Board for Marine Deck Officers Code of Ethics of the Philippines (We Filipino Seafarer should know)

Board for Marine Deck Officers Code of Ethics

Article I

GENERAL PROVISION

The Merchant Marine Deck Officer has a moral obligation and social responsibility to practice his profession according to a Code of Ethics and Conduct. Every Merchant Marine Deck Officer shall regard the Code of Ethics as a way of life which has its foundation in Honesty, Truth, Justice, Integrity, and Love of the Country, not as a set of rules which should strictly be observed. Professionalism is the keystone of every Merchant Marine Deck Officer in the conduct of his profession and above all upholds the honor and dignity of every Filipino Merchant Marine Deck Officer.

Article II

RELATION TO THE PROFESSION

a) A deck officer shall strive to elevate, maintain and contribute to the honor and dignity of the profession.

b) He shall conduct himself with the traditional decorum of an officer and a gentleman, restraining himself from all acts contrary to the established rules of morality and personal discipline.

c) He shall continually improve his professional competency by keeping up to date with the latest technological and scientific knowledge being applied in the marine fields.

d) It shall be his obligation to keep himself prepared for the next higher license through reading, diligent studies and keen observation of the shipboard activities.

e) He shall make financial gain secondary only to the service that the entire profession can render to the economic growth of the country.

f) A deck officer shall not hesitate to consult his fellow deck officers in matters that will affect the honor and integrity of the deck officer’s profession.

g) He shall expose, without fear or favor, to the proper authorities of the profession; corrupt or dishonest conduct of members of the profession whose existing practices can degrade the reputation of other practitioners.

h) Every deck officer should aid in safeguarding the profession against the admission to its ranks of
persons who are unfit or unqualified in moral character or professional training.

This Code of Ethics and Professional Conduct of Merchant Marine Deck Officers are hereby adopted pursuant to R.A. 8544 known as the Philippine Merchant Marine Officers Act of 1998 under Section 40: “The Integrated and Accredited Maritime Association of Marine Deck Officer shall prescribe a Code of Ethics for Marine Deck Officer which shall be adopted by the Board of Marine Deck Officers and approved by the Commission.”

Article III

RELATION TO THE STATE

a) A Deck Officer, in his capacity as a person of high technical potentialities and delegated with leadership  for the discipline of his men, shall recognize and respect the supreme authority of the State.

b) A Deck Officer shall strive to become an exemplary citizen by the devoted or fruitful fulfillment of his civic duties.

c) He shall perform his professional duties in conformity with the existing laws.

d) He shall endeavor to assist and cooperate with proper authorities in the enforcement of maritime and customs regulations.

e) He shall offer to the State his full knowledge and experience in the interest of national security and especially in time of national emergency.

Article IV

RELATION TO THE COMMUNITY

a) Every deck officer shall compose himself as an officer and a gentleman, and act honorably when dealing with the general public.

b) He should be concerned foremost with the safety of every man, woman and child who boards the ship as a passenger by following all safety measures prescribed for shipboard use.

c) He shall contribute his professional knowledge for the general public welfare and comfort of the riding public to gain their respect and confidence.

d) He shall, above all, continually consider the preservation of life, health and poverty, even at the risk of his own life, to enhance the sense of public interest that is an integral obligation of the profession.

Article V

DUTY TO A SUPERIOR

a) Marine officers in a subordinate capacity shall always render the traditional respect to a superior officer.

b) Subordinate shall render the necessary assistance, if possible above and beyond the call of duty, so that their superior, or the entire organization, can be assured of a successful operation of his assigned duties.

c)  subordinate shall strive to gain the confidence and respect of his superior through a prompt and efficient performance of his assigned duties.

d) A marine officer shall promptly and efficiently follow and obey all lawful orders of his superior without questioning his integrity.

e) A subordinate must always remember that he can only give recommendation to his superior and that final decision must be left to his superior's discretion.

f) A subordinate must always remember the command responsibility of a superior and must give the proper assistance within or beyond his specific duties.

g) A subordinate should never openly criticize the actuation of his superior with other subordinate officer, more particularly with unlicensed personnel.

h) In the event of inquiries he should only state actual facts but never his opinion as to whether his superior is right or wrong.

