Seafarer Books by 2/M Cecilio Ramirez

Maritime Memoirs I

noreply@blogger.com (Kampo Kalye Arts) — Thu, 28 Jan 2010 01:11:00 +0000

“WELCOME ABOARD

Party and Booze
on Navigational Safety Watch:

Maritime Memoirs and Life Lessons

I was a third officer on board a vessel navigating from Manila to Japan. We had lots and lots of beer cargo in the old ship’s holds. I went to the bridge 15 minutes before my time of duty at 12 o’clock midnight. I had to accustom my eyes in darkness. There was a beam of light from a light house, right ahead. The smell of beer was on the air. Every one was talking. Then I observed that the second mate that I was about to relieve, together with the steersman and the safety navigational watch on duty, were having fun. Each had a bottle of beer drunk straight from the lid. There were two boxes of beer on one side of the navigation room. Never mind, I told myself. But what is that light house doing right in front of our ship? I went to the chart room to verify the previous ship’s fix position and the ship’s speed. Then, using the gyrocompass and the radar range marker, I took our ship’s fix position at 11:48, 11:50, and 11:52 before my time.

“Sec, wala ka sa rombo. Isang oras pa at bangga na tayo riyan sa light house na iyan. Ayusin mo muna bago ako gumardiya sa time ko.” (Second Mate, you are out of the planned course. In an hour's time, we will be colliding with that light house).”

Immediately he took his position and changes his course 90° to the right.

In another incident, I told the second officer that the compass correction he wrote on the bridge board was wrong. Immediately, everybody was already debating with me. The ship master came to the bridge and listened. Then he told every body that I was correct.

Then, I was persecuted and eventually ostracized. I had to leave the ship.

In another vessel, a chief officer from a Philippine inter-island vessel wasn’t able to fix his position from a light house. It took him 4 o’clock until sunrise. But the light house turn out to be a submarine on the surface navigating with the same speed as we were.

Sometime ago, a fellow instructor in a maritime school tried to convince me that someone wanted to borrow my 2^nd Mate’s license. He would pay me a monthly fee. I said, “ano? Papano ako kung palubugin niya ang barko?” From then on, he was so snobbish.

In the seamen’s gathering places in Manila, such as the one near National Library, the you will hear incidents like masters and officers are drinking and/or gambling in any of the crew’s cabin, “having wine women and song” like what “Captain” Andal has done prior to the sinking of his ship.

There are lots more, Mr. Senator. What can laymen/women do, even some coast guard personnel, in the senate hearing? There ought to be some composite personnel from the maritime profession, etc., to assist you. The job is too technical even for the Marina personnel.

How many lives more must be claimed by maritime ignorance?

I am going to discussed about terrestrial navigation and/or the Rules of the Road in the highways of the sea next time. So long. See you again.

International Anti Collision Regulations

noreply@blogger.com (Kampo Kalye Arts) — Sat, 16 Jan 2010 07:00:00 +0000

A pocket reference guide to help maritime students and seafarers understand and master signal lights and shapes used on marine vessels to prevent collisions. Written and designed with the Filipino mariner in mind, easy-to-understand graphic illustrations and Tagalog translations and explanations were provided in this handy reference.

Author	Cecilio C. Ramirez
Edition	2nd edition, illustrated
Publisher	Gold Book Publications
ISBN	971-92330-2-8

MV Baleno 9 (December 2009)

noreply@blogger.com (Kampo Kalye Arts) — Sun, 03 Jan 2010 14:37:00 +0000

Baleno 9 and Catalyn B-Anatalia:
Questioning the reality of recent maritime disasters

By 2nd Officer Cecilio C. Ramirez

Senator Dick Gordon, chairman of the Senate Blue Ribbon Committee zeroed in and enlightened us on the situation when he asked the maritime officials; “Did we put the lives of people to someone who was not a certificated master mariner?” Philippine Daily Inquirer, Dec. 30, 2009.

Like his officers, master mariners are licensed. A master mariner is one who passed a PRC licensure examination, qualifying him to hold such an office. He is licensed to take command and be the master of any merchant ship of any gross tonnage upon the waters of any sea or ocean. A real master mariner would not waste his time taking command on board a small vessel, except, of course, when the wage is right.

The “missing” (?) Captain Jimmy Andal could not be a certified master mariner. He might be a major patron or a minor patron. Major or minor patrons are mariners with several years of experience who should have passed the PRC licensure examinations in order for them to take charge, as captain and chief mate on board smaller vessels such as tug or ferry boats, respectively. These vessels ply along rivers, lakes, and nearby islands with relatively shorter duration of navigation.

