on-board Korean vessels implies a sustained growth specifi cally on the ocean-going Fig. 7 compares the merchant fl eet registration fl eet. The Philippines continues its role as the for Korea and the Philippines. According to an major sea-based manpower provider. Waves 31 In 2010 data, the country has deployed more than 347,000 seafarers as can be seen in Fig. 12. The number of Filipino seafarers also suffered a drop during the global recession period but has climbed steadily then after. Further, newly registered seafarers fi gure posted an increase in the past few years helping easing the global demand for seafarers.

Fig. 13 illustrates the occupational category of deployed Filipino seafarers. Figure 8. Deployment of Korean seafarers on foreign fl ag (Ministry of Land, Transport and Maritime Affairs [MLTM], 2008)

Figure 12. The Philippines annual deployment and newly registered seafarers (POEA, 2010) Figure 9. Deployment of Korean seafarers on State fl ag (MLTM, 2008)

Figure 13. Seafarer deployment by occupational category (POEA, 2010) Figure 10. The ratio on active and reserved Korean seafarers (MLTM, 2008) Deployment of Filipino merchant marine offi cers has continually increased for the past few years. For the rating group, although the deployment fi gure is unstable, the numbers outweigh that of the offi cers. Non-marine category points to personnel working on-board vessels as chefs, waiters, and the likes. Fig. 14 shows the top occupational position of Filipino seafarers deployed.

Figure 11. Trend of foreign seafarers deployed in Korean fl eet (MLTM, 2008) Waves 32 new entrants to maritime profession. For a maritime country like South Korea, enticing more entrants to “life at sea”, a propaganda can be established focusing on awareness of the maritime profession and the attractions of the career at sea. Advertisement showcasing the benefi ts and the beauty of sea-life can be adopted as an approach for this propaganda. Some literatures have also suggested the recognition of sea service in lieu of military Figure 14. Deployed Philippine seafarer according to service or/and even tax exemptions can be occupational position (POEA, 2010) adopted to attract more entrants.

3. Focusing on international maritime education Conclusion and training collaboration. This involves Maritime graduates’ career path dictates tying-up with maritime institution abroad a country’s constant supply for sea-based wherein the main objective is to produce manpower either on its own state fl ag or foreign qualifi ed and competent seafarers. Specifi c fl ag. Shore-based management and shipping- standards on education and training for related business also offers job opportunities to both parties can be incorporated in the the maritime graduates. The Republic of Korea curricula. As such, the pool of seafarers will and the Philippines are two countries whose not be limited on local graduates but also economic backbone points to the maritime from the product of this mutual cooperation. industry. The total supply of Korean seafarers has On the other hand, this will enhance been on the decline for both its offi cers and rating the employment opportunity of maritime group in recent years. The Philippines, on the students benefi ting from this collaboration. other hand, has an indicative surplus in the rating category and a minor shortage for the offi cer 4. The maritime student enrollee to graduate category. However, with the looming scenario on ratio for the Philippines represents a high global shortage of seafarers, this paper looked wastage rate. One of the factors seen into some infl uences affecting the supply of here is the failure of the students to obtain seafarer for both countries. The following are placement for their shipboard training. As seen to assuage, if not completely, this standing such, government institutions involved circumstance. in maritime education and training might consider looking into the capability of 1. A mutual cooperation between the Republic maritime schools in the country to board of Korea and the Philippines can be their students. This can be adopted as one established. The Republic of Korea, to procedural aspect for the accreditation of sustain the needed manpower for its the institution’s maritime program. expanding fl eet, may further expand their shipmanning activity through engagement with the sea-based labor force of the References Philippines. The Philippines, on the other hand, can benefi t too in this cooperation Amante, M. S. V. (2003). “Philippine Global with the increasing labor market and wider Seafarers: A Profi le”. Seafarers range of employment opportunity to its International Research Centre, Cardiff seafarers. University, pp. 39-40.

2. In the International Maritime Organization ASF. (2011). Asian Shipowners Forum Seafarers program “go to sea”, it was revealed that Committee, “Chairman’s Report to the recruitment is the focal point in attracting 20th ASF”, The 20th Asian Shipowners Forum, 24th May 2011. Waves 33

BIMCO/ISF. (2010). “The Worldwide Demand POEA. (2010). Philippine Overseas Employment for and Supply of Seafarers”. Manpower Administration, “Overseas Employment 2010 Update, pp. 2-4. Statistics”, pp. 31-35.

Devanadera, N. P. (2008). “Seminar on the PAL. (2003). Precious Associates Limited, Problem of the Shortage of Seafarers “Availability and Training of Seafarers”. and the Role of the Government through Directorate for Science, Technology CSR Activities”. Department of Labor and and Industry, OECD Maritime Transport Employment, pp. 37-50. Committee.

Dimailig, O. S., Jeong, J. Y. and Kim, C. S. SAJ. (2010). The Shipbuilders Association of (2010). “Comparative Review of Maritime Japan, “Shipbuilding Statistics”, pp. 9-12. Tranportation Education between Korea and Philippines”. Journal of the Korean Waagtnmann, M. A. and Poulsen, R. T. Society of Marine Environment and (2009). “Recent Developments and Safety, ISSN 1229-3431, pp. 71-80. Probable Future Scenarios Concerning Seafarer Labour Markets”. http://www. Maritime Knowledge Centre. (2012). dendanskemaritimefond.dk/public/ “International Shipping Facts and Figures dokumenter/2005_6/Klyngeprojekt/IAMU. - Information Resources on Trade, pdf Safety, Security, Environment”. IMO. Yoon, P. (2011). “Korean Flag Vessels MLTM. (2008). Ministry of Land, Transport and Approaching 30M Gross Tons”, The Maritime Affairs of Korea, Seafarers and Maritime Press, http://eng.maritimepress. Labor Policy Division, “Employment of com Seafarers”. Philippine Merchant Marine Academy Student Research Waves 35 Effective Ways on How to Fight Piracy Threat in Somalia By 4CL Lester John V. Subia Filter Section

Key words: threat, violence, safety, authorities, shipping crews

Abstract Piracy is an affront on the global commitment to freedom of navigation on the seas and cancerous to the international economy. It has delayed shipments and increased shipping expenses. Aside from that, violence against crew members continues to increase. Some crew members are usually held prisoner on their own hijacked vessels. Even few died because of abuse or neglect and about half were released after the payment of ransoms. Piracy, especially in Somalia, is a threat not only to international trade and shipping, but also to the lives of innocent seafarers and to the peace and security of the region. Somalia is not a functioning state. Because of poverty, internal chaos, corruption and violence, the pirate economy is booming. Pirates can operate freely from their harbours. They usually swarm a vessel with armed men, gain control of the ship, steer it back to a pirate base and then demand a ransom from the ship’s owner, families of the crew or both. Despite the efforts of the large naval presence offshore, the piracy threat remains substantial due to the large profi ts that can be made. One great remedy to this problem is to intervene and rebuild the country. This move can greatly affect the growing piracy threat around the globe but it will take time and effort to successfully transform this whole nation. This leaves one viable option to ensure the safety of international shipping business, the individual arming of merchant vessels and making merchant ships responsible for their own security. Pirates have been around forever and eradicating piracy is as hard as it is desirable. We can never completely eliminate them, but we can certainly cut down on their activities.