Article VI

RELATION TO THE SUBORDINATE

a) A superior officer shall always conduct himself with the proper decorum in his acts or deeds and thoughts to set an example for his subordinate befitting his rank or designation.

b) He should give the necessary training, guidance and opportunities for the improvement of his subordinate’s competency and especially to overcome his shortcoming demanded by his license as a deck officer.

c) He should continually mold the character of his subordinate to impress the importance of command responsibility.

d) He should give merits unselfishly when due, to inspire his subordinates to achieve greater result.

e) He should not hesitate to listen to the advice of his subordinates but to exercise discretion before implementation.

f) He should not hesitate to admit errors in his decision when it is obvious, but it must be done within the circle of staff.

Article VII

RELATION TO HIS FELLOW-PRACTITIONER

a) Every deck officer should work together in mutual cooperation and harmonious relationship by sharing individual knowledge for professional advancement.

b) He should associate himself with his colleagues in any reputable and recognized marine society to further broaden his knowledge.

c) He should never attempt to issue statements to the general public concerning the shortcoming of his fellow officer.

d) The following specified acts of a deck officer shall be deemed to be unethical as a breach of professional ethics, subject to immediate actions:

1) Open criticism of a fellow officer without knowledge of the other.

2) Spreading false information on the professional competency and ability of other practitioners.

3) Degrading a colleague in order to acquire his position.

4) False recommendation on the competency of another officer.

5) Maliciously withholding information or knowledge to place others in a controversial situation.

6) Tending to accept a position lower than his highest license to displace another officer applying for the same.

7) Exerting political influence to displace a co-marine officer or engineer.

8) Certifying that he can work better or could render service more satisfactorily than another.

9) Openly expressing that he holds exclusive methods of practice or style of service.

Article VIII

AMENDMENTS

The Board of Directors of the Masters and Mates Association of the Philippines Incorporated by majority vote of all the Directors may amend or repeal the code or adopt a new Code of Ethics of the Merchant Marine Deck Officer in the Philippines subject to the review of the Board of Marine Deck Officer and approval by the Commission.

Article IX

PENAL PROVISION

This Code of Ethics shall be published in the Official Gazette of the Code or any newspaper of general circulation to have the force and effect of Law. Copies of the Code shall be distributed every year to all Merchant Marine Deck Officer during the annual Conference Workshop conducted by the Integrated and accredited professional Merchant Marine Deck Officer (Master and Mates Association of the Philippines, Inc.) for proper information and guidance of all Merchant Marine both in public and government service and be distributed among all Merchant Marine Deck Officers immediately following their oath taking. It shall be included in the curriculum of all Maritime Institutions as part of the course of study in ship’s familiarization, ethics and Maritime laws. Violations of any of the provision of the Code of Ethics shall constitute unethical and unprofessional conduct and therefore garner sufficient grounds for reprimand, suspension or revocation of the certificate of registration and certificate of competency of the offending Merchant Marine Deck Officer in accordance with the provision of Article IX Section 37 of R.A. 8544 known as the Philippine Merchant Marine Officers Act of 1998.

Article X

EFFECTIVITY

This Code shall take effect after approval by the Professional Regulation Commission and after fifteen (15) days following its publication in the Official Gazette or any newspaper of general circulation whichever comes first.

HIERARCHY

HIERARCHY

By: Capt. Daniel Winston S. Generato

Chary, anxious and excited is what you feel,

As you begin your journey to work aboard and sail.

Determined and focused on your daily routine,

Enjoy working without any complain,

That's the life of a Cadet, simple and plain.

Ratings, especially those working on deck

Always cover your head, ears and neck!

The temperature outside is below zero,

It's freezing that you can be feel till the tip of your toes!

Nothing to worry after your cold day duty

Got Chief Cook's  hot coffee, tea or soup in the galley.

Mates always on standby during cargo operations;

As well ready incase if there is a Port State Inspection.

Together with the crew in preparing the deck and hold,

Even on hot summer or on the winter's cold,

Safety comes first as what every company's code.

Master, being the highest ranking officer in the ship,

All in command, sometimes the person with no sleep!

Standing Orders he makes and signs in the Bridge,

To officers must read, comply and strictly acknowledge.

