Monday, November 30, 2015

Befalhavare's Chronicles of a Seafarer...


“Love your job and it will take care of you” - Capt. Daniel Winston S. Generato
This is always the advice he gave for the beginners.

Who is Capt. Daniel Winston Sabijon Generato? “Boyboy” as what they call him; the second to the youngest of 13 siblings; the only sibling who took Maritime Course. He was just an average midshipman a member of Sigma Rho Fraternity " Neptune Chapter " not even on the Dean’s list. He graduated his Associate in Marine Transportation at John B. Lacson Colleges Foundation-Arevalo (formerly Iloilo Maritime Academy) last April 14, 1993. Started his seafarering career last February 5, 1994 as a Deck Cadet onboard “MV Cadmus” owned by a Greek Company “PTL” Palmyra Tsiris Lines; a double boom General Cargo vessel under New Horizon Shipping in Ermita.

While on vacation (June 1995) after a year onboard, he decided to look for good standing shipping agency in Philippines. Again, he applied again as a Deck Cadet to Nordic Oriental Management “NOM” (now Swedish Crewing Management) before managed by Mr. George Guererro under the shipping agency “PTC” Philippine Transmarine Carrier Inc. in Makati by the help of his classmate 2/O Joremar “Ima” Gallinero who was in that time an OJT cadet. He was hired and but first to do an OJT cadetship together with Ima and a friend Michael Angelo De Filipe; in less than 3 weeks they (Winston, Ima & Michael) together went onboard “MV Forest Sovereign” a woodchips carrier vessel owned and manage by a Swedish company “Frontline/ Sea Partner”. He work onboard for total of 14.6 months as a “Deck Cadet (10 months) Messman (1.8 months) and Ordinary Seaman (2.8 months)”.

November 27, 1996, he joined the vessel “MV Atlantic Cartier” as an Ordinary Seaman. Onboard one of the OS was promoted to AB; and when he find out this OS (now 2/O Sixto Baldevia) who was promoted to AB has a 3rd Officer License and was his batchmate in Maritime School. This motivates him to move one step ahead, so he did his OJT Logbook and enroll to be Bachelor of Science in Marine Transportation after 13 months onboard.

February of 1998 he got his diploma in Bachelor of Science in Marine Transportation. Reviewed in RBR Areview Center in Ermita and successfully passed and got his first stripe; in which the people in San Miguel, Iloilo celebrates when the results was released because it is the day prior of the Town Fiesta (May 7, 1998). He completed his Deck Officer documents on 22 June 1999.

He joined 14 July 1999 as an Able Bodied Seaman and on October 28, 1999 the start of his life as a full pledge Deck Marine Officer; navigating and adventuring the Perils of the Sea;he was promoted as 3rd Officer onboard a Generation 3/ Roll-on Roll-off / Load-on Load-off “MV Atlantic Cartier.

He joined “MV Humber Arm” a paper carrier vessel May 1, 2001 as a 3rd Officer under Swedish Crewing Management principal “Gorthon Lines/ Sea Partner”. He sailed together with 2/O Nelson Fian. On July 13, 2001 there he was promoted to two stripes (2/O) relieving Nelson even without a Second Officer License only as per Master’s discretion; but after a month and 15 days he disembarked; he fractured his left wrist during docking while the vessel is proceeding to dry dock in Gothenburg, Sweden. He stayed on vacation for medication & therapies for 4.6 months and then back again at sea.

Year 2002 the Swedish Principal “Sea Partner” transferred to Orient Ship Management (now OSM Maritime Services Inc.); his service once again hired by Sea Partner and he joined “MV Tyrusland” last January 16, 2002 a Roll-on Roll-off vessel.

After his son’s (Dyland Winston Joseph) first birthday September 3, 2004 he decided to review and take his three stripes (Chief Officer Licensure Examination), when the result was released on November 25,2004, he was onboard MV Vasaland.