Introduction a country torn apart by 20 years of civil war, The escalation of piracy at sea in recent years widespread disease, drought, starvation and has been a matter of great concern to the maritime unemployment. It is very hard to stop piracy community. Since 2005, the growing instability in because of the rewards of multimillion dollar Somalia has created a new and very effective ransoms that the Somali pirates can get. They are piracy threat throughout the Indian Ocean and becoming more organized and violent, but many has become too complex for anyone to deal with of the pirates themselves are simply being driven it effectively. to more desperate acts and taking massive risks because it is the only way they can feed their Therefore, this paper describes three possible starving families. solutions on how to fi ght this growing economic threat at sea.

Possible Solutions to Piracy Threat The Reborn of a New Government Piracy is just one complex symptom of Waves 36 Aside from that, the detainment and trial arming of merchant vessels. Making merchant of pirates remains a big problem. In the past, ships responsible for their own security is the only authorities have been unhappy about returning way to ensure the safety of their crew and cargo. captured pirates to Somalia due to concern Generally, once pirates board a vessel, it is over how they will be treated in a country with too late to do anything about the situation. They no effective policing system. Suspects are still talked about different remedies until they came to regularly freed because of complications over know about using fi rearms to fi ght the invaders. where they should face trial, or who will accept But fi rearms became problematic: ports restrict them as prisoners or agree to put them on jail. the entrance of “armed” vessels; crews do not This problem only needs one strong approach want to encourage fi re fi ghts; vessels carrying – a stable and strong government that can police volatile materials cannot afford exposure to itself. They need to take their skills back to explosive armament. Somalia. They need to secure a political solution Rather than calling for a naval cavalry that will to ensure peace and stability is restored to the rarely come over the hill in time, most anti-piracy country. But before we can achieve that goal, technology focuses on preventing that to happen there are certain things to consider. First on the so they created systems that work at a distance. list is the support from other government acting These integrated non-lethal technologies are collectively and individually. Somalia needs used to protect vessels against the threat of greater levels of support and coordination for piracy. Include small target radar systems that them to fi nally build its government that will rule can recognize small boats at 10-plus miles. It itself. The next thing is, we need the help of military also has a direct long-range visual and a thermal forces, shipping companies, ship operators, and camera to observe the threat. ships’ crews. All of them have a crucial part to play if shipping is to be rid of this crime. And if Another device named Acoustic Hailing everything falls into place, this will be the start of Device, known informally as “the pain ray”, a greater international effort that can put an end use directed sound technology to broadcast to the suffering of Somali people and to its war a penetrating warning tone, powerful voice torn country. transmission effective from more than 1,000 yards. The Use of 21st Century Technology to Stop an 18th Century Problem Over 33,000 ships a year transit the Gulf of Aden and they all cannot be protected by naval forces. This leaves only one viable option to ensure the safety of international commerce, the Waves 37

Laser Energetics Inc. sells standalone hand- given by representatives of fl ag states, industry held lasers with an effective range of about group, navies and the IMO. This was followed 2,800 yards. The Dazer Lasers are waterproof, by a meeting involving international shipping sidearm-sized units carried in holsters when fi red associations which reiterated the need for urgent can impair targets’ vision and cause a loss of and coordinated action from governments, the equilibrium and nausea. shipping industry and the maritime community to address the escalating crisis. Also, the concerned individuals agreed on the need for compliance with the IMO guidance and industry’s best management practices; the need for improved cooperation, communication with, and deployment of naval forces operating on the area; and the need for more proactive measures

An AD, another new technology, was to avoid ships becoming victim to this organized developed by the Air Force Research Laboratory. criminal activity at sea. The ADs “emits a focused beam of wave energy The IMO also issued some preventive that travels at the speed of light and penetrates measures that should be taken on-board. These the skin to a depth of 1/64 of an inch, producing includes: shipmasters must be kept updated on an intolerable heating sensation that causes the piracy situation of the area of trading and targeted individuals to fl ee.” they should maintain clear communications

New out of the Netherlands is Secure-Marine’s with appropriate naval defence vessels; the secure ship, a collapsible electric fence set up crew members should be vigilant and maintain around a vessel’s perimeter. Boarding attempts 24-hour watch in piracy infested areas; the trigger alarms and fl ood lights, and the intruders ship security plan should also focus on piracy are given a non-lethal 8-joule shock-enough to risks and clearly state crew responses, radio hurt, but not to kill. procedures and reporting procedures; set up an emergency area on-board – possibly with Massive Raising of Awareness separate communications; provide strongest Much of anti-piracy campaign has focussed possible lighting, over side, bow and stern area on raising awareness of the issues and educating but be careful not to interfere with safe navigation those who may be in position to act. Workshops rules at steam; seal off means of access to ship. on preventing and suppressing piracy were held Access doors, holds and storages should be at IMO Headquarters in order to raise awareness locked when not in use; delay anchoring by slow among those responsible for the oversight and steaming or longer routing. delivery of seafarer training. Briefi ngs were also Waves 38

Conclusion Many have been dealing with piracy issues for Brown, R. J. (2011). Combatants, not armed many years. There, through a series of measures, merchant vessels, are the answer. developed and implemented action with the strong Professional Mariner, 147, 44-45. cooperation and support of shipping industry, we MacDonald, C. (2009). Human errors. Retrieved have been able to help signifi cantly reduce piracy from http://ec.europa.eu/transport/ in these parts of the world. The need has been maritime/events/doc/2009_01_21_piracy/ identifi ed: to seek solutions to contain piracy and ifsma_lindvall_part_2.pdf thwart pirate attacks, to plan pirate operations and make it harder for pirates to engage in such Lidington, D. (2009). Human errors. Retrieved operations and to help the people of Somalia to from http://www.fco.gov .uk/en/global- rebuild their country and establish forces of law issues/piracy// and order so that crime is no longer the preferred Mitropoulos, E. E. (2011). Piracy IMO option for them. It is now up to us to work and orchestrating the response. IMO News, 3, make the difference. 4, 26-32.