Enforcing safety, order and discipline as stated in the company's policies,

Responsibilities he carries 'til everyone goes home safely to thier families.

Life at Sea

Life at Sea

Life aboard is not as easy as you imagine it to be
It depends on what we sailors meet while at sea;
Forced by the needs of our family,  we are away from home for months,
Expect goood results of our sacrifices are what we want...

After our shift ends, we thank Him above,
The blessings and the happiness He gives to the ones we love..

Sleepless nights if pressures at work come,
Eventually ceases,just by looking at the photos of loved ones
All these are what we get just to see the world for free!

So precious

It all began when precious cargo was loaded onboard,
And their mission was to bring it safe to the Northern part of the world.
Ship is manned by trained and skillful sailors,
Who will journey the wintery North Atlantic, like fearless gladiators.

Off they sail with wind of a beaufort eight,
Passing the corner of the famous Florida strait.
Speeding up, cruising the gulf stream!
Four knots more, you know what it means!

Dark threatening clouds lie in low altitude!
Somewhere within the so-called, horse latitude,
Those massive swell, rolling from the west,
As they steer the ship carefully north east!

Barometer drops at the Seamount of Gondor,
The valiant men locked all the watertight doors.
A stationary Low is seen in the Seamount of Ronan,
A helmsman is on standby with a steady hand.

Speed slacks along Edoras Bank,
But upon reaching Fangorn bank they almost had empty forward fuel tank!
Gusty wind blows at point Isengard Ridge,
As the experienced skipper manuevers in the Bridge.

Day by day as they continue their journey,
Precious cargo is monitored regularly.
Dolphins race and play as they flip their fins,
And seagulls soar high, spreading their wings!

At last, the tower of Landegode is insight!
Flashing three bright white lights
Here comes the pilot to guide without hestitation
Bringing the precious cargo safe to its destination.

Such a meaningful POEM, which reminds me why we Seafarer do sacrifice onboard

MY SON

I sometimes wish you were still small.
Not yet so big and strong and tall.
For when I think of yesterday.
I close my eyes and see you play.

I often miss that little boy.
Who pestered me to buy a toy.
Who filled my days with pure delight.
From early morn to late at night.

We watch our children change and grow
As seasons come then quickly go.
But our God has a perfect plan
To shape a boy into a man.

Today my son I'm proud of you
for all the thoughtful things you do.
I'll love you till my days are done.
And I'm so grateful you're my son.

Poem by: Larry Howland

Opening Remarks on 42nd Anniversary of Sigma Rho Fraternity Neptune Chapter of Iloilo March 8,2013

To our honored guests:

Mr. Jay Victor Mabilog, representative of our City Mayor, Jed Patrick Mabilog 

Congressman Jerry Trenas of the lone district of Iloilo

Hon. Brod Jesulito "Jess" Manalo, Representative of ANGKLA PartyList

Brod. Rex Demafelis

Brod. JP Quimpo

Brod. Ruel Velasco

Our Beloved Brothers and Sisters who came from near and far just to be with us today…

I am very happy to have been given the chance to welcome you all to the culmination of our 42nd Anniversary.

It’s been twenty one years since I took my oath as a full-fledged Sigma Rho member.  I was just an ordinary student then, who did not even aspire to be in the dean’s list.  But it was my brother-in-law, Atty. Cornelio V. Salinas whom I deeply admired who stirred in me a great desire to be a part of this fraternity.  For me, Nong Nel or Brod. Kune to many of you, epitomized the noble virtues of a Sigma Rhoan brother:  hard-working, humble, loyal, just and dignified. So even without being prodded, I sought the John B. Lacson Colleges Foundation chapter of the Sigma Rho – yes, that was the Neptune Chapter.

When I took my vow, I was asked what my philosophy was.  I replied: “Keep in mind, a faithful friend is hard to find.” Ultimately, it also became my guiding principle for the past twenty-one years as a Sigma Rho member.

Having braved many storms in my life and career, I have proven over and over again that my Sigma Rho brothers and sisters are the only true friends I could find.  It was also the inspiration I got from them that prompted me to reach the height of my career – from being an ordinary midshipman of John B. Lacson – Baybay to being----- a world class ---Master Mariner and now faculty of our beloved institution: John B. Lacson Foundation Maritime University-Arevalo.  

