A ship sinks for causes other than an "Act of God" that captains on the dock readily blame on the Lord Almighty. The following observations may be worth looking into in the light of recent sea tragedies, before we loss more lives and ships at sea:
1. Some of our domestic shipping companies operate second-hand cargo-passenger vessels that have been refitted with additional decks to accommodate more passengers. The original architectural designs of these ships have specific constants that determine their stability and trim. Any major alteration on a ship's construction will have a critical effect on her seaworthiness.
2. Most of the inter-island ships we have lost were cargo-passenger vessels. When cargoes such as container vans and vehicles are not properly lashed and secured, they can move around in the cargo hold below. The cargo movement can tilt the ship, thereby capsizing her. Excess passengers on these large cargo-passenger vessels can hardly cause them to sink, but the mishandling of cargo can. It may not be feasible for some of our shipping companies to operate passenger liners that do not serve as cargo vessels as well, but they can have separate schedules for passengers and cargoes, especially during peak seasons. This may seem costly, but what could be more costly than lives and property lost, and how much would it cost to remunerate their survivors?
3. Allowing a cargo-passenger vessel to sail merely on the captain's oath - that is, a Master's Oath of Safe Departure (MOSD) - is like riding one of those dilapidated buses driven by a tricycle diver who, before starting the engine, looks into his rearview mirror and assures his passengers, "You're safe, trust me."
4. Unlike the Philippine Medical Association, the associations of deck officers and marine engineers do not have the power to sanction a member for malpractice, incompetence of immorality. And, as it is, the Philippine Coast Guard, through its Board of Marine Inquiry, can only investigate a sea mishap and submit its recommendations to the Professional Regulations Commission for the suspension or cancellation of license of an officer found liable. So far, from the numerous sea disasters we have had, we have yet to hear of a captain or a deck officer whose license has been suspended or canceled. (this article was published in the Opinion Page of the Philippine Daily Inquirer on 13 October 2009)
1. Some of our domestic shipping companies operate second-hand cargo-passenger vessels that have been refitted with additional decks to accommodate more passengers. The original architectural designs of these ships have specific constants that determine their stability and trim. Any major alteration on a ship's construction will have a critical effect on her seaworthiness.
2. Most of the inter-island ships we have lost were cargo-passenger vessels. When cargoes such as container vans and vehicles are not properly lashed and secured, they can move around in the cargo hold below. The cargo movement can tilt the ship, thereby capsizing her. Excess passengers on these large cargo-passenger vessels can hardly cause them to sink, but the mishandling of cargo can. It may not be feasible for some of our shipping companies to operate passenger liners that do not serve as cargo vessels as well, but they can have separate schedules for passengers and cargoes, especially during peak seasons. This may seem costly, but what could be more costly than lives and property lost, and how much would it cost to remunerate their survivors?
3. Allowing a cargo-passenger vessel to sail merely on the captain's oath - that is, a Master's Oath of Safe Departure (MOSD) - is like riding one of those dilapidated buses driven by a tricycle diver who, before starting the engine, looks into his rearview mirror and assures his passengers, "You're safe, trust me."
4. Unlike the Philippine Medical Association, the associations of deck officers and marine engineers do not have the power to sanction a member for malpractice, incompetence of immorality. And, as it is, the Philippine Coast Guard, through its Board of Marine Inquiry, can only investigate a sea mishap and submit its recommendations to the Professional Regulations Commission for the suspension or cancellation of license of an officer found liable. So far, from the numerous sea disasters we have had, we have yet to hear of a captain or a deck officer whose license has been suspended or canceled. (this article was published in the Opinion Page of the Philippine Daily Inquirer on 13 October 2009)