References Shields, W. A. (2011). Send out decoy ships with Allen, C. J. (2011). Partnership for deterrence military crews to destroy pirate vessels. needed between the military and the Professional Mariner, 147, 45. maritime industry. Professional Mariner, Singleton, M. J. (2011). Pirates will learn to stay 147, 44. from ships with armed crews or security Barta, N. J. (2011). Use of technology to stop teams. Professional Mariner, 147, 43-44. piracy problem. Professional Mariner, 147, Zoro, C. (2011). Troubled waters. Seafarer, 21- 45-46. 23. Bernard, C. (2011). New technologies at the forefront of anti-piracy measures. Professional Mariner, 144, 41. Waves 39 LNG: A Greener Alternative Bunker Fuel for Ships

By 4CL Romanito T. Mozo Boiler Section

Key words: LNG fuel, bunkering, bunker tank

Abstract Liqeufi ed Natural Gas (LNG) is clearly the green alternative of the future for the marine transport sector. It has been a challenging process, where it was important to get three issues in particular in place: class requirements (for equipping the ships), infrastructure (gas availability) and a competitive price for gas compared with the current price of oil. The best option the shipping industry has for contributing to global emissions reduction is to switch to natural gas. This will cut about 25% of CO2- equivalent emissions and reduce sulphur oxide (SOx) emissions by between 90% and 95%. However, introducing LNG as fuel for shipping also requires the availability of LNG in ports; an appropriate infrastructure has yet to be established. Also appropriate engines, bunkering and gas supply systems on-board as well as safety concepts need to be developed. All the technology needed to set up and operate a competent and safe LNG bunkering service is in place today. The introduction of LNG bunkers presents a new opportunity with a wider potential scale of demand. As with all means of carrying LNG by sea, the arrangement for supporting an LNG bunker tank must be able to withstand tank movements arising from both temperature changes and the fl exing of the hull structure due to ship rolling, pitching and heaving. Bunkering of LNG presents a number of safety issues due to its cryogenic character. Conventional atmospheric LNG containment systems rely on thick insulation to keep the gas liquid at around -162°C. This is impractical for LNG fuel tanks adding up to 4x the total volume. The solution has been movede to IMO Type C tanks. These can tolerate limited pressure build as the LNG warms.

Introduction LNG as ship fuel

Because of global warming and several Using LNG as a fuel has been a common environmental concerns related to the use of diesel technology for decades on LNG carriers. There is as fuel for ship propulsion, LNG is sighted as an an excellent safety record for loading/unloading alternative fuel for ship propulsion to reduce the of those vessels as well as for operation of emission of harmful gases and particulates that propulsion systems based on burning boil-off contributed much in air pollution, global warming gases. Furthermore, there is about 10 years’ and greenhouse effect. Continuous price increase worth of experience mainly in Norway on small of diesel oil is also one of the reasons why LNG ships with LNG propulsion, e.g. ferries and is introduced as the best alternative fuel for its offshore supply vessels (Petrospot, 2011, pg. 20). availability and low cost. This paper will discuss Using LNG as ship fuel has recently gained why the LNG can be an alternative fuel for ship more attention not only in Europe, but also in and how it can be stored and used as bunker fuel. Asia and the USA. There are drivers visible which Waves 40 make LNG as ship fuel one of the most promising Veritas (DNV) Asia Pacifi c & Middle East at new technologies for shipping (GL-Group, n.d.). a press conference at the Marintec China in Shanghai (Høifødt, 2011). First, using LNG as ship fuel will reduce sulphur oxide (SOx) emissions, which are created However, many believe that the key to when using fuel with high sulphur content, by cutting shipping emissions is changing the fuel, between 90% and 95%. This reduction level and according to Eriksen, LNG is the shipping will become mandatory within the so-called fuel of the future (Singh, n.d.). “Environmental Emission Control Areas (ECAs) by 2015. A similar requirements aren’t going to get any less strict,” reduction will be enforced for worldwide shipping Lars Petter Blikom, segment director for LNG by 2020, pending a review at the International at DNV said in an interview in London. “That’s Maritime Organization (IMO) which may shift the just going to make gas even more compelling introduction to 2025 (GL-Group, n.d.). Second, and there’s no other realistic option (Nightingale, due to the lower carbon content of LNG compared 2010).” to traditional ship fuels, a 20% - 25% reduction in The best option shipping has for contributing carbon dioxide (CO ) emissions is possible. The 2 to global emissions reduction is to switch to actual reduction depends on the engine type and natural gas. This will cut about 25% of CO2- the range of possible measures for reducing the equivalent emissions. This reduction, however, unwanted release of unused methane. has recently been disputed from two angles: the LNG cuts carbon emissions from shipping by methane slip in internal combustion engines, i.e. about 25%, sulfur oxides by almost 100%, and methane slipping unburnt through the engine, nitrogen oxides by 85%. As well as fi tting out new and the methane leakages along the natural gas carriers to run on LNG, it is possible to retrofi t value chain. The fi rst has already been optimized existing vessels to use the fuel. Nitrogen oxides by the engine suppliers to where it can be pollution is also being curtailed under the IMO considered a minor issue. But the latter is much rules. The shipping industry will face pressure to more diffi cult to quantify, as it depends largely cut its carbon emissions too (Blikom as cited in on the source of natural gas and its production GL-Group, n.d.). methods. Several studies indicate that there is still clear advantage for natural gas, but the “Increasing focus on LNG as a clean and cost message is clear: switching to natural gas will not effective ship fuel has brought forward initiatives contribute much to reducing global emissions. At throughout the shipping industry, preparing the least not directly (Blikom, 2012). ground for a more rapid introduction of LNG as fuel for ships in all segments,” said Mr. Remi While a conversion to distillate fuels (gas Eriksen, Chirf Operating Offi cer of Det Norske oil) in regional shipping is widely anticipated, Waves 41 natural gas has environmental properties which years the majority of ships contracted for short are superior to any liquid petroleum fuel. This sea trades will use LNG as a fuel (Chart-Ferox, report introduces LNG as a solution to the 2005). environmental challenge (Chart-Ferox, 2005). Natural gas is an excellent fuel for internal After an introductory phase of study of the combustion engines, due to several fuel Magalog project (Maritime Gas Fuel Logistics) , properties which make it possible to design LNG is expected to become more cost effective gas fuelled engines with high effi ciency and than distillate fuels for ships, particularly in a high low exhaust emissions. Following are technical oil price scenario (Chart-Ferox, 2005). features of natural gas used as a ship fuel (Chart- LNG has the possibility to replace HFO and Ferox, 2005) other marine fuels as main fuel for commercial High methane number, allowing a high power shipping. The main benefi t with LNG as fuel for ratio within the knocking margin, easily mixed ships is that it may improve the environmental with air to obtain a homogenous charge, which performance of shipping without a signifi cant cost burns with high fl ame velocity even at high air increase. Reduced maintenance costs and better access. This avoids high peak temperatures work environment for crew are the other benefi ts and pressures during combustion, resulting in of the fuel shift (Linkedin, n.d.). reduced emissions of NOx of as much as 90% LNG is produced both worldwide and in comparison with residual oil or marine diesel domestically at a relatively low cost and is oil. It also allows for high effi ciency. It contains cleaner burning than diesel fuel. Since LNG no Sulfur, therefore no SOx emissions, and no has a higher storage density, it is a more viable particulate matter (Chart-Ferox, 2005). alternative to diesel fuel than compressed SOx NOx PM CO Fuel type 2 (g/kWh) (g/kWh) (g/kWh) (g/kWh) natural gas for heavy-duty vehicle applications Residual oil 582- 13 9-12 1.5 (ConsumerEnergyCenter, 2012). 3.5% sulphur 630 Marine diesel oil 0.25- 580- 2 8-11 0.5% sulphur 0.5 630 The reasons for using of LNG as a marine fuel: Gas oil 0.15- 580- 0.4 8-11 Natural gas as fuel for ships is more effi cient, 0.1% sulphur 0.25 630 Natural gas 430- 0 2 0 cleaner, less noisy and less corrosive combustion (LNG) 480 Source: Marintek than “traditional” marine fuels. Using LNG as fuel gives us large environmental improvement and Stoichiometric combustion of natural gas can be expected that LNG will become more yields 9.5% CO2, whereas diesel yields 13.4% cost effective. The biggest advantage is lower CO2. The simplicity of the constituent molecules emissions and cleaner air in harbors and cities and absence of sulfur in natural gas also result along the seas. We believe that in fi ve or 10 in the avoidance of particle emissions (Chart- Waves 42