And like Nong Nel, wherever life finds me, even after being challenged sometimes by my European subordinates onboard, or by some corrupt port authorities in foreign countries, I always hold on to the Sigma Rhoan virtues of justness, honor, and dignity. So I could always come home with my INTEGRITY being intact. 

 

Brothers and sisters, I am overwhelmed with pride, honor and gratitude to see all of you right now.  To know that many would have still wanted to come and join us still only if circumstances permitted.  To them, especially to those who are onboard, we also dedicate this affair.  

Welcome everyone!  And happy 42nd to us all!  

For the Sigma Rho. Fight! 

For the Lambda Sigma Rho. Fight!

For the Neptune Chapter. Fight!

Good evening...

I am in Command!

To be in command is every mariner's dream.  

I am fortunate to have reached mine.

I am a Befälhavare -- a captain in command.

And this is my voice.

PERILS OF THE SEA

PERILS OF THE SEA

by: Capt. Daniel Winston S. Generato

Phenomenon that arises in ocean, at  bay or in sea,

Even in what location we might be...

Regardless of the type of vessel we're sailing in,

International or Domestic or from which you are trading in...

Latitude, Longtitude, from the North, the South, East or West or in

Seasons like Winter, Spring, Autum or Summer which is BEST...

Of course many of them back home say,we are LUCKY to see the WORLD for FREE, but

For they have the least idea, massive SWELL and GALE force winds are plenty and threaten to harm us unexpectedly!

Tropical Storms, Low Pressures or the dangerous Hurricanes...

Heavy Pitching and Rolling can drive you INSANE... but amazingly

Every SAILOR knows we'll see the sun happily arising after the heavy rain...

Sailor strives to remain focus, be brave despite of the odds and the homesickness working at sea

Everyone's prayer night and day, to finish the contract successfully, not for us but especially for our family...then

Again we can come home safe to the loving arms of our family, after the long months spent battling the 

"PERILS OF THE SEA"

Leadership style

What kind of Leadership do you possess onboard... What will be the best style to use onboard your ship:

Authoritative

Participative

Delegative

The Visit

The gate squeaks with rust. The flowers are gone. The ponds are empty and dry. Ceilings droop. Everything seems dilapidated. A contrast to how things were in the past.

I went around. I can almost feel my mother's breath on the walls. I still see vividly how she and dad had kept everything perfectly cozy and comfortable.

I was teary-eyed, thankful one daughter was with me. I see life, I see death. I see people come and go. I see rise and fall, excellence and destruction. I see life's cycle.

None of us wanted the house. No one amongst the eleven. No one wanted to stay. We have carved our niche elsewhere under the sun.

And so the old house shall stay. Until blown away by seasons, dust and wind. But wherever we go, whatever we do... a part of us remains there.

#TillTheNextVisit....

by: Mary Sarah Georgie Generato Flores

Prayer of a Survivor

Lord, you brought us here today bound by a common thread. 

Each of us has been a victim of injustice, bias, and inequality. 

We have suffered pain and desolation in different degrees.

Each of us found ourselves in a fight we did not cause,

a fight we did not start. 

There were times, we lost to these fights,

but we moved on and kept fighting anyway. 

We implore You now to come to our aid. 

To console us, to comfort us,

and to heal our hurts and pains. 

We recognize that it is through Your loving grace that we survived. 

And as such, no amount of threat or harm can injure us again

because we are not fighting our wars alone

since we have you with us. 

We trust.

We believe.

You are with us.

Amen.

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

🎙🚢⚓️🛳🛥⛵️🎻🎸🎺🎷🎹🎼🎧🎤🍰🎂🍺🍾🍽🌊👥🗣😀🤓😎😜

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

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.

A Knot of Steel

I was in command of MV - - - Performer when I received voyage instructions to proceed to Motril, Spain for loading of Celestite (2 Grades) for Rotterdam, Netherlands.

We steamed from Cartagena, Spain to Mortil, Spain 30 hours to reach the laycan signed in the charter Party; and we arrived at Motril Pilot Station ahead of schedule with holds are cleaned plus readied for loading.