After completing all the requirements as Chief Officer on July 31, 2005 he joined under Torso Rederi/ Sea Partner “MV Windena” a Multi-purpose vessel as 2/O and was promoted to Chief Officer October 14, 2005.

After 3 years as Chief Officer he decided to go for the last stripes; so he took his Master Mariner Licensure Examination February 2008 and after 4 days; the result was published and he made it. He got his four stripes. He continues his career with OSM under the same principal “Sea Partner” with various ships (RoRo Passenger, Multi-Purpose & Bulk/General Cargo) as a Chief Officer.

While on vacation 2010; he decided to pursuit his career as Master. Mostly of the Captains of the principal were European and there is no slot for him in the Fleet. He asked permission from the principal and gracefully ended his career with OSM April 16, 2010.

He applied via “pinoyseaman.com” to the Shipping Agencies in Philippines and the Diamond-H Shipping Inc. hired him. On September 29, 2010 he joined a 5 months old Dutch owned “MV CFL Penhar” multi-purpose vessel as Chief Officer; after 3 months and 18 days (January 18, 2011) he was given the opportunity to command the said vessel by relieving his mentor Capt. Johnny Tayapad.

In his 20 years of sea experiences and to date, he is now a worldwide Master Mariner plus a part time Professional instructor to his Alma Mater (now John B. Lacson Foundation Maritime University – Arevalo) and the Alumni-President of Sigma Rho Fraternity Neptune Chapter. I do believe that his knowledge in Shipboard assignments, experiences, and enthusiasm to share; these entire can help his fellow seafarer or students make the most of his compilations will help them in their future career.


-Anonymous😎🤓👍⚓️🛥🛳🚤
























Most common videoke sung by a seafarer onboard a vessel....

SAILING
by: Rod Stewart

I am sailing, I am sailing
Home again, 'cross the sea
I am sailing stormy waters
To be near you, to be free

I am flying, I am flying
Like a bird, 'cross the sky
I am flying, passing high clouds
To be with you, to be free

Can you hear me, can you hear me
Through the dark night far away
I am dying, forever crying
To be with you, who can say

Can you hear me, can you hear me
Through the dark night far away
I am dying, forever crying
To be with you, who can say

We are sailing, we are sailing
Home again 'cross the sea
We are sailing stormy waters
To be near you, to be free

Oh Lord, to be near you, to be free
Oh Lord, to be near you, to be free
Oh Lord, to be near you, to be free
Oh Lord


🎙🚢⚓️🛳🛥⛵️🎻🎸🎺🎷🎹🎼🎧🎤🍰🎂🍺🍾🍽🌊👥🗣😀🤓😎😜

Sunday, November 29, 2015

Ship's Captain Obligation...

Ref: SOLAS CONSOLIDATED EDITION 2014 Regulation 33

Distress situation: obligations and procedures

1. The master of the ship which is in a position to be able to provide assistance, on receiving information from any source that persons are in distress at sea, is bound to proceed will all speed to their assistance, if possible informing them of the search and rescue service that the ship is doing so. This obligation to provide assistance applies regardless of the nationality or status of such persons or the circumstances in which they are found. If the ship receiving the distress alert is unable or, in the special circumstances of the case, considers it unreasonable or unnecessary to proceed to their assistance, the master must enter in the logbook the reason for failing to proceed to the assistance of the persons in distress, taking into account the recommendation of the Organization to inform the appropriate search and rescue service accordingly.

Ref: 1982 United Nations Convention on the Law of the Sea (Art. 98-1)

- Every State require the Master of the flying its flag, in so far as he can do so without serious danger to the ship, the crew or the passengers:

a. To render assistance to any person found at sea on danger of being lost;
b. To proceed with all possible speed to the rescue of persons in distress, informed of their need of assistance, in so far as such action may reasonably be expected of him.