Marina chairman Elena Bautista, “backed-up” by Captain Nelson Ramirez, said that an experienced seaman was allowed to man 119-ton vessels such as the Baleno 9.

Was it the same case with FV Anatalia and the power-driven ferry boat M/V Catalyn B, Ma’am?

Why and how could a mere seaman with some experiences allowed to man (?) even small vessels, Madame Bautista and Capt. Ramirez? Imagine what happens on a busy day along EDSA when someone, though knowing well how to drive, but doesn’t know anything about the “rules of the road” and the traffic signs? For the sake of safety, what government agency must give this uncertified driver the proper examination(s)?

In the same manner, there must be some proper government agency to give training and examinations to an aspiring seaman. The examination should include the RULES OF THE ROAD AT SEA, including safety navigational watch, cargo handling (e.g., human cargoes), and plotting his boat’s position at regular time intervals. These should qualify a seafarer to become a major or a minor patron, and be able to navigate a smaller vessel safely from the point of departure to the point of arrival. He, himself, is now safe at his own hands. He understands now and implements well, by heart, the 38 Rules of the “International Regulations for Preventing Collisions at Sea” as follows:

Rule 18

Responsibilities between Vessels

Except where Rule 9, 10, and 13 otherwise require:
(a) a power-driven vessel underway shall keep out of the way of

a vessel not under command;
a vessel restricted in her ability to maneuver;
a vessel engaged in fishing;
a sailing vessel.

Are log book entries true and correct? Log book entries are most useful especially in marine inquiries.

By the way, Senator Gordon’s words--“Did we put the lives of people to someone who was not a certificated master mariner?”

In the final analysis, who are these “we”?

These “we” are the very ones to blame in all sea tragedies.

Stand-by engines!

FV Anatalia MV Catalyn B (December 2009)

noreply@blogger.com (Kampo Kalye Arts) — Sat, 26 Dec 2009 09:20:00 +0000

THE FERRY AND FISHING BOAT COLLISION

The Ferry and Fishing Boats Collision:

Notes and opinions on deck watch, regulations, and maritime profession

by 2nd Officer Cecilio C. Ramirez

It is very easy to tell who should be held accountable in the wooden ferry and steel fishing boat almost-head-on collision. The images shown on TV news report betray that the officers of both vessels are unaware of the Rules. On the other hand, could it be that the officers and personnel of the proper government agencies lax in implementing the Rules or are they also as clueless as the officers and managers of these boats? Their very own statements on the Philippine Daily Inquirer and TV reports say so. What is the International Regulations for Preventing Collisions at Sea for? This is a complete set of Rules, aka Rules of the Road, that will prevent collision, if it is understood by heart since student days. How did they pass the PRC exams? How were they interviewed by the company managers who must also be nautical masters and/or officers?

Both parties were at fault

According to International Regulations for Preventing Collisions at Sea, 1983, Rule 14 (a) titled Head-on Situation, 1^st sentence:

When two power-driven vessels are meeting on a reciprocal or nearly reciprocal courses so as to involve risk of collision, each shall alter her course to starboard so that each shall pass on the port side of the other.

Translation in Filipino: Kapag ang dalawang sasakyang dagat na pinaandar ng makina ay tuwiran o halos tuwirang nagkakasalubong sa paraang makapagsasangkot sa kanila sa bangaan, ang bawa’t isa ay liliko sa gawing kanan ng isa’t isa nang upang ang bawa’t isa ay magkaraanan sa gawing kaliwa ng isa’t isa. (Ramirez, 2002, p. 20)

The images from television news reveal that they are passing, against the Rule 14 (a), on the right side of each other instead of on the left side of each other, to wit: “…each shall alter her course to starboard so that each shall pass on the port side of the other.”

Basic rules of preventing collisions were dismissed

According to International Regulations for Preventing Collisions at Sea, 1983, Rule 14 (b) titled Head-On Situation, 2^nd sentence:

Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly and by night she could see the masthead lights of the other in line or nearly in line and/or both sidelights and by day she observes the corresponding aspect of the other vessel.