I called Motril Pilot Station on VHF Ch 12, (0900H LT 1st of December 2011) giving 2 hours before arrival time and send emails to the Agent assigned to the vessel same as to my owners /operators that vessel is ready for loading as per charter party.

The Motril Port Control informed us that the vessel will drop her anchor on the Motril Anchorage area, snd waited for the berth which is still occupied by the another vessel.

As we reached the anchorage area, I gave one hour notice to the engine for additional auxillary generator and for manuevering. Deck crew went forward to unlash the anchors (Port & Starboard) and prepare the mooring lines.

I proceeded to the area in safe speed, lowered the starboard anchor one meter above the water as a standard seamanship. When I reached the anchor position that I planned, I put the engine on STOP..... DEAD SLOW ASTERN.... SLOW ASTERN.....finally HALF ASTERN..... when the vessel had no leeway or speed, I STOPPED the engine and ordered to drop the anchor three shackles first to the water and hold. The depth of the water was 45-50 meters.

I planned to drop six shackles in the water as for the computation of it is :

Formula:

No. of shackles to drop = square root ((depth of water in meters x 25.0) / 27.40)


1 shackle = 90 feet = 27.40 meters = 30 15 fathoms


Back to my story; I gave orders to drop the starboard anchor. The crew opened the anchor brakes.....the anchor dropped and suddenly stopped at about 1.5 shackles only.... The heading of the chain was up and down and it had no movements. They reported to me the situation. I ordered them to open the brakes, and they replied the brakes were fully open.

I asked them, how many shackles had they dropped? They replied estimated 1.5 shackles...I asked are they sure? They said yes...

In my mind, 1.5 shackles is equal to 41.1 meters and therefore the anchor haven't reached the sea bottom / sea bed.

I ordered them to engage the gear then lower it by gear. They complied but still there were no movements on the chain. I ordered them to heave the anchor all the way up and after that we will drop the port anchor instead same six shackles in the water.

Port anchor went smoothly, after all was fastened at anchor and engine was finished. I called the Chief Officer to check the starboard anchor.

And this is what they found.



 The chain inside the chain locker, formed like a knot that no matter how the brakes were opened or lowered by gear, it still stuck on the haus pipe.

My question was, how did was the knot formed inside the chain locker?

The anchor was last used a month ago, when the vessel was in Paramaribo, Suriname.

I reported the matter to the vessel owners.  But since the vessel was traiding in short voyages, we were not able to fix the chain.


We had this problem since 1st of December 2011.  We finally managed to clear the knot while the vessel was at anchor at Ijmuiden Outer Anchorage 25th of December 2011 with the efforts of my deck crew AB Aldy Paglinawan, AB Dennis Laurente & OS Galenn Fabila.

Such scenario is not uncommon amongst vessels faring the seas all over the world.  In my career as Master however, it was my first time to encounter such problem. Albeit seemingly trivial, a knot in the chain, very much like a lump in the throat, can hamper one's efficiency and productivity.  But knots such as the one we hurdled, present an opportunity to challenge one's wits, patience, skill, and yes, leadership.  Afterall, it isn't easy to loosen a knot of steel.

I am no BANK!

Today I just got a text message from an old friend -- strictly speaking, more of an acquaintance.  He was asking how I was, explaining how he got my number, and after a lengthy justification of why he is dropping a line from nowhere, unveiled his real intention:  he wants to borrow some money.

Oh the usual discourse was of course present.  He explains how hard he tried to suppress his shame and embarrassment to reach out to me like this, but since he desperately needs my help, there goes he.  I chuckled.  Seriously, I wasn't anymore pissed off.  Perhaps I have come to transcend this state of disdain whenever I get asked to help one's need financially.  Afterall, it happens all the time!

So that text, although yes, in the beginning, it took me aback, got immediately sent to my trashbin.  On a  serious note however, it is something I still cannot reconcile.  Year after year, irregardless of whether I am on board or on vacation, friends, relatives, and yes even acquaintances approach me and ask to borrow money.  And I must confess, for quite a number of times, I heeded them.  But akin to the ten lepers who have been healed and one only came back to say "Thank you," most of those whom I have lended money to never paid their debts -- or worse, have cut all our ties.  And up to now, their reasons for choosing to fool me into believing they were sincere in their intention to pay back what they owe me remain something I cannot really, truly decipher.