Ferox, 2005). LNG is clearly the green alternative extra stops to take bunker fuel, and it is these of the future for the marine transport sector. It vessels that are seen as the most promising has been a challenging process, where it was potential adopters of this new technology (GL- important to get three issues in particular in place: Group, n.d.). class requirements (for equipping the ships), The diffi culty when providing LNG as fuel to infrastructure (gas availability) and last but not a wider scale of ships and shipping areas is the least – a competitive price for gas compared with bunkering infrastructure to make LNG available the current price of oil (lnggot, 2010). However, wherever the ship’s operators may need it. It is introducing LNG as fuel for shipping also requires therefore crucial for the introduction of LNG as a the availability of LNG in ports; an appropriate fuel to have an infrastructure in place that secures infrastructure has yet to be established. Also safe, fast and reliable accessibility to LNG for the appropriate engines, bunkering and gas supply operators – a major task for those involved in systems on-board as well as safety concepts small scale LNG (Ship and Offshore, 2011). need to be developed (Alde, 2011). LNG bunkering will have to be as close as LNG as Ship-fuel Bunkering possible to the traditional bunkering if it will be LNG is an environmentally and climate- accepted by the majority of the shipping industry. change-friendly fuel but demands a facilitating However, there are few details in place about how infrastructure (bunkering infrastructure) encom- to bunker large amounts of LNG to a ship while it passing fi lling stations, regulations, industry stan- is alongside at the terminal for cargo operations. dards, etc. to become a commercially viable fuel Bunker volumes and required rates exceed by (DMA, n.d.). A functional and standardized bun- far the current Norwegian practice, and bunker kering infrastructure is a prerequisite for wide- vessels or barges will be required to cover the spread use of LNG in global shipping (Richard- needs (Petrospot, 2011). sen, 2012). It is fully possible to bunker from LNG storage Little attention has been paid to LNG tanks ashore or directly from an LNG feeder or bunkering recently and only now is research bunker barge. The LNG fuel may be transferred being performed to look into the key points via a fl exible hose or a special rigid arm. The related to this. It needs to be emphasized that, distribution of LNG as fuel is now being studied if LNG bunkering cannot be implemented in a in various places in the world and is expected similar way to HFO bunkering, LNG as ship fuel to develop gradually over the next few years. will rapidly see a decline in commercial interest. Practical alternatives for LNG bunkering include This is because current scheduling of ferries, ro- (Cuesta, 2010): ro vessels and container ships does not allow for Waves 43

• Bunkering from an LNG feeder/barge that that technical and regulatory challenges need is docked alongside the VLCC while the to be overcome before LNG bunkering in ports VLCC is at the loading/discharging terminal becomes standard (GL-Group, n.d.). or at sea/anchor. Such operations must be Bunkering of LNG presents a number of carried out according to the instructions of safety issues due to the cryogenic character of the terminal or port authorities. LNG. At -163°C, it is capable of crippling steel • Bunkering from land-based LNG storage structures if spilled, after which it will rapidly tanks (at the oil terminal). The vessel is in evaporate. Furthermore, this evaporation would such case berthed at an oil terminal and produce a highly infl ammable cloud of gas, which bunkering from a shore-based LNG bunker any nearby sources of ignition could cause to tank which is fi lled from LNG feeders or catch fi re (GL-Group, n.d.). LNG bunkering has bunker barges. another key difference from conventional oil bunkering. For safety, it is important that, after use, the LNG transfer lines are natural gas free and fi lled with inert gas. On large LNG carriers, inert gas generators are fi tted (IMO, 2012).

Service standards for LNG bunkering has to be developed. It is also likely that most LNG bunkering will need to be carried out away from busy berths or by ship-to-ship transfer in