Ref: ISM Code

(Part A – Implementation) 5 Master’s Responsibility and Authority 5.1 The Company should clearly define and document the master’s responsibility with regard to:

.1  implementing the safety and environmental-protection policy of the Company;
.2 motivating the crew in the observation of that policy;
.3 issuing appropriate orders and instructions in a clear and simple manner;
.4 verifying that specified requirements are observed; and
.5 “periodically reviewing the SMS and reporting deficiencies to the shore-based management”  
5.2 The Company should ensure that the safety management system operating on board the ship contains a clear statement emphasizing the master’s authority. The Company should established in the safety management system that the master has the overriding authority and responsibility to make decisions with respect to the safety and pollution prevention nd to request the Company’s assistance as may be necessary.
  

👍🏻👍🌊🍻🍺⚓️🚤🛥⛵️⛵️🚢🗼

Grievance Hearing Example

01 September 2014
In-route to Ravenna, Italy


Grievance Hearing Report


Subject: CE _____________ Repatriation

Hearing is conducted by Capt. Befalhavare, for the dismissal of________________, Chief Engineer, of legal age, Indonesian, born in Palembang with Seaman’s Book No. W_______for unsatisfactory performance of his duties and responsibilities since he joined last 03rd of July 2014 Gavle, Sweden onboard MV ________, IMO No. _______ with callsign ________.


The reasons made basis for his dismissal from MV ________ are as follows:

1. Unawareness of International Rules having admitted that it is his first time to work outside Asia.  Such lack of knowledge could endanger and/or impede the vessel's operations contrary to what is stipulated in his Job Description to wit:  
“Compliance of the engine room department with International Regulations, company guidelines and legislation concerning safety, environment, working and resting hours and labor circumstances.” Change over sulfur content regulations of MARPOL.
Where, after bunkering in Skagen Roads last 11th of July 2014, the Master informed him about the ETA to SECA Limit and asked CE to change-over from Low Sulfur to High sulfur when passing SECA limit. He disclosed that he has no idea what is SECA limit. He further added that since it is his first time to trade here in Europe he has NOT encountered this kind of change over. These International regulations are specified in Marpol Annex VI, Reg. 14 (3.1, 3.2, 3.3, 4.1, 4.2 & 4.3). As such, the lack of awareness of MARPOL regulations will jeopardize not only the voyage but the vessel’s entire operations as well risk to the ship in case of inspection by PSC.

2. Defiance of the Master’s orders as opposed to his job description:  “Follow the master’s order, the regulations of the shipping company and charterer strictly.”
Where, the Office sent an email regarding proper sampling to be conducted during bunkering and CE was ordered to take proper samples to be sent to the GMT testing laboratory.  He deliberately provided false samples to the Master where he “Marked the High Sulfur HFO Fuel sample with Low Sulfur HFO fuel sample” which was sent thru the agent in Turkey. When the results came and the vessel failed, CE admitted sending the wrong sample. He did not follow the order given by the office thru Master but instead provided false info to the Master.

In addition, during change over from High Sulfur content to Low sulfur content, voyage _______ (Kherson to Moerdjik); his calculations did not meet the regulations as the vessel exceeded the SECA Limit. The master repeatedly reminded CE about this matter but still he didn’t follow the Master’s instructions. In case of spot inspections/accidents, the owner’s will be fined when the vessel is found within the SECA limit.

3. Failure to CONDUCT his monthly routines onboard. 
Where, upon Superintendent Sjitze_______ visit to the vessel, he conducted rounds and inspection of the entire vessel.  He made queries from CE and found out that the latter was not conducting his monthly routines contrary to what is reflected in the Marad Maintenance system where he methodically marked the items “done/complied.” Consequently, he admitted that is not familiar with this type of equipment. 

Conclusion:

This report has been fully discussed to the crew and the implications of the said dismissal, and therefore made basis for his disembarkation.   