Translation in Filipino: Ang kalagayang tuwiran o halos tuwirang pagsasalubong ay umiiral kapag nakikita mo na ang tig-isang ilaw ng dalawang palo ng barko ay nakalinya nang patayo at/o pati na ng dalawang sidelights sa magkabilang gilid ng barko. (Ramirez, 2002, p. 20)

Narrated from a news article from Philippine Daily Inquirer, dated December 24, 2009 were the statements of NCR Coast Guard Commodore Luis Tuason, Jr:

Tuason said the captains of the two vessels did not make contact as they approached each other. Officials of the two boats, he said, should explain their failure to communicate.

Tuason said the crash did not stem from malfunctioning engines or weather disturbances.

What is it that you are trying to tell us, Cmdr. Tuason? To competent ship officers and nautical masters, the signal lights above and the sound signals as instructed under Rule 34, titled Maneuvering and Warning Signals, should be enough communications.

According to International Regulations for Preventing Collisions at Sea, 1983, Rule 14 (b) titled Head-On Situation, 3^rd sentence:

When a vessel is in any doubt as to whether such a situation exist she shall assume that it does exist, and act accordingly.

Translation in Filipino: Kapag ang isang sasakyang dagat ay may anumang alinlangan kung ang gayong katayuan ay umiiral, iisipin niyang umiiral na nga at siya'y kikilos nang ayon sa nararapat. (Ramirez, 2002, p. 20)

The worst case scenario should be anticipated. If one thinks there is a possibility of a collision, he or she should should assume the worst in order to proactively take appropriate steps in preventing the collision.

Unfortunately, this principle might not have been established. Limuel Fabula, the general manager of San Nicolas Shipping Lines, related to the press that it was the fishing vessel that had made a U-turn and hit their passenger boat MV Catalyn B. (Manila Bulletin, December 25, 2009). Anyone can notice that Fabula implied that the other party (FV Anatalia) should take the fall.

Kailangan ko pa bang ipaliwanag ito? Sa panahon pa lang ng pag-aalinlangan, habang malayo ka pa sa kabilang barko at malaki pa ang panahon bago mangyari ang hindi dapat mangyari, Mr. Fabula, kailangang, iliko mo na nang pakanan ang barko mo, palayo sa kasalubong na barko. Hindi iyong lalo mo pang isinaksak ang sarili mo sa kabilang barko. Ang laki-laki ng dagat bakit kailangang pa ninyong magsiksikan? Ano ang sinasabi mong you were on the right side of the nautical lane? Bakit, kailan magkaroon riyan ng traffic separation scheme (Rule 10)? O kaya, may narrow channel (Rule 9) ba riyan?

(Un)qualified personnel

According to International Regulations for Preventing Collisions at Sea, 1983, Rule 5, titled Look-out:

Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.

Translation in Filipino: Ang bawat sasakyangdagat, sa lahat ng oras, ay magpapanatili ng isang angkop na bantay-tagamanman sa pangmasid at pang-ulinig maging sa lahat ng magagawang paraang angkop sa umiiral na mga pangyayari at mga kalagayan upang makagawa ng lubos na pagtaya sa katayuan at sa panganib sa banggaan. (Ramirez, 2002, p. 8)

Not unlike the managers of both vessels, the watchkeeping personnel might not have been equipped with the fundamental rules of preventing collisions. How could an employer possibly qualify, select and hire skilled personnel if the former is unaware of certain functions and protocols of critical situations such as head-on situations stated under Rule 14? Were they even aware of the Rules to follow to maintain safe speed at all times?

The weather was very clear and the sea was calm, as the news images had shown. It is not a mystery how and why this sea accident occurred. The nautical schools, the maritime training centers, the instructors themselves, the shipping companies, the PRC, and the port authorities know how and why.

Yes, we must not forget the certificate fakers... I mean, makers in C.M. Recto, Sta. Cruz, Manila.

References

Cinco, M. & Alave, K. L. (2009, December 24). Three killed, twenty-four missing in ferry boat collision. Inquirer Southern Luzon, Philippine Daily Inquirer. Retrieved December 26, 2009 from Inquirer.net. Website:http://newsinfo.inquirer.net/inquirerheadlines/nation/view/20091224-243889/Ferry-fish-boat-collide-off-cavite

Ramirez, C. (2002). Today's navigational and deck watch. 2008 edition. Philippines: Gold Book Publications.

Sabate, E. J. & Giron, A. (2009, December 25). Human error eyed in boat's collision. Manila Bulletin. Retrieved December 26, 2009 from MB.com.ph: Manila Bulletin Publishing Corporation. Website: http://www.mb.com.ph/articles/235688/human-error-eyed-boats-collision THE FERRY AND FISHING BOAT COLLISION