The supply of LNG to ships will eventually anchorage points. The speed at which LNG can require bunker vessels, which would themselves be transferred is determined to the rated pumping be small LNG tankers with anticipated capacities capacity and smallest pipeline, but unlike of between 1,000 m3 and 3,000 m3 in the near conventional liquid fuels, also by the ability and term. Several LNG bunker vessel designs have capacity to capture boil off gas (BOG) assuming already been published and it is assumed that venting is to be avoided. For terminal loading, these could be built today (GL-Group, n.d.). this is not a problem. In ship-to-ship transfer, this can be achieved by compression and storage in The last step of supplying LNG to the end- a holding tank on-board the bunker barge, then user is performed by LNG bunker vessels, none delivered into the BOG return stream ashore of which have yet been built. These would be during replenishment operations. Alternatively, small LNG tankers, too, and would deliver the small re-liquefaction plants could be installed on- LNG to the ship in a fashion similar to the present board larger bunker barges to return BOG into bunker delivery of HFO. It is noted, however, the cargo tanks as LNG (IMO, 2012). Waves 44 LNG bunkering is likely to happen starting with design restrictions lead to a factor of 3 to 4 times short-sea shipping and may eventually cascade required volume to carry the same amount of into deep-sea trade facilitated by regulations. energy in comparison to oil-based tankers. LNG However, the key driver, demand, is highly tanks have to be insulated for two reasons: one dependent on pricing of LNG and its comparable is to reduce boil-off vapour generation by heat price difference with competing fuels like HFO ingress and the other is to protect adjacent ship and MGO (Lloyd’s Register, 2012). structures from very cold temperatures. For ships with more or less continuous consumption of LNG Bunker Tank LNG and only short periods of low or no demand, In respect to storage, one basic disadvantage the conventional foam insulation will be the most of LNG is its low density. LNG takes up roughly economical type of insulation. LNG consumption twice the volume of fuel oil for the same energy of the engines will keep tank pressure low. For content. There are several types of containment ships with longer periods of low consumption, for systems for LNG available but some of them are example operational patterns based on LNG used not feasible for the given conditions on ships using only in ECA and conventional fuel outside ECAs, LNG as fuel. The current regulatory approach it might be essential to improve tank insulation is based on self supporting tanks as defi ned in in order to reduce pressure rise in tanks. With the IMO IGC code: Type A (designed as ship regards to small tanks, this can be done by using structures) and Type B (prismatic or spherical) vacuum insulation as seen in Norway (Ship and tanks are generally feasible for fuel gas tanks but Offshore, 2011). their requirement for pressure maintenance and secondary barrier raise problems which have not These vacuum insulated tanks are limited yet been solved in a technically and commercially to cylindrical shape and do not allow for in-tank sound way. This may be a future solution for ships inspections or mounting of in-tank equipment as carrying large amounts of LNG as fuel. Hence IMO they usually have no manhole. For tanks clearly 3 type C tanks (pressure vessels) turn out to be the exceeding 500 m or requiring bilobe or conical preferred solution for current designs. Firstly, the shape, the use of special insulation panels is tanks are very safe and reliable, secondly, their proposed to improve insulation performance high design pressures allow high loading rates (Ship and Offshore, 2011). and pressure increase due to boil-off and fi nally, Conventional atmospheric LNG containment they are easy to fabricate and install. The major systems rely on thick insulation to keep the gas disadvantage of this type of tank is the space liquid at around -162°C. This is impractical for LNG consumption due to restriction to cylindrical, fuel tanks adding up to 4x the total volume. The conical and bilobe shape. In addition to the solution has been to move to IMO Type C tanks. unfavorable volume/energy effi ciency, these These can tolerate limited pressure build as the Waves 45

LNG warms. They are double skinned cylinders have to be bigger to provide the same operating (10-10,000 m3) or bilobe tanks (100-20,000 m3), range. Larger tanks can be diffi cult to fi t into mounted internally or on deck, with the inner skin smaller vessels or can displace cargo volume. containing the LNG, separated from the outer Additionally, LNG tanks have to be insulated to skin by a vacuum space, sometimes fi lled with keep the contents cool adding more volume. insulating material. Current designs operate up LNG is stored below deck in horizontally to around 5 bars and concepts are available mounted, vacuum-insulated, cylindrical pressure with a design pressure up to 10 bars. New and vessel tanks with dished ends. LNG fuel tank more space effi cient membrane and Type C tank storage capacity for deepsea ships would need designs are under development for use with LNG to be in excess of 500 m3. This is a size which bunkers (IMO, 2012). is not considered economical or feasible for vacuum insulated tanks, not least because of the large amount of underdeck space occupied by a horizontal, cylindrical pressure vessel tank and any associated containment/insulation

IMO Type “C” Tank / (imo, January 2012) arrangements. As with all means of carrying LNG by sea, the arrangement for supporting The location of storage tanks is a key issue for an LNG bunker tank must be able to withstand shipowners, designers, builders and classifi cation tank movements arising from both temperature societies as the industry explores the potential changes and the fl exing of the hull structure due of using LNG to power the global fl eet (Lloyd’s to ship rolling, pitching and heaving (IMO, 2012). Register, January 2012).

Conclusion

LNG is a good alternative for the diesel fuel and HFO which is currently used by the shipping industry. It is a good alternative fuel in order to meet the global standards for particulates emissions and prevention of air pollution set by The LNG storage tank is lowered on to the Argonon chemical tanker (Lloyd’s Register, 2012) the IMO and other international organizations. For now, LNG’s convenient use is still on study Comparing energy density, LNG requires but for sure, it wil be the dominant fuel for ship around 1.6 times the volume compared with oil propulsion someday. fuels. Bunker tanks on an LNG-fuelled vessel Waves 46

References Blikom, L. P. (2012). LNG energy of the future.

Nightingale, A. (2010). LNG to dominate Retrieved from http://blogs.dnv.com/ ship fueling within 40 years, DNV says. lng/2012/07/lng-is-the-fi rst-step-towards- Retrieved from http://www.bloomberg.com/ carbon-neutral-shipping/

news/2010-11-19/liquefi ed-natural-gas-to- LNG Bunkering. Retrieved from http://www.gl- dominate-ship-fuel-in-40-years-det-norske- group.com/en/snb/lng_bunkering.php says.html LNG from Risavika becomes fuel for ships. Alde. (2011). LNG as ship fuel. Retrieved from Retrieved from http://www.lnggot. http://www.alde.eu/event-seminar/events- com/2010/lng-fron-risavika-becomes-fuel- details/article/lng-liquifi ed-natural-gas-as- for-ships/ ship-fuel-37711/ LNG ship fueling. Retrieved from http://www. Bunkering, infrastructure, storage, and chart-ferox.com/systems/systems-lng- processing of LNG. Ship & Offshore systems-ship-refueling.htm (2011). Retrieved from http://www. Petrospot. (2011). LNG bunkering: A bright shipandoffshore.net/fi leadmin/user_ future beyond black oil? Bunkerspot, 7(6), upload/pdf/www.shipandoffshore.net- 20. issue1-2011.pdf

Renewable Energy. Retrieved from http://www. Cuesta, E. F. (2010). LNG bunkering. Retrieved consumerenergycenter.org/renewables/ from http://www.dnv.com/industry/ index.html maritime/publicationsanddownloads/

publications/updates/tanker/2010/2_2010/ Retrieved from http://www.lr.org/Images/LR_ Operatingprofi les.asp LNG%20bunkering%20infrastructure%20 study_tcm155-237162.pdf GL-Group. (n.d.). LNG supply chain. Retrieved

from http://www.gl-group.com/en/snb/lng_ Retrieved from http://www.shipandoffshore.net/ supply_chain.php fi leadmin/

Horizon (2012). Issue 33. Retrieved from Høifødt, T. (2011). LNG as ship fuel is gaining http://www.lr.org/Images/CD2446_LR_ momentum. Retrieved from http://www. Horizons%20Jan2012%20Update_v1_ dnv.com/press_area/press_releases/2011/ tcm155-233794.pdf lngasshipfuelisgainingmomentum.asp Waves 47