To: CE ____________
As per advice by the Master of MV _________; after thorough deliberation with the officers and with proper notice to _______Shipmanagement BV; as well as Superintendent Mr. Sjitze observations during his visit last 18th August 2014 at Moerdjik, Netherlands, you are hereby ordered dismissed from your duties to be repatriated in Ravenna, Italy.  

This dismissal will be effective as soon as your reliever embarks the vessel with your flight details.
Sincerely yours,

Capt. Befalhavare
Master /MV _______
Groningen
    

Seafarer's Life

Freezing cold, turbulent sea,
Cold dark nights, away from family.
Missing home, but we go on,
It's faith in God that keep us strong.

Capt. Befalhavare


Monday, May 25, 2015

No Shortcuts to Success

Hi. It’s been awhile.  I thought I lost this account already but glad I didn’t.  Now I’m back. Hopefully to be more consistent henceforth.  I’ve been on vacation since March and coincidentally, been invited to several reunions already.  =)

Not that I am getting tired of being reacquainted with the past, but you see, reunions have a way of also making us feel good. We get acquainted with far flung relatives we never knew existed, we acknowledge kinship with total strangers, and meet some kins we’d rather avoid.

Oftentimes, being the “accomplished mariner” that I am, i am expected to donate lechon at the reunion party.  That is manageable.  The hard part comes after dining...when relatives/acquaintances start approaching me to introduce a son/nephew/grandchild/ godchild whom they wish me to help find work onboard.

I am a fan of St. Augustine and a devout believer of “teaching men to fish so they can eat forever” instead of, well, just giving them fish so they could eat in a day.  Modesty aside, I have already helped several people go onboard: relatives, friends, acquaintances, even total strangers!  But lately, I have learned the virtue of saying “no” without having to feel guilty. Of the people I’ve helped, some have turned out to be a “liability.”

Just very recently for example, a friend asked to help his brother go on board which I did.  The aspirant went to my crewing office, submitted his papers, and manifested his desire to be hired ASAP.  Being a newbie however, it’s customary that they enlist as utility first.   This newbie refused to serve as such.  He insisted that since I, a “captain” was the one who referred him, he need not “start from the bottom” already but should go onboard right away and work as an AB – immediately!  Worse, when he felt he was being made to wait, he withdrew all his documents and reasoned out that another relative from a different agency was willing to hire him!

So he did as he was pleased.  Months after, I got a call from his brother asking me to help him get apply to my agency – again.  With a lump in my throat, and with the awareness that my friend might misconstrue my decision, I said “no.” I could not risk humiliating myself by recommending such an arrogant applicant just because I am already a “captain.”

Oftentimes, especially to close friends and relatives, I openly disclose how I struggled in my early years as a seafarer.  I hopped from one agency to another, passing their exams and yet, without any explanation or valid reason, get rejected.  I have spent countless hours, bereft of sleep, hungry, exhausted, anxious, but nevertheless hopeful, queuing up outside an agency in the hope that I would be hired.  I had no relatives who could help me.  I didn’t know anyone to approach so I could finally be given a break! Those many days of ordeal finally paid off when I was hired.

But of course the struggle did not end at the point of being hired.  Onboard my first few vessels, I struggled further.  I was a utility, a messman, a kitchen helper, I was a Jack-of-all-trades!  I was discriminated against, bullied, ordered around like a slave, and spent many, more countless nights crying in my cabin, nursing my frost bites, licked my runny nose, bled, perspired, even had my wrist broken one time when I mishandled a rope.

Ahhh, during those times, struggle and agony were my constant company.  Nobody but my dreams inspired me.  Nothing but my faith sustained me.

And now, people come to me asking for my help.  And just because I am a captain they think they can take shortcuts to success!  Tsk! Tsk!

That’s why I try to say no.  Not because I have become calloused or arrogant already but because I know the value of sacrifice and persistence.  And based on experience, I can  most definitely say, THERE AREN’T ANY SHORTCUTS TO SUCCESS.  Because the only time one ever needs to start on top is when they are digging a hole.  And that is the surest way to go down.