From a  greater perspectives, many OCWs/OFWs like myself fall prey to these opportunists.  It's ridiculous how many expect us to dispose our hard-earned money just like that when none of them -- not even one's spouse -- has any idea how much struggle we went through to be able to earn every cent in our bank account.

In reunions for example, it is almost customary for batchmates to expect that the "seaman" calls the treat.  Some more calloused peers even manage to blatantly ask for a "pasalubong" if not to "utang para ilista sa tubig." Relatives can be as brazen.  Just try to imagine if three or four of them asks to borrow cash so they can finally start a business -- every single time!  (Notwithstanding the fact that four or five other relatives did the same last year and the previous years before and only God knows what happened  to their ventures!)

I seriously believe in the law of karma -- of reaping what we sow.  In those few times I have shared my financial blessings -- especially to those in dire need of it -- I did so because I sincerely wanted to be of help.  Ever so often however, I get frustrating results.  Ask my fellow seafarers.  Many of them I believe have sadder, more painful stories to share.

I wish everyone back home would finally come to realize that we are no BANKS! We are no different from they who work 9-5 and return home at the end of each working day.  The idea that we, the OFWs/OCWs own fat bank accounts is just an illusion.  Every cent in our remittance carries with it remnants of our sacrifices, loneliness, and struggles.  Unless the people back home -- friends, relatives, and acquaintances -- alter their avaricious attitude, we will always be perceived as BANKS.  But even ATMs (banks) go offline, don't they?   =(

Sept. 25, 2011 is 16th National Seafarers' Day

The entire nation now observes the 16th National Seafarers' Day by virtue of Presidential Proclamation Mo. 1094 signed by then Pres. Fidel V. Ramos.  Many Eucharistic Sunday Masses today are celebrated to honor seafarers like myself. In 2009 alone, the Philippine Overseas Employment Administration recorded a total of 330,424 Filipino seafarers who were deployed.* So a huge chunk of those who man the various vessels around the world are Filipinos.  Perhaps it is this reason why Filipino seafarers are considered "sailing ambassadors" - because our profession allows us to showcase the best of our citizenship in the company of strangers.

The recognition we seafarers receive from the government is truly heart-warming.  Recently, Pres. Benigno Aquino III also signed Proclamation 183 as "The Day of the Filipino Seafarer" where he assigned the 25th day of June each year henceforth to commemorate and give honor to the  

"...Filipino seafarers [who] deserve respect, recognition and gratitude for their invaluable contribution to the national development efforts of the country; and,

WHEREAS, Filipino seafarers have become “sailing ambassadors” of the country for having demonstrated before the global maritime community the best traits of the Filipino."

The role we play in boosting global economy, "promotion of safety of life at sea and the protection of the marine environment" are among the important contributions attributed to us who sail the world. The Bangko Sentral ng Pilipinas notes that within the first half of 2011 alone, we have made over $2 Billion dollars in remittance.  So as a mariner myself, I can let the figure speak for itself.  It is astounding.  People from all walks of life benefit from those remittances we send home.  We pay for the doctor who attends to our pregnant wife.  Shen she gives birth, we pay for the OB.  When the baby is out, we pay again for the Pedia.  We also pay for the yaya who helps our wife take care of the baby.  We pay the church for our baby's baptism.  We also pay for the school.  The merchants profit from us who purchase from them.  Everybody makes money out of those remittances -- out of us.  So yes, it is correct -- we are among the major players in the economy.

Such is a staggering truth - a pronouncement I make not out of conceit, but out of my own awakening.  All sectors of the society benefit from the fruits of our labor -- in the same way we benefit from them.  But the price we pay is still much higher.  Always so much more.  Because along with that every dollar we send home and every peso our loved-ones spend in return are our blood, sweat, and tears.  The company of a happy and loving family is still more satisfying than a huge remittance every month. 

So while this day maybe dedicated to us who sail the seas to brave life's storms, our thoughts are back home.  We pray each may be guided to realize (and maximize) the role each has to undertake to strengthen the family ties amid our physical absence for the most part.  Afterall, we each are sailors sailing life's rough seas.  But we can always look up to find the same blue sky wrapping us in love and one bright happy sun sustaining us from above.

Happy faring everyone!