The LNG infrastructure project. Retrieved Why LNG as Ship Fuel? Retrieved from http:// from http://www.dma.dk/themes/ www.gl-group.com/en/snb/lng_benefi ts. lnginfrastructureproject/Sider/ php LNGinfrastructureproject.aspx Tri-zen (2012). The genesis of LNG bunkers. Singh, T. (2012). LNG the shipping fuel of Retrieved from http://www.imo.org/ the future? Retrieved from http://www. OurWork/Environment/PollutionPrevention/ cisoilgas.com/article/could-lng-be-the- AirPollution/Documents/Air%20pollution/ shipping-fuel-of-the-future/ LNG%20Bunker%20Perspectives%20 Feb%202012.pdf

Waves Editorial Board 2012

Victoria Q. Paraggua Editor-in-Chief

Jamila M. Millar Associate Editor

Ana Lee M. Panado Rachelle C. Diviva Managing Editors

Silveriano P. Apostol Circulations Manager

Victoriano A. Alojado • Lody G. Moya • Lester J. Pasco • Pelibert N. Sanchez • Procis C. Aquino • Sep A. Cabangon • Winnie P. Bandong • Efren B. Riconalla PMMA Graduate School

Charlie M. Pandongan • Raul B. Cappleman • Rheanora R. Castillo PMMA Researchers

Ronald D.C. Barro • Won-Hui Han International Researchers

Lester John V. Subia • Romanito T. Mozo • Val Ralph S. Velasquez Student Researchers

Jamila M. Millar Layout Artist Waves 48 Selected Maritime Disasters in the Philippines during the Past Three Decades By 4CL Val Ralph S. Velasquez Boiler Section

Key words: maritime disasters, three decades, MV, MT, ML, collision, capsize

Abstract Since the advent of the use of ship transportation in our country, it had continuously brought great changes to the lives of many Filipinos. In just a short period of time, it became popular due to our country’s archipelagic feature with 7, 107 islands. It provided an alternative choice for everyone aside from land and air transports. In addition, it offered cheaper fares than airlines and faster travel time than buses or trucks. Indeed, islands, countries and different destinations were made closer and more accessible by the use of maritime vessels. There were a lot of options to choose from which included passenger liners, cargo vessels, Ro-Ro transport, coastal ferries, container ship, bulk carriers and tankers. While most benefi ted as mere passengers, many, on the other hand, became masters and conquerors not only of the Philippine sea but also of the seas all around the globe which made our country supply [more than] 20% of the total shipboard workforce in the international trading fl eets (PSAP & Ode, 2002). A large number of them consist of high ranking maritime offi cials who include captains, chief offi cers and chief engineers who are responsible for the safety and success of the entire voyage of their ships. According to a report from the Philippine Overseas Employment Administration (POEA)-7, most companies prefer Filipinos because of the reputation that they have already established as men with proper work attitude and their ability to communicate fl uently in English. However, before our country achieved such reputation, there have been many maritime accidents that happened during the past decades which threatened the maritime industry. Until now, there are few accidents that still happen to our sea transports. Maritime schools and institutions are already aware of these events, making them upgrade their students’ training on maritime safety and disaster management. The government, on the other hand, is making provisions to support the advocacies of maritime schools and to increase the standards in the selection of quality seafarers through the action plans of concerned government agencies and the proper conduct of the board examinations. But, often times, these actions are being neglected. Their importances are not felt by all because many are not aware of how many properties and lives were sacrifi ced during the maritime accidents that happened in the past. It seemed that no one learned from these events because many accidents still happen today which would have been prevented had there been enough study and knowledge earned from such events. In this regard, the researcher thought of this literature review to serve as an eye opener for every reader about some of the selected maritime disasters that happened in our country for the past three decades. Among the thousands of these accidents, he chose only ten which were considered as the most controversial of them all. From these stories, the readers may realize the importance of the improvement of the maritime safety in our country through the concerned government agencies such as the Philippine Coastguard, Philippine Navy, Maritime Industry Authority and other local government units as well as the upgrading of maritime education being offered by different colleges and other educational institutions. Waves 49

Introduction MV Viva Antipolo 7 to sink in 1995 which remained

This literature review contains the stories unresolved until now. of some of the worst maritime disasters that Lastly, a disaster resulting from overloading happened in the Philippine sea arranged in caused the ML Annahada to sacrifi ce more than chronological order. So famous are these 150 lives in 2000. that some even garnered worldwide records, Ten Most Famous Maritime Disasters in the surpassing the disasters that happened from other Philippines (arranged chronologically from countries. Worst among the worst is the collision 1980-2008) of MV Doña Paz to MT Vector which killed more 1. MV Don Juan than 4,000 people on 1987, even more tragic The MV Don Juan, a passenger ship with than the sinking of Titanic. Similar to this collision more than 800 passengers, collided off the incident are the collision of MV Don Juan and MT Tablas Strait in Maestro de Campo, Mindoro, with Tacloban City that happened 7 years earlier, the the MT Tacloban City, an oil tanker owned by the collision of MV Cebu City with the Singaporean Philippine National Oil Company (PNOC) and freighter Kota Suria 9 years later and the collision the PNOC Shipping and Transport Corporation of MV San Nicolas with Super Ferry 12 on 2003. (PNOC/STC) at about 10:30 p.m. of April 22, Another one is the Super Ferry 14, known 1980. As a result, the MV Don Juan sank. as the “World’s Most Lethal Terrorist Attack at Several of its passengers perished in the sea Sea”, which involved the well-known Mindanao tragedy. The bodies of some of the victims were terrorists, the Abu Sayyaf Group. More than 100 found and brought to shore. Eighteen were found people were killed and missing in the bombing dead and 115 others were missing. incident. 2. MV Doña Paz Ship incidents caused by external forces At around 10:30 p.m. of December 20, 1987, such as typhoons and other natural disasters are the passenger vessel MV Doña Paz collided with also included. Such examples are the sinking of another ship, the oil tanker MT Vector, along the MV Doña Marilyn due to Typhoon Unsang, MV Tablas Strait, between Mindoro and Marinduque. Princess of the Stars by Typhoon Frank and MV Princess of Orient. However, the latter still remains The MT Vector was loaded with 8,800 barrels of to be a mystery as despite of its large size and petroleum products shipped by petitioner Caltex. It sturdiness that would have made it invulnerable was a tramping motor tanker owned and operated of being shaken by strong sea current, it still by Vector Shipping Corporation, engaged in the wasn’t able to endure the storm making it sink. business of transporting fuel products such as gasoline, kerosene, diesel and crude oil. During A fi re incident, on the other hand, caused the that particular voyage, the MT Vector carried Waves 50 on-board gasoline and other oil products owned (now Chevron) from any liability in the collision. by Caltex by virtue of a charter contract between The decision affi rmed the Court of Appeals’ ruling them. On the other hand, the MV Doña Paz was a against Vector Shipping and its owner Francisco passenger and cargo vessel owned and operated Soriano. Vector was ordered to reimburse and by Sulpicio Lines, Inc. plying the route of Manila/ indemnify Sulpicio Lines PhP 800,000.00. Tacloban/Catbalogan/Manila/Catbalogan/ This event was considered as one of the worst Tacloban/Manila, making trips twice a week. maritime disasters not only in the Philippines but also in the whole world. A documentary video from the National Geographic channel called it as the “World’s Worst Maritime Incident during Peace Time” which exceeded the casualties and damages made by the Titanic tragedy which only killed about 1,517 people.

3. MV Cebu City Relatives of the victims of the sinking of MV Doña Paz mourn for the corpse of their loved ones while de- MV Cebu City was a ferry operated by manding for justice from the ship owners. (Photo cour- tesy of google image search) William Lines Incorporated which later merged

Only 26 passengers survived the resulting with Aboitiz Incorporated in 1996. In December fi re and sinking. Though the offi cial death toll 2, 1994, the 2,452-ton ferry sunk in Manila Bay was only 1,565, most estimate that over 4,000 after colliding with the Singaporean freighter Kota passengers perished in the accident. All the crew Suria claiming 140 lives. members of MV Doña Paz died, while the two After the investigation by the Philippine survivors from MT Vector claimed that they were Coast Guard, the crew of Cebu City was found sleeping at the time of the incident. Subsequent responsible for the incident. The collision could investigations into the incident found that MV have been avoided if the Cebu City obeyed a call Doña Paz exceeded its passenger and cargo from the freighter Kota Suria to turn right. Instead, limits and that the MT Vector’s boat license had Cebu City reportedly turned left and crossed to expired. Kota Suria’s path.

In the end, the judgment imposed in the 4. MV Doña Marilyn incident was that Vector Shipping was found Again, another passenger vessel from Sulpicio liable for the crash, while the parent company, Lines, the MV Doña Marilyn, sank on October Caltex was absolved of responsibility. In a 24, 1988 while sailing from Manila to Tacloban judgment on July 24, 2008, the Supreme Court City near the province of Leyte. It was caught of the Philippines absolved Caltex Philippines Waves 51 mid-voyage by a typhoon named Unsang. It left this did not apply to the huge 13,734-ton ferry. 389 dead. Only 147 survived. Doña Marilyn was a sister ship of the ill-fated MV Doña Paz.

The crew of the vessel M/V Doña Marilyn took a calculated risk when it proceeded despite the typhoon brewing somewhere in the general direction to which the vessel was going. The crew assumed a greater risk when, instead of dropping anchor in or at the periphery of the Port The Princess of the Orient as Sunfl ower 11. (Photo of Calapan, or returning to the port of Manila courtesy of www.wikipedia.org) which is nearer, proceeded on its voyage on the Four hours later it was reported listing, a assumption that it will be able to beat and race state from which she was unable to recover. It with the typhoon and reach its destination before capsized at 12:55 p.m. near Fortune Island in the typhoon passes. Batangas. Of 388 passengers on-board, around As a result, a court trial on July 24, 1995 150 perished. Its passengers were fl oating at sea concluded that the sinking of the said ship was for more than 12 hours before rescuers were able due to gross negligence. However, it was not still to reach them. clearly stated whether the owners or the offi cers Survivors said the ship sank in less than an of the company can be held criminal of the case. hour—highly unusual for a ship of itssize with no 5. MV Viva Antipolo 7 apparent damage. Although 29 years old, the 200

This motor vessel caught fi re on May 16, 1995 meter-long ferry was a sturdy vessel not even at the vicinity of Dalahican Fishport, Lucena, close to overloaded. It should have handled the killing 62 and leaving 10 people missing and 142 storm with ease. survivors. This ship was totally lost and its cause Until now, the truth of its sinking has not been of fi re was not known. known. However, authorities suspected that its

6. MV Princess of Orient cargo shifted, leaving it vulnerable to the churning sea. During the 19th of September 1998, Tropical Storm Vicki was beating the northern Philippines 7. ML Annahada when the Princess of the Orient, the biggest ML Annahada was a merchant launch which marine vessel of Sulpicio Lines, left Manila at 8:00 sank off Sulu province in the Philippines on April p.m. bound for Cebu. A storm warning prohibited 12, 2000. It was found out that the merchant ships of less than 500 tons from sailing. However, launch was overloaded. After it left Sulu, several Waves 52 boats carrying people pursued it in the open sea City with 899 recorded passengers and crew and boarded, making it had a total of 150 to 200 aboard. A television set containing a 3.6-kilogram passengers on-board. However, it was licensed (8-pound) TNT bomb had been placed on-board to carry only 9 crew, 11 passengers and cargo. in the lower, more crowded decks. Fifty six people were reportedly killed and over Rescuers extinguish the 100 were missing. Most of the passengers were fi re caused by an explosion as reportedly illegal migrants on their way to Tawi- MV Super Ferry sinks. (Photo Tawi which then serves as the backdoor of the courtesy of country to Malaysia and Indonesia. yahoo image search)

8. MV San Nicolas

MV San Nicolas was a wooden-hulled merchant launch bound for Manila from Coron, Palawan that collided with MV Superferry 12 off the coast of Corregidor Island around noon of May 26, 2003. At that time, torrential rains An hour after its 11:00 p.m. sailing, just off have been pouring over the region and it was either El Fraile or Corregidor Island, an explosion zero visibility for most ships causing the MV San tore through the vessel, starting a fi re that engulfed Nicolas to collide with the giant vessel. Out of the the ship and caused the confi rmed deaths of 203 passengers of MV San Nicolas, 39 people 63 people while another 53 were recorded as were killed. In an investigation conducted after missing and presumed dead. As the fi re spread the incident, it was found out that both MV San across the vessel most of the survivors jumped Nicolas and MV Superferry 14 made serious into the sea or boarded rescue boats and, by the errors and negligence which caused both ships to 29th of February, offi cials had accounted for 565 collide. MV San Nicolas is owned by San Nicolas of the 744 recorded passengers and all but two of Shipping formerly known as Asuncion Shipping the 155 crew members. Eventually, the bombing Lines which was based in Banton, Romblon. caused 94 deaths and 24 missing victims. 9. MV Super Ferry 14 At fi rst, the disaster was just thought to be an The sinking of MV Super Ferry 14 was accident, but further investigations found out that described as the “World’s Most Lethal Terrorist it was caused by terrorist actions. A man named Attack at Sea”. Redondo Cain Dellosa, a Rajah Sulayman On the night of the 27th of February 2004, the Movement member, confessed to have planted 10,192-ton ferry sailed out of Manila for Cagayan a bomb triggered by a timing device on-board for de Oro City via Bacolod City and Iloilo the Abu Sayyaf Group (ASG). He held a ticket on Waves 53 the ferry for bunk 51B where the bomb was placed passengers is variously reported between 700 and disembarked before the ship’s departure. It and 800. The ferry sent a distress signal at midday was believed that thr ASG bombed Superferry 14 on June 21 when its diesel engines allegedly because the company that owned it, WG&A, did stalled in rough seas near Sibuyan Island. not comply with a letter demanding USD 1 million Xinhua News Agency reported that 4 survivors in protection money. witnessed “that the captain of the ship ordered Despite the efforts made by the government the abandoning of the ship at noon Saturday, but troops, the suspect was not caught, but members many passengers did not even wear life vests of his movement were arrested and jailed while when the ship capsized.” Four survivors told GMA others were killed on battles in Mindanao. News that “the ship did not malfunction, but only slowed down its speed as it encountered big 10. MV Princess of the Stars waves off the coast of Romblon.” One saw many people jump, but “the waves were so big and the rains so strong that few of them could have possibly survived; the crew were so busy saving themselves that they did not care to help the passengers to wear safety vests, and that some of the passengers passed out while children and the elderly failed to wear life vests because they could no longer move when the ship was turning upside down.”

Speed boats surround the capsized MV Princess of Stars in search for survivors and victims. (photo cour- A week after the ferry disaster, more than tesy of www.wikipedia.org) 100 passengers had been confi rmed dead, with MV Princess of the Stars (sometimes 800 still missing. The ship was also carrying the mistakenly referred to as Princess of Stars) was pesticide, endosulfan, which contaminated the a ferry owned by Filipino shipping company part of the sea involved in the accident. Sulpicio Lines that capsized off the coast of San As to the results of the investigation on the Fernando, Romblon at the height of Typhoon case, the Philippine Board of Marine Inquiry Fengshen (Philippine Atmospheric, Geophysical (BMI), in its 65-page report dated August 25, 2008 and Astronomical Services Administration name: (submitted to the Maritime Industry Authority or Frank) on June 21, 2008. Marina), found Sulpicio Lines and its captain The ferry left the port of Manila on June liable for the MV Princess of the Stars June 20, 2008 enroute to Cebu City. The number of 21 maritime tragedy. The BMI recommended Waves 54 that Marina “consider the suspension of the with the laws in the maritime industry. They Certifi cate of Public Convenience (CPC) of must not only think of their commercial gains in Sulpicio Lines in accordance with existing laws, transporting goods and passengers, but they rules and regulations (and its criminal liability for must also think of the safety of their customers. the sinking.” The fi nal report blamed human error, Their ships must be regularly inspected and must and ruled that the ship’s missing and presumed be upgraded so as to prevent ship failure. They dead captain, Florencio Marimon, “miscalculated” must also see to it that their employees have the risk of continuing the trip to Cebu while the the appropriate training and skills needed in storm raged. seafaring such as navigational practices, disaster response operations, basic safety training, Conclusion lifeboat operation and knowledge on sea lanes Aside from the disasters presented in this and weather forecasts. Meanwhile, maritime literature review, many maritime incidents are institutions such as academies, colleges, and still on the list which remained unknown to most universities, must also upgrade their curriculum of us. Sorting them out, these disasters may be so that they might give more emphasis with caused by collision, burning, terrorist attacks, the safety at sea. The students must be given typhoons and negligence of ship offi cials. The experiential learning—that is, learning by doing— oldness of the ship, the lack of work experience so that they may be able to apply it successfully and education of the crews, the lack of maritime when the real situation comes. Lastly, the safety measures of the passengers and the passengers, in turn, must also be aware of the defi ciency of our government agencies also situations at sea. They must know what to do added to the promotion of ship accidents in our in any case of emergency that might happen. country. During bad weather conditions, they must have

We can no longer deny that our ships can the initiative not to aboard anymore and cancel already be considered as fl oating coffi ns for their trips. They must also abide with the existing anytime, they may just sink along their way. rules imposed by shipping companies so that overloading and fi re accidents may be prevented. But, we must not be contented with this. If the government, companies, maritime institutions and Our country is in great need of shipping the passengers just cooperate, we might be able transportation in order to connect our islands. to prevent sea tragedies and to save lives. The Let us not neglect the value of this kind of Philippine Coastguard, Philippine Navy, Marina transportation but instead, let us help in its and other local government units must help hand development and growth so that we might be in hand to further intensify their campaign in able to break the barriers between us made by protecting our seas and the seafarers. Shipping the sea which hinders our country’s economy to companies, on the other hand, must abide boost in progress. Waves 55

References

Banlaoi, R. (2011). Remembering 2004 super Jaggerkieth. (2008). The world’s 10 worst ferry 14 bombing; world’s deadliest maritime disasters in the last 20 years. maritime attack, so far. Retrieved from Retrieved from http://jaggerkieth. http://www.thelobbyist.biz/perspectives/ wordpress.com/2008/06/24/the- open-secret/464-remembering-2004- world%E2%80%99s-10-worst-maritime- super-ferry-14-bombing-worlds-deadliest- disasters-in-the-last-20-years/ maritime-terrorist-attack-so-far Sunseven. (2012). Asian Titanic tragedy. BBC News. (2004). Bomb caused Philippine Retrieved from http://sunseven.hubpages. ferry fi re. Retrieved from http://news.bbc. com/hub/December-20-Asian-Titanic- co.uk/2/hi/asia-pacifi c/3732356.stm Disaster

CBC News. (2000). Boat sinking kills 56 in the The Social Scientist. (2008). The worst maritime Philippines. Retrieved from http://www. disasters in Philippine history. Retrieved cbc.ca/news/world/story/ 2000/04/13/ from http://pagodkanaba.blogspot. boat000413.html com/2008/06/worst-maritime-disasters-in- philippine.html#axzz24XJsyJvn GMANews.TV. (2008). Coast Guard: 48 survivors, 67 fatalities confi rmed so far in The Warrior Lawyer. (2008). Sulpicio Lines sea mishap. Retrieved from http://www. liable for deaths in the MV Princess of gmanetwork.com/news/story/102987/ the Stars sinking. Retrieved from http:// news/nation/coast-guard-48-survivors-67- thewarriorlawyer.com/2008/06/26/sulpicio- fatalities-confi rmed-so-far-in-sea-mishap lines-liable-for-deaths/

GMANews.TV. (2008). Major marine mishaps in Triton Oceanic. (2009). Project: Princess of the the Philippines. Retrieved from http://www. Orient. Retrieved from http://triton-oceanic. gmanetwork.com/news/story/ 102803/ com/projects/detail/princess_of_the_ news/major-marine-mishaps-in-the- orient/ philippines

GMANews.TV. (2008). SC absolves Caltex in MV Doña Paz tragedy. Retrieved from http://www.gmanetwork.com/news/story/ 109102/news/nation/sc-absolves-caltex-in- mv-dona-paz-tragedy